Banverket’s Annual Report 2008 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 2008. 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 (tousands 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

Goals and results 8 An accessible transport system 9 High transport quality 15 Safe traffic 19 A sound environment 22 An equal opportunities transport system 26 Other goals 29

Other feedback 32

Banverket’s operational areas 38 Developing Banverket’s railway network 39 Delivery of train paths 45 Sectoral duties and administration 48 Commission operations 52

Employees 58

Financial accounts 63 Income and expenditure account 64 Balance sheet 65 Appropriation account, including presentation of authorisation 66 Statement of source and application of funds 68 Summary of key figures 69 Notes 70

Signing of the Annual Report 76

Auditors’ Report 77

Board of Directors and Management Group 78 Swedish rail network

Brief facts about the railway 2008 1

Operated track (track-kilometres) 11,800 km Double track and multiple tracks (track-kilometres) 3,805 km Electrified track (track-kilometres) 9,683 km Normal track width 1,435 mm Highest point: the national border at 601 m above sea level Lowest point: the railway tunnel in 8 m below sea level Iron Ore Line Number of railway bridges 3,731 Longest bridge: Igelstabron bridge in Södertälje 2,140 m Highest bridge: Igelstabron bridge in Södertälje 48 m Number of tunnels 132 Total length of tunnel 76 km Longest tunnel: Norrala 3,850 m Fibre-optic cable 12,000 km LULEÅ ’s first railway 1856 First railway with electrically powered trains 1895 Main Line through Upper Norrland Last steam locomotive on SJ taken out of operation 1972 Swedish speed record, Regina 2008 303 km/h CO -emissions, –Göteborg, Train 0,4 kg 2 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

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 /Vänern Line Nynäs Line HALLSBERG SÖDERTÄLJE Svealand Line

Sala-Eskilstuna-Oxelösund Line Älvsborg Line NORRKÖPING

FALKÖPING

GÖTEBORG Jönköping Line NÄSSJÖ

West Coast Line

ALVESTA

HALMSTAD Coast-to-Coast Line

Freight Line through Skåne HÄSSLEHOLM Skåne Line

MALMÖ Öresund Line Banverket in brief

The task forms the limited company Vectura that Banverket administers makes up Banverket is tasked with managing the state Consulting AB. During 2008 Banverket approximately 80 percent of the total railways so that passengers and freight arrive had approximately 6,500 employees, of rail network in Sweden. The other parts in a fast, secure and environmentally friendly whom almost two-thirds were employed are administered by companies, local manner. This management responsibility in the production units. authorities or associations. includes delivering train paths by producing The infrastructure also includes the and selling capacity on the tracks to rail approximately 12,000 km long network of companies and traffic organisers. Banverket Infrastructure fibre-optic cables that are laid alongside the will also develop the state-owned rail network The Swedish rail network comprises some tracks. The fibre-optic network provides by planning and expanding the network 11,800 km of operational track, or just over the railways with secure telecom, data and for current and future passengers and 17,000 km of track, including the capillary signal services. Spare capacity is hired out purchasers of transport. network, with its smaller yet still important to companies and authorities for data- and In addition to this administration industrial and port lines. The state network telecommunications. responsibility, Banverket holds sectoral responsibility for the system in Sweden. This responsibility covers not only conventional railways, but also underground railways and light railway Board of Directors systems. Banverket will co-ordinate, provide support and be a driving force Internal Audit in relation to the other parties involved. Banverket leads and follows up develop- Director General ments in the rail sector and assists the Government and Parliament on issues that concern the entire trail transport Director General's office system. Banverket will work towards the achievement of the transport policy goals.

Operations Division Banverket Production The organisation Banverket has functions for the public Investments Division Banverket ICT authority tasks, track provision, sectoral duties and for production. The organisation Market and Planning Unit Banverket Training Centre is divided into an administrative section and a producing section. All producing Expert and Development Unit Banverket Material Services units have their own profit responsibility. The Banverket Consulting profit Business Support Unit centre was privatised at the end of 2008 and, together with the Swedish Road Administration’s Consulting Services, 3 Director-General’s comments on the past year

2008 was a very positive year for the rail- of working is generating new opportunities is moving into a new and exciting phase. way, despite the fact that the year ended for a transport system that puts the customer With increased collaboration and greater with the approaching financial crisis and and our environment at the centre, at the rationalisation, each authority will be able economic downturn. There have never same time as placing major demands on to focus even more on its core operations been so many trains on Sweden’s railways. those of us working in the authorities. and customer benefits. Never before have so many passengers The work on the joint planning of measures been transported on Sweden’s railways. will conclude with a proposed plan being Railway network development Freight traffic, long-distance passenger submitted to the Government in 2009. Banverket is also co-operating with the traffic and commuter traffic have all During the year, the collaboration SRA on the Bana Väg i Väst project. In a increased to new record levels on the between Banverket and the Swedish Road joint project, the authorities are simultane- railway in 2008. Administration (SRA) has been further ously developing the Norway/Vänern Line Throughout the history of the railway, extended. This is not a new venture. and the E45 road. The construction work most transport and travel have often been It commenced back in 2003, but has been in this shared corridor is in progress, with part of a chain of interacting transport intensified and become increasingly topical, a shared management and budget. This is a operations, where the railway is often partly in order to focus more on the good example of possible forms of collabo- responsible for an important part of the demands from customers and the outside ration in the future, which can help to transport or journey. For passengers and world. An extended collaboration entails develop both parties. purchasers of transport, the interaction development opportunities to the benefit In other major investment projects, between different forms of transport has of both authorities and their customers. At operations have largely proceeded therefore always been very important. the turn of the year, the Director-General according to plan during the year. For the It is therefore pleasing to note that policy of the SRA and I therefore decided to in Malmö, a new timetable has and planning in Sweden are increasingly extend our collaboration by forming joint been adopted that entails inauguration in moving towards a more overall approach functions for human resources and finance December 2010, more than six months as regards transport types. administration, as well as for IT operations earlier than planned. The Hallandsås The traffic authorities, including and the switchboard function, to come into project has also presented a new timetable. Banverket, are now for the first time about effect no later than 1 January 2010. Within Due to the difficult technical challenges to produce a common plan for the devel- one year, we will have a joint organisation and the attention given to the environmental opment of the traffic infrastructure in for those operations that have the conditions demands stipulated for the project, this Sweden. This common plan will combine to provide co-ordination benefits by being unfortunately means that commissioning all the plans for the development of road, run together to meet the needs of both has been delayed until 2015. I am pleased rail, shipping and air travel. This method authorities. With this, our collaboration to report that one of Sweden’s largest and

4 »During 2009, Banverket will also be investing considerable resources in further raising the quality and reliability of the delivery and service to rail customers. If we succeed in our endeavours, we will get the best possible reward: a good environment and satisfied rail customers. «

most necessary railway projects, the City this way, everyone within the organisation sions indicate that the investigated routes Line in Stockholm, has been started during will have individual responsibility and will – the Götaland Line and the European the year. When the project is completed, clearly be able to see their own contribu- Line – are of very great strategic importance it will provide much-needed additional tion to Banverket’s results as a whole. Our for the transport system in the whole of capacity to the heavily strained railway employees are Banverket’s most important Sweden. There are also sufficient grounds in the Stockholm region. resource. It is important for us to conduct to state that high-speed tracks are an an optimum operation that is suited for its important means for achieving a sustainable Delivery of train paths purpose, where the customers are satisfied transport system. Banverket produces and sells space on the and the personnel are happy and develop High-speed tracks are a good method tracks for operating rail services. In order in their work, viewing Banverket as a for both increasing capacity on the railway to succeed in this undertaking with an positive employer. and rationalising the current transport adequate level of quality, Banverket has system. New high-speed tracks release combined initiatives primarily within New vision for Banverket capacity on the existing network for operations and maintenance where they During the year, Banverket has produced regional trains and freight traffic, which provide the greatest benefit for rail traffic. the document Business Plan 2009–2021. means that these are a strategically impor- In the Stockholm/Mälar Valley, Västra The business plan contains Banverket’s tant investment for the whole of Sweden. Götaland and Öresund regions, Banverket shared view of the current situation and The high-speed tracks produce dramati- has worked together with the transport the future, as well as how and what we cally shorter travel times, contribute great- authorities and rail companies to launch should do to achieve the goals we have laid ly towards achieving the climate goals and special projects aimed at improving the down, and hence our vision. This common increase Sweden’s competitiveness. In my punctuality and quality of rail services. In approach applies to all of Banverket’s units judgement, Sweden has now arrived at an these projects, joint programmes of action and means that Banverket can carry out its important junction regarding an issue for are being developed comprising measures important commissions in a more efficient the future, and it is therefore pleasing that that will facilitate well functioning services manner. And we have to focus on benefit- the Government has decided to continue both in the short and the longer term. ting our customers at all times. investigating high-speed tracks. The results that have been reported to The business plan formulates Banverket’s I am now looking forward to an exciting date from the activities are positive, new vision: A world-class railway. This vision 2009, where much of the focus of urban and demonstrate that the initiatives are is our guiding light, showing us where we development as regards future transport increasing the precision of Banverket’s are going and what Banverket wants to systems will be crystallised when the delivery and reducing train delays. achieve with its goals for the operation. national plans covering all forms of trans- For many years, Banverket has worked In order to achieve the vision, port are established. The railway has a key in a goal-oriented manner to develop its Banverket has highlighted five challenges: role to play in the transport systems of the operations. Our efforts and improvement • public transport making life easier future, with one important challenge being measures that are being implemented, for • more efficient transport for the to meet the threat that climate change example within the joint initiatives, have business sector entails. During 2009, Banverket will also be resulted in increased accessibility on the • railways – an important part of investing considerable resources in further rail network and additional satisfied cus- a sustainable society raising the quality and reliability of the tomers. However, it is absolutely clear that • a healthy and vital rail industry delivery and service to rail customers. If we we have to further increase our customer • more railway quality and high succeed in our endeavours, we will get the focus, intensify our customer work and efficiency for every tax krona. best possible reward: a good environment further improve accessibility to the rail- The challenges are strategically important and satisfied rail customers. way. We have to continue to work towards areas that, at an overall level, indicate our ambition – 100 percent satisfied customers. how the demands of our owners and our It is important that Banverket always customers should be met. In several of the employs customer-oriented procedures areas, Banverket is, in my judgement, well and an optimum organisation, so that we on the way in its work on the challenges Borlänge, February 2009 can complete our tasks and concentrate on – whereas in other areas we still have a important and strategic issues. Banverket considerable amount of work ahead of us. should have clear management by objec- tives, and one of my goals is for us to take Investigation into high-speed tracks another step in the work on management During the year, the Government commis- by objectives and ensure that it is also sioned Banverket to investigate the market- introduced at an individual level through- related and socio-economic conditions for Minoo Akhtarzand out the whole of Banverket during 2009. In high-speed tracks in Sweden. Our conclu- Director-General

5 Summary of operations during the year

In its official document regarding appropriations, the Government has specified the goals and financing for Banverket’s operations in 2008. These goals will contribute towards meeting the overall transport policy goal and are arranged on the basis of the six transport policy sub-goals. For the sub-goal on regional development, the Government refers to the goals for an accessible transport system and a high level of transport quality. Banverket has prepared the structure and content of the annual report in consultation with the Swedish Institute for Transport and Communication Analysis (SIKA). As a consequence, weighting has been applied between the different demands when assessing gener- ally whether the goals have been achieved. A more detailed analysis can be found in the section Goals and results.

Rail transport has continued to increase in entails the removal of trees, primarily have mainly been focused on integrating 2008, both for passenger traffic and freight along certain prioritised lines. the equality perspective in its own opera- traffic. Regional travel has increased by The railway is a very safe transport tions as well as increasing the potential for around 10 percent, and the increase is system. The number of rail accidents has women to participate in the planning particularly large in southern Sweden. decreased and no train passengers have process for the building of railways. Long-distance travel has increased by been killed during the year. Neither Investments during the year have almost 6 percent. Measures aimed at in- have there been any accidents involving adhered to the established Track Provision creasing capacity have been implemented hazardous goods. However, the number of Plan. The main projects currently in in Stockholm, Göteborg and the Malmö/ people killed and seriously injured within progress are the tunnel construction in Öresund region, for example, due to the the rail transport system has increased. Hallandsås, the City Tunnel in Malmö, the existence of serious capacity restrictions People being hit by trains, including sui- City Line in Stockholm, Bana Väg i Väst, the in the metropolitan regions. In October, cides, constitute by far the most dominant Ådalen Line and the new railway in Kiruna. the 26 km section of the Bothnia Line type of accident. Unauthorised track access During the summer of 2008, the City between Örnsköldsvik and Husum was constitutes a problem. The number of Tunnel presented a revised timetable for opened. level crossing accidents has increased, the project. The City Tunnel will be During 2008, Banverket began system- although level crossings are being elimi- opened in 2010, which means that the atically remedying those stations that are nated continually. Measures aimed at construction time has been reduced by defined in the prioritised public transport preventing people crossing the tracks have more than six months. network that have to be adapted for the continued during the year. The Ådalen Line project comprises disabled. During 2008, the stations in Increasing rail transport is generally the upgrading of the existing railway and Hallsberg and Nässjö have been completed. considered to have a positive impact on the building of new railway. It is anticipated Programme and design work has been the environment. The type of disruption that the project will be completed in 2011, carried out on six stations during the year. from the transport system that affects and all the contracts regarding new New or improved information systems people most is noise disruption. During construction are in progress. have also been installed in a number of the year, Banverket has continued with its Maintenance and reinvestments have stations. measures aimed at reducing the number been prioritised on the basis of traffic In order to improve the potential for of instances of noise disruption. These volume and traffic structure, with the aim children and young people to travel by measures have been targeted at reducing of better meeting customers’ needs. Par- train, work has continued on child conse- the maximum noise levels indoors. ticular investments have been made in the quence analyses. Children’s travel habits The goal regarding a transport system metropolitan regions. Extended appropri- have been investigated, and railway studies that offers equal opportunities is long ations have helped to make this possible. have been presented in such a way that term in nature, and Banverket’s measures children’s opinions have been taken into account. Table 1 The punctuality of rail services has Banverket’s operating volume, SEK million

improved during 2008 and train delays 2008 2007 2006 have decreased. During the year, the Administration 647 667 745 additional investments in measures to Sectoral duties (excl. administration) 579 577 590 improve punctuality have continued in Railway development 10 551 9 258 7 464 the Stockholm, Göteborg and Malmö Delivery of train paths 5 927 5 031 4 891 regions. The tree management project, Production and sales to external customers 2 963 2 976 2 891 which aims to increase the robustness of Operating volume 20 667 18 509 16 581 the system and reduce train disruptions, No. of non-tenured staff has continued during the year. The project at the respective year-end 6 542 6 493 6 551

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

An accessible transport system

Accessibility and capacity on Banverket’s rail network shall increase, as well as the readiness to manage conflicting capacity claims. Page 9

The proportion of physically disabled individuals and other groups with special needs who travel on the rail transport system shall increase. By 2010 at the latest, it should be possible for physically disabled people to use public rail transport. This assessment is based on Banverket remedying 40 stations by 2010. Page 12

The proportion of children and young people who can use the rail transport system shall increase. Page 14 The proportion of public transport by rail should increase in relation to total passenger kilometrage. Page 14

A high level of transport quality

The quality of the rail transport system shall be improved and punctuality shall increase, particularly in the metropolitan regions of Stockholm, Göteborg and Malmö. Page 15

Safe traffic

The number of people killed and injured within the rail transport system shall be reduced. Measures aimed at increasing the level of safety for children and young people should be prioritised. Page 19

A sound environment

The rail transport system shall contribute to the achievement of the environmental policy’s sub-goals. Page 22 Energy consumption per train-kilometre on the state-owned rail network that is administered by Banverket shall be reduced. Page 23 The number of people subjected to noise caused by rail traffic in excess of the guideline values laid down by Parliament for noise in residential buildings, shall have been reduced by 5 percent by 2010 in comparison with 1998. The focus of the noise objective should be the most efficient reduction of disruption and the prioritisation of those people most exposed to noise. Page 23

The amount of contaminated land that has a negative impact on people’s health or on biodiversity shall decrease. Page 24

A positive regional development Goals are presented under the headings An accessible transport system and A high level of transport quality above.

An equal opportunities transport system

Other goals for each operational branch shall be followed up from an equal opportunities perspective. Page 26

7 8 Goals and results A A so S O H A priations, under An accessible transport system and Ahigh level transport of quality. relevant for each goal. are satisfied in 2008 is based on the results for the feedback measures that Banverket has established beingas Institute for Transport and Communication Analysis (SIKA). The assessment the of to extent which the goals 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 each of In order to the meet goals by the set Government for Banverket, actionis required on the all of part players Goals and results e e af n n th igh Reporting for the goal Positive of regional development is to found, be in accordance with the appro of letter Banverket has prepared the structure and content the of annual in report consultation with the Swedish equ

acc e u traffic

r goa transport nd e e a ssib l l opport n l vironm le le s transport qu u niti e a nt l it e s y

transport

s y st e m

s y st e m

22 19 29 15 26 9 - On the remaining single track, a passing apassing track, single remaining the On completed. (13 been have km) Älekärr Flunbo– and (7 km) Trollhättan–Velanda stages track double The Trollhättan. and Göteborg between continued has tracks Flen. and Södertälje between completed been has station overtaking an and holm Katrine in added been has track a passing Line, Western Main On the Line. Svealand on the completed been have stations passing two 2008, of end the At Line. Nynäs on added the have been stations Two passing new Karlberg. in and Central system have been completed at Stockholm system. power electricity the of sion expan the and tracks double on stations*** overtaking new tracks, on single stations passing new speeds, higher allow that points include measures Other platforms. at the for morespace order to trains create in to ATC signals 2 and upgrading signals, of sealing the as such measures signalling 2009–2011. period the for region the Göteborg area and the Malmö/Öresund for developed been also have investments infrastructure capacity-raising with initiatives Joint punctuality. and capacity increased for measures incorporates which progress, in is project Initiative Joint Valley Mälar the region, Valley Mälar M capacity increased for Actions Actions women’s travel habits. Men’s and rail network. Banverket’s of capacity The passengerexchange. with stations of traffic. Number freight and Feedback: 1 designed in such away that the fundamental transport needs citizens of and business can satisfied. be The transport sub-goal policy is an accessible transport system where the rail transport system is A e tro The upgrading from single to double double to single from upgrading The in the signalling measures 2008, During Valley The Mälar joint includes initiative n a p o The goa The capacity claims. capacity the readiness to manage conflicting shall as wellincrease, as network rail Banverket’s on andcapacity l itan ar Kilometrage for passenger for Kilometrage

G oa l m t l is cce e e as t /ex . h IIn the Stockholm/ the IIn p at e ct accessibility accessibility e d to b ssib e m e t

- - le trans the conversion work on the track system. track the on work conversion the to due years five of aperiod for reduced been had it after significantly, capacity increased has measure This service. into brought fully been has tracks four with unchanged. be to deemed is section Göteborg–Trollhättan the on utilisation Capacity work. upgrading the to due temporarily removed been has station by freight trains travelling at 40 km/h. 40 at travelling trains freight by extent to a operated limited and created been has section A line new Husum. in afactory to 4km measuring siding industry an and 26 km, measuring Husum and Örnsköldsvik between section the are These opened. have been Line Bothnia section. Holmsveden–Kilafors the in bottleneck existing at the particularly slightly, increased has day the throughout utilisation capacity Line, Main Northern the On time. same the at directions from opposite station the enter can trains two so that converted have been stations Medskogsheden and Järbo Åshammar, appreciably. not changed has Line Coast East on the situation the this, than Other Älvkarleby. and Marma Mehedeby, in trains for local built been . and Nässjö between situated is which Stockaryd, in opened been has nal termi timber anew Line, Main Southern adjacent to the Directly somewhat. trains andslowfast between conflict capacity the stopnew increases The trains. by local stop served is The Kimstad. in opened been a stopnew has Norrköping, and Linköping traffic. freight for retained being is section, Torebo–Falkenberg the track, The old traffic. for passenger used is and of Falkenberg east runs line new The berg. in Falken traffic passenger for station new a including Torebo–Heberg, between built been has a doublenew track Line, Coast O h a t he ve in ve North of Malmö Central, a new flyover flyover anew Central, Malmö of North In October 2008, two sections of the of the sections two 2008, October In the Line, Main Northern the On stops new have Line, Coast East On the between Line Main Southern the On r in c f r rastr e as e d c uc a t p u a r c e me it y. On the West On the as u p r e s t ort s h

at

-

- 2009. during to be used start therefore will trains 2008–2011. period the local Longer during of platforms forextension the progress order in to longer trains. operate converted been have platforms Skåne, in stations Line. Bohus of the section Göteborg– the on completed been has control traffic centralised 2008, December In Line. borg Älvs the of section Öxnered–Håkantorp the on and Line, Coast to Coast the of section Värnamo–Alvesta the on duced intro been has control traffic Centralised conflicts on the and on the and on Line Coast East the on conflicts capacity unresolved were there lished, on double tracks. stations overtaking or tracks on single stations passing as such investments infrastructure larger then and measures, signalling as such investments infrastructure small-scale to investigate is stage next the resolved, be problem cannot the If first. investigated are measures traffic and timetable where model, four-stage a of basis the on developed are measures 1–3 The next over the years. measures (2004:526). Ordinance Railways the in regulated are oped 12 within months. Content and process devel be will plan enhancement capacity a and 6months within produced be will a capacity analysis congested infrastructure, of event a the In of capacity. of a shortage risk obvious an is there if congested is ture infrastruc the that advance in declare also may Banverket congested. be to structure infra the of part declare will Banverket resolution, dispute and co-ordination voluntary through agree cannot cants appli the if and adispute, of event the In claims. capacity conflicting and needs all to meet sufficient not being areas certain in infrastructure the of risks increased entails This further. increasing is it and 2008, during high been has utilisation Capacity C ongested infrastructure ongested In southern Sweden, a programme is in in is a Sweden, programme southern In of acouple at and Line Nynäs the On When the timetable for 2008 was estab was 2008 for timetable the When include plans enhancement Capacity y st em

- -

- - - - - 9 Goals and results An accessible transport system 10 Goals and results An accessible transport system overtaking station. overtaking to an decided has build Banverket station. form of development the of overtaking an the in have studied, been infrastructure the in measures Small-scale evaluated. and have studied been timetables alternative plan, enhancement capacity the In trains. these to solely applied congestion The from Green Cargo. a slower train freight by is obstructed that Göteborg–Stockholm between train SJ an express involving is due congestion the to a conflict section, Su Ol passengers. train commuter for improvements in resulted has all above which structure, even amore provides change The plan***. sector a congested as known area, Stockholm the in paths train the for introduced was structure anew 2008, December in revised was timetable the When infrastructure. the in faults minor repair that patrols track introduced has Banverket departure. before seconds 30 closed be to doors the for is example One punctuality. increased at achieving aimed movement of the trains, regarding measures worked on operational project. initiative joint Valley Mälar Stockholm/ the in measures the with correspond largely and 2008–2010 period the cover Stockholm for measures The Ca region. Stockholm the for and sections theses for produced been have plans ment enhance capacity 2008, During congested. were declared sections These borg. Göte to in heading Line Main Western s nds p During 2008, rail companies have companies rail 2008, During k a ro c it va ke y e ll. n n –Säve On the Olskroken–Sävedalen OnOlskroken–Sävedalen the h an ceme da le nt I n and pl an f gg or e S s u to nd ckh

- - o lm. lm. ­ duce two intermediate block signals. signals. block intermediate two duce intro to and Årskogen and Via Iggesund, at entry simultaneous develop to decided has Banverket considered. also was station ofsignals***. The construction a new passing block of intermediate form the in measures signalling as well as stations, existing three into entry simultaneous ducing intro of form the in studied, been have infrastructure the in measures Small-scale havetimetables andbeen studied evaluated. alternative plan, enhancement capacity the 12.50–17.10. between Mondays–Fridays In on occurred congestion The Cargo. Green and TKAB AB, SJ from trains between conflict acapacity to due is congestion the section, Iggesund– On the disruptions and it is difficult to find the find to difficult it is and disruptions to sensitive still is traffic The to quality. regard with traffic of the demands the and track on the of trains number the between up weigh to necessary is it that means 61–80 percent range the in Utilisation maintenance. track for needed time the finding in involved problems serious are there low and is speed average the high, is to disruptions sensitivity the percent, extent. greatest to the used is track the that day of the hours two for the and awhole as day the for calculated is sation utili Capacity double. or single is track the on whether and designed is system control traffic how the performance, vehicle the of train, types the of trains, number on the depends proportion The trains. by used is track the time of the proportion of the terms in measured is utilisation Capacity Results and analysis If the level of utilisation exceeds 80 80 exceeds utilisation of level the If sections line of number Total L sections line of number Total L L L period 24 hour for –comparison utilisation Capacity T L L 2008 utilisation Capacity T lower and 60% utilisation capacity with sections ine lower and 60% utilisation capacity with sections ine ine sections with capacity utilisation 61–80% 61–80% utilisation capacity with sections ine 81–100% utilisation capacity with sections ine 61–80% utilisation capacity with sections ine 81–100% utilisation capacity with sections ine ab ab le 2 le 2 le B A

-

- - ) and on the country railways railways country on the and Kristianstad) (Helsingborg–Hässleholm– Line Skåne capacity. on impact apositive had has and other each to pass ore iron trains for full-length it made possible has which extended, been have Ljuså and Torneträsk in yards rail the in tracks The Gällivare. and Murjek between and Boden and Luleå between increased has period for24-hour sation the utili capacity that result the with slightly, capacity. decreasing is which reduced, temporarily been has tracks of available number work the construction to Due the upgraded. being Falkenberg. near West Line of the Coast section new a and Line, Norway/Vänern the of section Trollhättan–Velanda double track the Line, Örnsköldsvik–Husum section of the Bothnia the are year the during added have been that sections 2007.line to The compared slightly increased has period 24-hour per Table 1A network. railway the of parts large on limited is times certain at traffic to increase potential the that means This percent. 80 above utilisation acapacity have sections of line number a large period, two-hour For the sections. of line number on a small percent 80 exceeded only has utilisation capacity 2008, during period maintenance. track for time and more traffic additional for room is there hand, other the on percent, 60 below falls of utilisation level the If maintenance. for track needed time Passenger traffic has increased on the the on increased has traffic Passenger Traffic onthe Iron OreLine hasincreased The station in is currently currently is Uppsala in station The utilisation capacity total 2008, During 24-hour weekday average For an Table 1B hours 24 2008 237 237 172 170 48 17 15 49

2 hour period 2 hour

2007

100 234 237 172 48 17

40 97

- to the fact that the price of petrol increased increased of petrol price the that fact to the and awareness, environmental and climate The increase also can be related to increased additions. optional with price basic variable of a basis on the determined is price ticket the where model, price by AB’s new SJ all but above tickets, of low-price number the in increase an by part in explained is This Göteborg. and Stockholm between and Malmö and Stockholm between journeys for greatest is increase This kilometres. passenger billion 0.4 of increase an is which kilometres, passenger billion at 6.4 mated esti be preliminarily can rail by 100 km) 1 Graph ever. level highest the far by is which passenger-kilometres, 11.0to billion amounting thus passenger-kilometres, billion 0.7 by increased railways the on kilometrage passenger that indicates data existing on based assessment An available. yet not are 2008 for kilometrage transport of development the for data Final K Line. Värmland the and Line Main Southern the Line, Coast East the Line, Main Northern the Line, Bergslagen of the to parts applies same The Malmö. and borg Göte Stockholm, of regions metropolitan the in restrictions capacity serious are there capacity, to increase implemented mated. underesti consequently is capacity rail for Demand infrastructure. the to access for applying from refrain therefore they and restrictions are known by the rail companies, capacity Some utilisation. high excessively to owing met be cannot paths train for demand where the network rail of the parts those on restrictions capacity are There restrictions Capacity 2007. to compared percent 3.0 of increase an is This train-kilometres. 135.6 million to amounted volume traffic in increase total the included, are trains other If year. previous toof the 1.3 compared percent increase an entails This train-kilometres. to 45.15million amounted traffic Freight to 2007. of 3.3 compared percent increase an was This kilometres. train million 85.22 Line. Dala the on slightly decreased has traffic freight and Line, to Coast Coast the of section Växjö– the on decreased has traffic Passenger increased. have traffic freight and passenger Line, Värmland On the Line. Main Northern the on as well as Östergötland, and Småland in ilometrage on the railway 2008 railway the on ilometrage Long-distance kilometrage (more than than (more kilometrage Long-distance have been that measures the Despite to amounted traffic passenger 2008, In

-

-

- less) by rail can preliminarily be estimated estimated be preliminarily can byless) rail year. the for average the than 10 higher was percent July and June in level the that and 2007 in level high already an from by 4 percent HELSINGBORG GÖTEBORG Landskrona Short-distance kilometrage (100 or km kilometrage Short-distance Kungälv MALMÖ Capacity restrictions 2008 Kävlinge Balance Problem Shortage Åstorp Staffanstorp Lund Alingsås Eslöv GÖTEBORG Helsingborg Halmstad MALMÖ Hässle- Kil holm Lund köping Jön- Karlstad Falköping Kristianstad Borlänge Örebro Alvesta and environmental awareness. and The increase environmental climate increased and of petrol price high the of services, range improved a slightly by explained be can increase This metres. kilo passenger billion 0.4 of increase an is which kilometres, passenger billion at 4.6 Nässjö Östersund berg Halls- Ånge Linköping Kalmar Norrköping Västerås Södertälje Gävle Sundsvall Uppsala STOCKHOLM Örnsköldsvik Kiruna Södertälje Umeå Märsta Skellefteå Piteå Luleå

Nynäshamn Arlanda STOCKHOLM -

11 Goals and results An accessible transport system 12 Goals and results An accessible transport system 615 stations offering passenger exchange exchange passenger offering 615 stations were there 2008, During train. the to use as it increases, provides more opportunities stations of number the if improved is system transport rail to the Accessibility Stations ­ achieved. to have been deemed be also should traffic for freight goal the downturn, economic the of impact the despite 2008, and 2007 in level same the at remained kilometrage freight that fact the mind in favourably. Bearing very developed trage kilome the where traffic, passenger for achieved been consequently has goal The 2 Graph sectors. of majority the in and flows domestic and international both in now represented are these that fact the despite above, stated level the than smaller somewhat been has decline the companies, railway ly-owned private small, For the sector. engineering processed highly the in as well as example, for sector, steel the in observed be can Reductions transport. on rail impact cant signifi avery had consequently has trade, and industry for both volumes freight reduced in resulted has which decline, economic of international 15 The percent. shows quarter theainfinal reduction order for the comparison a corresponding as where 5percent, of region the in increase an shows 2008 and 2007 of quarters three first the for 2007.between A comparison as level same the is which 2008, in metres tonne-kilo 23.3 of billion a level reached kilometrage freight transport, passenger railway. the in investments earlier of aconsequence as partly extended, been has Sweden and Denmark between integration the where region, Öresund the in large is bi railwa Passenger kilom GR �� �, �, �, �, Using an equivalent assessment as for as assessment equivalent an Using ,� lli AP � � � � on H � s ofpa y 2 �� ��

�,� 006- ss 20 enger kilom 08 et �� �� rage onthe ��,� , �� et � � ( re prel)

��,� s

- - -

- - for local trains on the East Coast Line. Coast East the on trains local for stops new three and Line Main Southern on the Kimstad in astop new also is There Gröndalsviken. and Falkenberg 2008: during network rail to the added have been Two stations new network. on Sweden’s rail have been achieved in 2008. in achieved been have to judged is goal The plans. enhancement of capacity a result as increased has claims capacity conflicting to manage Readiness stops. and stations new including bility, accessi increase to order in infrastructure the in implemented been have measures of number A level. same at remained has transport freight 2007,to whereas compared increased has kilometrage passenger data, preliminary to According Goal achievement report. sectoral Banverket’s and women’s travel habits is presented in men. than journeys service and journeys Women more ences. leisure make differ systematic no are there however, compared, are employment of level same the with and group socio-economic same the women in and men If women. than extent to a greater to working men due largely is which women, for work than cars. private in passengers as travel often more women while drivers, car as overrepresented heavily are Men bus. by and trams) and metro, light-rail (trains, transport rail-based on both transport, public on extent greater to a However, women travel transport. of forms for all total in of journeys number same the roughly women make and Men M Fr GR bi railwa �� ��,� �� en’s women’s and travel habits �, �, A more comprehensive analysis of men’s of analysis comprehensive A more and to, from more journeys make Men ,� ,� lli eight kilom AP � � on H � s ofton y 2 �� ��

�� ,� 006- et ne 20 rage onthe -kilom 08 , �� �� ��,� et re �� s

�� ( prel) ��,�

- - 2010. Lifts, stairs, ramps, guardrails, guardrails, ramps, stairs, 2010. Lifts, by beadapted must stations 40 stage, first the in and stages, in implemented being are measures The 150 stations. contains which network, this developed jointly sector transport 2007, the in players the During goal. the to achieve required is tive initia ajoint and extent, alimited to place taken has work adaptation The disabilities. physical with people for adapted be to have that network transport public prioritised dying been rectified. been has that the network prioritised of portion Pro in the network. prioritised out carried been have that Actions women. and men canties who travel between rail, by divided disabili with people of Number Feedback: 2 ures for people with physical disabilities. disabilities. physical with people for ures meas include ones existing of conversion the and stations new of construction The utilised. be already can improvements important although years, many for project is being conducted continuethat will conversion amajor Uppsala, In system. rail the to accessibility increased which station, on Lidköping and Line Nynäs the along stations on seven sionconducted work was conver extensive and operational, became stations Falkenberg and Line) (Nynäs accessibility. The newly built Gröndalsviken at improving aimed of measures number elderly. the and children as such travellers, other for many easier much travel make also measures of the Most to travel. potential for their decisive are stations of adaptation the for measures of extent the and astation to proximity disabilities, physical with For passengers and analysis Actions, results During 2008, Banverket began reme began Banverket 2008, During a implemented Banverket 2008, During those stations that are defined in the the in defined are that stations those died 40 stations. 40 died 2010, Banverket should have reme of end the by this that, stating by 2009, the Government has specified appropriations of for letter In its to public use rail transport. people physically for possible disabled should 2010 it be By latest, the at shall system increase. transport rail the travelwith who needs special groupsand with other physical disabilities with people The goa The

G oa l m t l is e t /ex h p at e ct e the proportion of of proportion the d to b e m e t

------sund, , Ludvika and Sunne. Tactile Tactile Sunne. and Ludvika Falun, sund, Öster Ånge, Sundsvall, Hudiksvall, Gävle, Tierp, in stations the in installed been have systems loudspeaker New Bastuträsk. and Torneträsk Åstorp, Örtofta, Grästorp, berg, Falken in as well as year, the during Line Bohus the and Line Nynäs the on stations in out carried been has This signs. fixed and clocks systems, loudspeaker screens, and signs information dynamic comprising installed, been have systems information improved or New disabilities. physical forwith people important particularly are that measures also are There disabilities. with people for particular in although passengers, for all better things make ures meas The systems. information railway’s measures being implemented in the stations. the for point starting the represent tions, regula EU’s the with together guidelines, and advice own Banverket’s for example. way in which platforms should be designed, the regulate These disabilities. physical apply forwith people (TSI) interoperability for specifications technical associated and of stations. conversions general with conjunction in conducted being also are disabilities physical with Sundsvall. in and Line Nynäs the Line, Bohus on the as well as Skåne, in Åkarp and Bjurlöv Örtofta, Åstorp, in place taken has which vehicles, on the steps entrance to the platforms of the height the adapting Torneträsk. and Bastuträsk Lidköping, in stations the at and Ånge, and Gävle between stations several at Line, Bohus the on stations Höga Ytterby, the Stora Kode and Line, Nynäs on the for example individuals, disabled for made being continually are ments improve network, transport public the in at stations of measures packages targeted 2009. in continue to is work the and year, the during Katrineholm and Hässleholm Alvesta, , Falköping, Skövde, in stations out for the carried work has design and Programme programme. the with accordance in completed been have Nässjö and Hallsberg in stations the 2008, During measure. important another are impaired) visually the for (adapted signs information Tactile measures. of included examples are benches and protection weather lighting, zones, protected routes, guide markings, warning markings, contrast Banverket is continually improving the the improving continually is Banverket directive EU anew 2008, From 1July people for measures of number A involves measure particular One and combined to these addition In

- - - - - tection and assistance for people with with people for assistance and tection pro e.g. regarding provisions It includes on and rights obligations for passengers. rail organisations. user the with exchanges and contacts improve to further order in annually four to increased been has of meetings number The transport. of forms both to handle order jointly in council, SRA’s corresponding the with merged has Council the year, the During utilised. and consideration into taken are wishes and opinions and forum, this within exchanged is Information Council. Accessibility the via disabled for the tions organisa with contact in continually also is Banverket disabled. for the organisations regional and local with co-operated has Banverket ones, of conversion existing the and stations new of construction For the authorities. local affected with as well as SL, and Hallandstrafik Västtrafik, trafiken, Skåne with collaborations the are this of Examples operators. and organisations regional authorities, transport authorities, local with information of exchange an with collaboration in place taking Falkenberg. and Hallsberg in installed been have These disabilities. physical with those for portant im particularly are maps area and signs The EU has adopted a new ordinance aordinance adopted new has EU The is stations in work accessibility The

-

- - -

Jernhusen AB. Jernhusen and Banverket between project rative acollabo as conducted being is work The 2009. during continue will and 2008 in work commenced The stations. in service assistance of an development for the foundation the are of action, programme framåt” “Koll the in project assistance the from experiences with together ordinance, this in provisions The elderly. the and children as such passengers, other includes also service This journey. their make able to being for them decisive is station the in assistance personal for potential the disabilities, physical with people many For stations. in services escorting as such mobility, or reduced disabilities physical måluppfyllelsen. inte Banverket uppnår tionshindrade funk för tillgänglig vara bör 2010 senast ­ att övergripande målet tidigare det till I förhållande 2010. med och till att 40 stationer ska åtgärdade vara fram på mål reviderade regeringens uppnå att för 2009 resurser avsatt och planerat har Banverket stationer. på sex genomförts projekteringsarbete och program- har Dessutom färdigställts. stycken två 2008 prioriterade kollektivtrafiknätet, harunder idet definierade som är Av de stationer Goal achievement kollektivtrafiken kollektivtrafiken

–

2010

-

- 13 Goals and results An accessible transport system

m e ts st y s

s transport

le station area. On the Bohus Line, new school in Kiruna. In previous years, the s and r e

l pedestrian barriers*** and platform barri- views of pupils have been taken into ssib e ers*** have been introduced. Eight stations consideration when selecting the route of oa acc

G on the Nynäs Line have been provided the new railway. n A with new information systems, new light- It is not possible to draw international ing, new heated waiting areas, new benches comparisons when it comes to work on and new station entrances. In addition, the accessibility for children and young people. railings have been overhauled. However, it can be stated that Sweden, The conversion measures extending when compared with other European over several years include Uppsala’s new countries, has a well developed working travel centre and the City Line in Stock- method when it comes to child impact holm. Uppsala’s travel centre is being analyses. converted to increase accessibility, security and safety for all passengers, including Goal achievement Children are an important target group children and young people. The current The physical measures that have been im- for the railway. platform crossing is being eliminated and plemented during the year have improved replaced with a new passage under the accessibility for children and young people. railway, with links to platforms via stairs, Banverket’s work on integrating the chil- The goal is that the proportion of lifts and escalators. dren’s perspective in its operations is also children and young people who The City Line’s stations will be supplied expected to contribute to improved acces- 3 can use the rail transport system with barriers according to SL’s standards, sibility for children in the future. The goal shall increase. which prevents the stations being used as is judged to have been achieved. playgrounds. The platforms are being Goal met/expected to be met supplied with platform walls, which will The goal is that the proportion of Feedback: Measures that have been carried increase safety for all passengers. Measures public transport on the railway out with the aim of increasing accessibility that are to be implemented primarily for should increase in relation to total for children and young people. those with disabilities, such as low-level 4 ticket windows, information and seats, will passenger kilometrage.

also benefit smaller individuals, such as Goal met/expected to be met Actions, results and children. analysis Feedback: Proportion of passenger kilome- Children and young people make up a fifth Information work trage on the railway out of total passenger of the population, but account for a third of Children and young people are not that kilometrage. all journeys on public transport. They are mature when it comes to traffic. It is there- therefore an important target group for the fore important to provide information railway. At the same time, special condi- about the risks associated with the railway. Results and analysis tions apply to children and young people During 2008, information work has been Total long-distance passenger kilometrage that need to be taken into account when carried out to bring about changes in atti- remained unchanged, while the railway’s planning and designing the rail transport tudes and behaviour, including through proportion of kilometrage increased. In system. two information films that have been this context, it can be noted that the screened in cinemas and on television, as number of journeys by air fell by more Physical design of the railway well as by focusing on safety information than a tenth during the final quarter when The location of the railway in urban in schools. Banverket’s school information compared to the corresponding quarter in environ­ments often entails a barrier effect officers have provided information to 2007. Short-distance kilometrage fell for children and young people when they 12,400 school pupils during the year. slightly, while the proportion on the railway are exploring their local environment and increased there too. Total long-distance moving between home, school and leisure Children’s perspective integrated freight kilometrage fell, although the railway activities. At the same time, many of them into operations retained its market share. More detailed are dependent on the railway in their In order to plan and build a rail transport results and an analysis are presented in day-to-day lives. Banverket is working to system that is accessible, safe and secure Banverket’s sectoral report. improve children’s and young people’s for children and young people, the chil- accessibility, safety and security, in part dren’s perspective must be taken into con- through the physical design of station sideration at an early stage. During 2008, a Goal achievement environments. child impact analysis has been carried out According to preliminary information, the During 2008, the following physical in conjunction with a social impact analysis proportion of passenger kilometrage on measures have been implemented to im- in a railway study for the North Bothnia the railway out of total passenger kilome- prove children’s and young people’s acces- Line. Within the Kiruna project, a collabo- trage has increased during 2008, and the sibility, safety and security. In Falkenberg, ration has been carried out, alongside goal is deemed to have been achieved. a bus connection has been arranged Kiruna local authority, LKAB, the SRA and directly adjacent to the trains in the Vattenfall, with the upper secondary

14 • include: measures of Examples level. low a from relatively started turnabout this However, December. and November during improved trains high-speed the of punctuality the measures, of number a large Following SJ. with primarily dialogue, intensive an in resulted trains high-speed the of punctuality poor The plan. original the 2015,of was which 2012 in completed be instead will project the present, at as rate same the at tinues con work the If project. the in costs the increase may owners property the ation to remuner access for apply that prices timber and standards to the Changes proceedings. survey through project the in successfully secured is to land Access plan. original the than tempo a higher maintained ment has manage tree on work the 2008, During Actions passengers. female and male between ded divi index, Customerstandard. satisfaction in rating reductions and trains.led Comfort cancel of number The transport. freight and passengertransport for train hours delay time. of on Number their destination rive at trains of ar that proportion The Feedback: 1 system shall permit ahigh level transport of quality for citizens and the business community. The transport sub-goal policy is that the design and function the of rail transport Hig from employee an November, Since • con- begun have centres dispatch The • Closer Banverket and SJ. SJ. and Banverket between communication improve to is aim The management. national SJ’s within working been has Banverket a problem. has train an that suspect they if driver train the tacting possible. as quickly as again raised be can speeds that so rectified, been has when a problem at confirming quicker become also has Banverket structure. infra the in faults rectify to quickly The goa The holm, Göteborg and Malmö. holm, Göteborg Stock regions of metropolitan shall in increase, the particularly trains of andimproved punctuality shall system be rail transport

contact

G h trans oa l m t l is

with e t /ex h

at p contractors e ct the quality of the the of quality the e d to b e m e

in t

order - -

-

-

- - -

- p to increase capacity by means of more by means capacity to increase made being are Investments points. and signals on all above implemented, been have measures maintenance Additional for 30. responsible is Banverket projects, 44 these Of goal. the order to achieve ofend 2011 to the prior implemented be in will that projects different 44 identified has Banverket 2011. AB, SJ SL and Alongside December and 2006 December between halved be to passengers rail for delays for is goal Valley, the and Stockholm/Mälar investments. for these funds appropriation additional regions. BanverketMalmö has receivedalso and Göteborg Stockholm, the in initiatives of joint form the in made being are ments - invest additional regions, metropolitan the in punctuality improve to order In initiatives Joint study have been presented in January 2009. January in presented been have study pilot the of results The alignment. track for a more resource and results-efficient process to achieve is purpose The alignment. track aout pilot regarding has been study carried 2008, During infrastructure. total the to 14 of percent equivalent is which year, a in aligned are tracks of Banverket’s km 1,700 around total, In derailment. scenario, case worst the in and, disruptions service comfort, impaired avoid to order in tion condi good in track the keep to important therefore It is on. so and condition, track poorer even cause condition bytrack poor generated are that forces track increased The vehicles. and tracks on both wear greater in results condition track Impaired measure. maintenance important an is and geometry intended track’s the tain main and restore to intended is alignment point and Track alignment***. track e.g. on work out preventive carrying is Banverket notice. short at capacity for aneed and traffic we now see,with many rail companies not sufficientinthe increasingly complex handled without (uniform) tools, which is track planning***. Track planning is currently bewill placed on and departure punctuality For freight considerabletraffic, emphasis ort qu The first joint initiative started in started initiative joint first The In order to improve comfort values, values, order to In comfort improve a l it

- - y by 15 percent during 2008. 2008. by 15 during percent fallen has initiative joint Öresund by the covered area the in hours of delay number total the that meant has work, initiative joint companies’ rail the with together work, This region. Lund and Malmö the in efforts patrol greater and points of servicing extended joints, rail insulated of replacement the points, selected cally strategi at motors point in gearboxes and motors of replacement the patrols, track and on faults action for remedial times call-out shorter as such maintenance, and operations on focused has autumn the has been Banverketlaunched within during that work The services. rail the of quality the increase quickly can that for measures proposals producing of this, basis on the and, problem scenario the on developing focused has 2008 work in joint the region, effects. same the produced yet not have investments the trains, for freight and X 2000 the as such trains passenger to 2007.pared For long-distance com 2008 during significantly improved has trains these for punctuality Arrival trains. commuter of Västtrafik’s case the in clearly most seen be can measures implemented of the effects The passengers. to offered service of level the increase to in order expanded been has officers mation infor traffic of number The rapidly. more faults any rectify can that patrols track and preparedness were reinforced 2008 in 87.3 measures 2007. in percent Special to compared 89.3 was percent, punctuality arrival 2008, During year. the during improved has Central to Göteborg trains passenger for punctuality Arrival tives. initia joint other in as same the generally are and operators, traffic the with oration collab in place take also area Göteborg the 2008. in percent to 92.6 2007 in 92.3 percent from improved has to Stockholm trains for passenger ality punctu Arrival 2008. during percent 5.8 by improved has for example, SL trains, regards as punctuality and results, positive produce to proven have investments The etc. platforms, longer stations, passing For the joint initiative in the Öresund Öresund the in initiative joint For the in initiative joint the in measures The

-

- - - - - 15 Goals and results High transport quality 16 Goals and results High transport quality decreased by 4,648 hours, whereas delays delays whereas hours, 4,648 by decreased traffic freight for Delays percent. 2.9 over just constitutes which 2008, in 2,713 hours 3 Graph to 71.7 2007. in compared percent percent, 77.5 was result The destination. the at delay atwo-minute namely margin, time shorter a with measured is punctuality traffic, this For hour. rush in traffic SL for punctuality ittuality, is also Banverket’s goal to improve compared to 76.9 for 2007. compared percent at stood it 76.5percent, traffic for freight 2007, for while 91.6 to percent compared at stood 91.7percent, punctuality traffic, 2007. For passenger than higher points percentage 0.2 is which 89.7 percent, to amounted 2008 in punctuality Overall timetable. the to compared minutes five within destination their at arrived have that of trains proportion the as measured is trains the of punctuality arrival The Outcome 2008. 2007in to 89.8 percent 87.8 from improved in has percent Malmö to trains passenger for punctuality Arrival �� Punc GR �� �� �� � � % � % � % Train delays for rail traffic decreased by decreased traffic for rail delays Train As part of the work of improving punc improving of work the of part As AP % % % 20 H � 06 tual trains Passenge �� t

ot �� it 20 al r �� y fordifferenttraffict 07 Lo ngdis

tr �� ains

ta �� nc 20

e �� 08 Expr

tr �� ains

es �� s �� Re

tr �� gional ains ��

�� ypes Comm

tr �� ains -

ut �� , p er

�� ercent com section “Other goals”. “Other section the under maintenance, the of efficiency the regarding feedback the under found be can of Q-factor analysis an and results 83.9. was for 2008 More detailed Q-factor The 2008. and 2007 between unchanged remained has condition track of the quality The a Q-factor with expressed and for sections longer measured is condition included. are routes main the only standard, speed cable appli in markdown the calculating When 0.52 to 2008. 2007 in in 0.55 delay-minutes from have fallen markdowns The metre. track-kilo per delay-minutes in loss time atheoretical as measured are standard route. planned entire their have completed that number, planned to the compared of trains, proportion the shows Regularity 96.1 percent. was sult 2007.re in The than higher points centage 0.5 is per which 2008, in percent at 96.0 Table 3 2007. in as same more the or less remained has trains of cancelled number The hours. by 1,935increased traffic for passenger Ar �� la mu nd

The average quality grading for track for track grading quality average The speed applicable the in markdowns The stood for “Regularity” value target The �� te a

r �� trains

Fr �� e igh t

ot �� t al �� C T trains cancelled of number and traffic, Train freight and passenger for delays T index satisfaction customer Total information traffic the with satisfaction Overall information the of reliability the with Satisfaction information the of clarity the with Satisfaction channels Banverket’s with Satisfaction services Passenger departures train cancelled of Number Total services Passenger ab ab ustomer satisfaction index survey survey index satisfaction ustomer le 4 le 3 le

-

- - -

are the platform signs, where seven out of seven where signs, platform the are survey the in grades highest the gets that method information the years, previous in As reliable. than more as clear perceived also is information to 45. pared Banverket’s com 50 at men, than satisfaction of level ahigher indicate Women generally tions. disrup with association in information traffic the with satisfied are passengers all of half around only show that results The follow • incen- regarding tool afollow-up as act • chart • to: is survey the of aim survey. The index satisfaction customer recurring a implements regular, Banverket time, over changes this how and tion informa the of experience passengers’ the orderIn atto stations. the monitor sengers pas rail to information the improve and Banverket is continually working to develop Trafficinformation

event of disruptions shall increase. shall disruptions of event agreements information traffic future in tives stations the at information regards as needs fied with the traffic information in the in information traffic the with fied satis- are who passengers of proportion

the

up

passengers’ the , hours

sector 493 89 28 31228 92 428 61 181 2008

goal,

behaviour

i.e. 92 206 91 788 26 377 65 829 2007

that

and

the

48 (48) 48 43 (44) 48 (47) 48 49 (50) 52 (50) 84 539 84 71 854 71 58 582 58 25 957 2008 2006

-

-

-

-

number of satisfied passengers. Table 4. passengers. satisfied of number these areas in order to achieve a greater fore intends to prioritise the work within Ban times. arrival and parture de information, service of clarity and bility relia the to as well as disruption, and delays that the overall dissatisfaction is tolinked deterioration in October and November, November, and October in deterioration a significant and summer aearly year, poor the to start agood with areas, operational five for Banverket’s profile uniform atively arel demonstrates awhole as Punctuality Analysis times. arrival and departure of reliability the regarding as well as times, departure and delays disruptions, regarding itto comes clarity when lower grades to give day every travel used. are and work loudspeakers the way the with satisfaction dis extensive indicate also responses open The survey. year’s this in satisfied being out of ten three only with lowest grades, some of the receive hand other on the ers loudspeak The satisfied. are customers ten The results of the survey show very clearly very show survey the of results The who those for tendency a is There verket there ­verket

­- - -

- - -

during the autumn months. months. autumn the during particularly trains, high-speed the of punctuality poor the was results annual the in deterioration the to factor tory contribu Astrong awhole. as year the for results poorer in resulted November and effects. secondary extensive including problems, punctuality of risk a higher is there intervals, these 15.30–18.00. During and 06.00–09.00 between are Stockholm in rush hours day. of the The time on the dependent entirely also is However, this trains. the between of congestion risk considerable a is there adisruption, of event the In services. long-distance of level ahigh and traffic commuter extensive to due is This Göteborg. and Malmö Stockholm, of cities metropolitan the around and in exists to Upper Norrland. services over passenger taking operator anew with conjunction in problems running-in by negatively affected also was area operational the within Punctuality slipping. and graphs panto e.g. with arose problems Here area. operational northern of the exception the with December, in upturn by an followed Passenger service delays during October October delays during Passenger service utilisation capacity maximum The

- - operated at the planned speeds. speeds. planned at the operated be cannot that trains and conditions road with problems terminals, from tures depar late all above factors, of a number to linked be can traffic freight for ty punctuali of low levels the for reason The been achieved. been has goal the that judges Banverket whole, the On improved. has lines major the on condition track the and decreased, has infrastructure the in of faults number The (95.5). percent to 96.0 increased also has route, their have completed that of trains proportion the i.e. 2007. in Regularity, than number of is cancelled slightly trains higher The points. percentage 5.8 by increased has punctuality arrival where hour, rush in services SL to applies also trend tive posi The percent. 2.9 over just by fallen has hours delay train of number the while 2008, in points percentage 0.2 by creased in has network rail the on Punctuality Goal achievement

- - - - 17 Goals and results High transport quality 18 Goals and results Safe traffic be taken to reduce the risks. the reduce to taken be to need therefore measures continued and consequences, serious have very they mon, uncom relatively are events these though Even time. same at the injured ously seri and/or killed are people many which in crossings, level on buses with sions colli or derailments train collisions, train as such events, catastrophic of rare risk however a is there capacity, deceleration limited with combination in forces physical large by characterised is system traffic a as transport rail As killed. were sengers pas no example, for 2008, During dents. acci rail in injured seriously or killed be to passengers for rail uncommon It very is Actions safety. for responsible is everyone that fact the emphasises also policy The measures. preventive ment imple to and work safety the improve to constantly is aim The accidents. railway in injured seriously or killed be to nobody for is goal long-term the that means which thinking, safety our guides Zero Vision work. safety Banverket’s of focus safety. of level ahigh maintain to tinue con to traffic for order in maintained be work must This improved. being tinually con is system the which in work oriented goal- long-term, to due is which transport, of form safe is a relatively traffic Rail Feedback: 1 system. The design and function rail of traffic shall be adapted to therequirements that follow from this The long-term aim is safe traffic, in which nobody is killed or seriously injuredwithin the railtransport S creased safety for children for people. young and creased safety Measures implementedwomen. to in achieve and men ously injured, between also divided Banverket’s safety policy specifies the the specifies policy safety Banverket’s a The goa The young people should be prioritised. should prioritised. be young people the level of safety for children and ced. Measures aimed at increasing shall redu system be rail transport sons killed and injured within the fe tra Number of people killed and seri and killed people of Number

to b  G oa t l is l l e part part h ly ly ly m at m e the numberthe per of e t t /ex p e ct e ff d

i ------c - - age Companies and the SRA, all all SRA, the and Companies age Haul Road of Association Swedish the ket, Banver between acollaboration Through risk. a potential with crossings level 2,200 of inventorying the was year the during out carried measure One stuck. coming be vehicles long of arisk is there where crossings i.e. profile, road adeficient with crossings at level safety for reinforcing vehicles. road heavy of the presence and environments traffic disruptive conditions, visibility trains, of the speed the road vehicles, and trains of number by the for example affected is protection of level The crossings. 7 level at increased was of protection level the and 2008, during eliminated were crossings level 48 all, In them. at safety increasing or crossings level exposed on eliminating focuses which work, of improvement area a constant are crossings at level Measures crossings level on Accidents year. the during out carried have been that activities important other are information school on focusing forts ef information and suicide of field the into Research Uppsala. and Sala Kungsbacka, including locations, of number a in implemented have been tracks the crossing against efforts Information time”. alife cost can aminute save to shortcut “A slogan the under represented was verket Ban visitors, 30,000 attracted which fair, trade Vasalopp the During Malmö. in tions loca several at overhauled been has lance surveil camera existing and Lerum, in stop Aspedalen at the installed have been cameras new For example, locations. posed ex at out carried are patrolling and itoring mon surveillance, camera measures, these to addition In companies. rail the with efforts collaborative and areas station ing - convert signage, visibility, improve to ing clear fences, erecting example for stations, in protection access increased on based are that measures prioritises Banverket people, involving collisions prevent to order In C ollisions involving people involving ollisions Banverket has increased the resources resources the increased has Banverket ------other roads. roads. other as standard same the maintain crossings level that ensure to produced been has road profiles acceptable regarding standard A new markings. warning with supplied 150 and were converted were crossings 37 level 2008, During analysed. been have crossings level dangerous garding re received been have that submissions Train collisions detected alarms. of analysis and feedback obtain to order in extended been has companies railway the with collaboration The alarms. false fewer now are producing which of alarms, tion func the improving on focused also has Banverket 2008. during assured quality were detectors the in components The derailments. in result could that damage railway. on the safety improve ther fur to order in measures such of number on a working is Banverket accidents. such prevent to taken be to measures for portant im extremely is it consequences, strophic cata have can traffic rail of derailment As Derailment 2009. early in operation into come to expected is Etam dispatchers. train for system mentation docu efficient amore and environment working amodern to contribute and ing dispatch train manual with stretches on safety raise to aims that system anew is ERTMS. for regulations safety traffic on worked has Banverket the year, During traffic. rail cross-border for conditions the create to is aims its of One Europe. for system control traffic acommon is System) Management 2008. in Gävle and Borlänge in stations passenger the at connected ATCwas year. every stations two equip to is aim Its tem. sys the have currently not do that stations at the (ATC) monitoring speed of automatic development its continued has Banverket Detectors are used to discover vehicle vehicle discover to used are Detectors notification) train (electronic Etam Traffic Rail (European ERTMS ------19 Goals and results Safe traffic 20 Goals and results Safe traffic raised the level of knowledge among among knowledge of level the raised also has Banverket kinks. of sun reporting of the quality the to raise measures as well as documents, and standards controlling revising deficiencies, and ballast track fying recti include implemented been have that of activities Examples of derailment. risk the reduce and kinks sun of number the to reduce are of which goals the 2008”, in – actions kinks “Sun project for the basis the formed have 2007.results The during conducted was problem” kink sun the of “Analysis entitled investigation An ture. infrastruc track Banverket’s on kinks sun prevent and order to rectify in of attention focus the nowbecome has problem the but is notThis derailments. a new phenomenon, three of cause the be to deemed been have kinks sun 2008, During quences. conse business and traffic-related has or not, a derailment in it results whether of regardless kink, A sun disruption. tional opera and derailment of arisk entail they move. cannot it that ballast the in anchored firmly so being track by the prevented now normally are kinks Sun deforming. and expanding due to temperatures, rails the high in arise can These kink”. “sun a of occurrence the by might derailments of cause One Sun kinks are as serious disruption, as as disruption, serious as are kinks Sun -

- - - the training requirements. requirements. training the reviewing as well as suppliers, and clients 1 to 3. 3. to 1 years in children, youngest the among is behaviour of influencing chance greatest The Banverket. from information received edge. At a school fair in Malmö, 700 teachers knowl spread to order in events and fairs children. 12,400 reached information school The schools. the in information on safety focusing as well as information, school involving week safety a films, information two include efforts These people. young and children comprising group target the reaching at aimed year the during A number ofhave efforts been implemented C regulations. and procedures improved as well as roles, and bilities of responsi clarification the on been has focus The contractors. and administrators between distributed measures, proposed of number alarge in resulted has review This work. safety electrical its reviewed has Banverket near-accidents, and accidents electrical various of aresult As E lectrical accidents lectrical hildren and youngpeople and hildren Banverket has also participated in trade trade in participated also has Banverket

-

-

duties and the exercise of public authority. public of exercise the and duties on Sectoral section the under operations, Banverket’s on chapter the in found be can projects these about More information service. security the with discussions • kinks sun • trains of evacuation • systematic • 31 May 2009. All affected players in the the in players affected All 2009. 31May from as apply will These 2008:7). (JvSFS regulations traffic Agency’s Rail Swedish of the issuing and adoption the through completed nowbeen have preparation, of years following that, rules safety traffic period ofnew, with upheaval, more modern a in are sector railway the and Banverket Other risk-taking • ty field theduring yearare: safe the within conducted projects Research sector-oriented. are projects of the many system, traffic rail the in players various poses a functioning interaction between the presup safety of level high As a traffic. rail in incidents unwanted of number the mise mini and work safety the support to order to generate the knowledge that is required in and development projects, which are aiming Banverket is financing a number of research development and Research

prevention

on

the

railway

of

railway

murder

- -

- established as suicides amounted to 55 to amounted suicides as established number 18 The (16) injured. were seriously and 86 (101)killed figures, were the to ing 104 to (117). amounted Accord network rail Banverket’s on injured seriously and killed of people number total the information, preliminary Banverket’s to According system transport rail the within P 4. Graph movement. in vehicles rail with connection in emissions i.e. materials, hazardous involving reported have been no year, accidents the During 2008. 24 to 2007 in 26 in from fell type this of accidents value, mean rolling year five- a as Measured 2008. in vehicles rail there weretistics, 13 (16) accidents involving sta preliminary Banverket’s to According vehicles rail involving Accidents Results and analysis 2008. on 1 July permit its received Banverket mits. per safety for applied have administrators infrastructure other all and Banverket legislation, rail Swedish in directive efforts. training major implement to have sector railway and fiv Number ofpeoplekilledandseriouslyinjured GR and afiv Number ofaccidentsin GR eople killed or seriously injured injured seriously or killed eople 100 120 0,0 10 20 30 40 50 20 40 60 80 0 With the introduction of the safety safety the of introduction the With APH APH Injur Number ofacciden ed 2004 2004 e-y 104 40 e-y

   ear r  ear r t pery olling meanv K olling meanv illed ear 2005 2005 100 37 Meanv

    v olving r 2006 2006 alue alue 96 32 Suicide Meanv alue

   

ail v

- ehicles, - - 2007 2007 100 26

 intend to commit suicide. suicide. to commit intend who people as well as wagons, on parked climbing and playing children tracks, the across shortcuts taking to people relates often This public. general the from barred are that infrastructure track of the parts access people unauthorised that is system 5. Graph 2008. in killed been have passengers No people. young and children for accident of fatal type the dominate stock rolling on climbing when accidents electrical and suicides Collisions, trends. development assess to it difficult makes which small, relatively are people young and children for figures accident The jured. in seriously was 1(2) child and suicides, as 4 (5) were established of which killed, have been 7 year, (9) children the During 55 women killed. and (57) have been men 22 (34) that showed figures the reported, been has gender about information Where uncertain. are for 2008 figures the a result, As of suicides. reporting police regards as a backlog always is There (77). Measured as a five-year mean value, the the value, mean afive-year as Measured year. previous the in than more five is which 2008, in accidents 33 crossing level there were that show figures Preliminary crossings level on Accidents    One major problem in the rail traffic traffic rail the problem major in One , 2008 (prel 2008 102 alue 24

   ) and afiv Number oflev GR 10 20 30 40 50 0 APH � Number ofacciden 20042 28 e-y

 ear r -

t pery el cr olling meanv ear 0052 29 ossing accidents Meanv safety targets. targets. safety the order to achieve in accidents, crossing level and people involving collisions against primarily necessary, are measures further that obvious is it traffic, rail ing increas of background the against viewed 6. Graph barriers. with fitted 6 were crossings these, Of arrangement. ofsome with roadtype crossings protection level at 16 year, occurred the during accidents the Of 32 was accidents. result partially achieved. partially to have been judged is goal The vehicles. rail moving with conjunction in sions emis i.e. goods, hazardous involving dents acci no been have there and decreased have vehicles rail involving Accidents ple. peo young and children for safety crease in to implemented been have measures of A series slightly. increased have also dents acci crossing Level year. the during killed were No passengers system. transport rail the within increased injured seriously and killed of people number the value, mean a five-year as measured although slightly, fell injured and killed people of number total the year, previous the to Compared Goal achievement

 Even though accident figures can be can figures accident Even though alue 0062 30 alue  , 007 31

 2008 32



-

- - - - - 21 Goals and results Safe traffic nt ts e ul s ironm v n nd e

u A sound environment s and r e A so

l The long-term goal is a sound environment in which the structure and function of the rail transport system are

oa adapted to the demands for a sound and healthy living environment for everyone, and where the physical and G cultural environments are protected against damage. Good conservation in connection with land, water, energy and other natural resources must be promoted. The structure of the rail transport system shall contribute towards the achievement of national environmental quality goals.

environmental quality goal A rich diversity In Banverket’s judgement, there are around The goal is that the rail transport of plant and animal life. Biotope losses, 1,000 such areas. At present, Banverket system shall contribute to the barrier effects, accidents involving game has conducted inventories in more than 90 1 achievement of the environmental animals and negative effects are a few percent of all identified contaminated areas. policy’s sub-goals. examples of disruption that can occur, Goal met/expected to be met although the railway can also have a Goal achievement positive impact on the natural environ- In order to assess whether the goal has Feedback: Emissions of carbon dioxide from ment by means of the track area in itself been achieved, consideration must be rail traffic. Number of dwellings that, in con- constituting a habitat for various species. given to the feedback that is provided for junction with new and essential reconstruc- Collisions between trains and animals other goals within the section “A sound tion of lines, have been protected against can have major consequences for species environment”. noise disruption. Physical measures that included on the national red list of threat- The environmental quality objectives have been implemented to reduce conflicts ened species. Banverket has therefore initi- that are relevant for the railway sector are caused by the railway. ated an analysis of collisions with eagles. Reduced climate impact, A good built The aim is to identify effective measures to environment (sub-goal noise), A rich Actions, results reduce the number of collisions and imple- diversity of plant and animal live and ment measures were most accidents occur. A non-toxic environment. and analysis Banverket is also working to reduce Banverket’s operations are deemed to Reduced climate impact is the national secondary predator accidents by improving contribute towards the long-term achieve- environmental quality objective in which the management of animal collisions ment of the environmental quality objec- the contribution of the rail sector is greatest generally, for example by removing more tive Reduced climate impact through through the transfer of commercial trans- quickly animals that have been run over. switching from other forms of transport to port services from other traffic modes to According to Banverket’s fault reporting the railway, as well as through a reduction rail. Transporting freight and people by system, some 40 eagles, three bears and since 1990 in carbon dioxide emissions train instead of by road represents an one wolf were killed during 2008. from diesel-operated rail vehicles. important contribution to fulfilling national Banverket has also begun charting flora Banverket has partially achieved the climate goals, as the railway is energy effi- and fauna in track areas in order to find lo- subsidiary objective for noise within the cient and hence produces low emissions of cations that are home to red-listed species. environmental quality objective A good carbon dioxide. By adapting the maintenance of the track built environment and also the intermedi- Carbon dioxide emissions from diesel- area as far as possible, these species can ate objective of transport policy, that noise powered railbound traffic amounted to continue to live in the unique environment in excess of the guideline values shall have 102,900 tonnes in 1990. Since 1990, carbon provided by rail yards and rail embank- decreased by 5 per cent between 1998 and dioxide emissions have continually ments. In this way, the railway can contrib- 2010. The goal has been achieved as decreased. In 2008, carbon dioxide emis- ute towards threatened species remaining regards maximum noise levels. With sions from diesel-operated rail services in Sweden. current traffic trends, the objective will totalled 65,400 tonnes. These were divided In connection with new construction as probably not be achieved by 2010 as into 49,700 tonnes from freight traffic and well as the operation and maintenance of regards equivalent noise levels. 15,700 tonnes from passenger traffic. its railway network, Banverket uses a variety The sub-goals in the environmental The subsidiary objective for noise within of different materials, components and quality objective A rich diversity of plant the environmental quality goal A good chemical products that can affect the envi- and animal life are not adapted to the built environment and also the intermediate ronment. Inspecting chemicals, environ- infrastructure. For this reason, Banverket objective of transport policy, entail that mental assurance of material supplies and is working to produce goals for following noise in excess of the guideline values shall waste management are a few examples of up the rail sector’s contributions in a more have decreased by 5 per cent between 1998 measures that Banverket has implemented structured manner. and 2010. Banverket has partially achieved to achieve the sub-goal A non-toxic envi- Banverket is working in several areas to this goal. The goal has been achieved as ronment. achieve the sub-goals in the environmental regards maximum noise levels, but not as In the long term, Banverket is working quality objective A non-toxic environment. regards equivalent noise levels. to reduce the number of contaminated Banverket’s operations are judged to con- Railways affect the natural environment areas. This means that areas which consti- tribute towards achieving this objective in in a number of different ways, thereby tute a great or very great risk must be the long term. contributing to the potential to achieve the studied and if necessary dealt with by 2050. 22 nt ts e ul s ironm v n

Rail kilometrage has increased dramatically nd e u The goal is that energy consump- The goal is that the number of in recent years. Between 1998 and 2007, s and r e tion per transport kilometre people exposed to noise generated A so freight traffic has increased by 21 percent. l travelled on the state-owned rail by rail traffic exceeding the guide- The increased kilometrage entails that the

2 3 oa network that is administered by lines stipulated by Parliament for

equivalent noise levels along the railway G Banverket shall be reduced. noise in the home shall have have generally increased. Based on this Goal partly met/expected decreased by 5 percent by 2010  increase in traffic and the noise protection to be partly met compared to 1998. The focus of measures that have been implemented, the noise objective should be the Banverket estimates that 390,000 people Feedback: Energy consumption per trans- most efficient reduction of disrup- port kilometre travelled. tion and the prioritisation of those were exposed to levels above 45 dBA Lmax people most exposed to noise. indoors at night and 350,000 people to levels above 30 dBA Leq24h indoors during 2008. Goal partly met/expected Actions, results  to be partly met This means that, compared to 1998, more and analysis people are exposed to equivalent noise Total energy consumption has fallen Feedback: The number of residents exposed levels that are higher than the long-term slightly in 2008 compared to 2007. Above to noise from railway traffic with indoor noise target values, despite the fact that all, it is the energy requirement for operat- levels exceeding the guidelines stipulated by extensive protective measures have been ing the infrastructure that has decreased. Parliament for residential properties shall be implemented. However, the number of Table 5 and 6. reported. Maximum noise and equivalent people exposed to maximum noise levels The energy that is used for operating noise shall be reported separately. The number higher than the target value indoors has of dwellings and other premises where rail vehicles and the railway infrastructure fallen by more than 5 percent since 1998. measures have been implemented to reduce comes from electricity and diesel. Electric- Within the framework of the transport noise shall also be reported. ity makes up around 90 percent of the policy’s focus of prioritising those that are total energy consumption. Since 2003 this most exposed to noise, Banverket has car- electrical energy comes exclusively from Actions, results ried out corrective measures in approxi- renewable energy sources. In 2008, 99.2 mately 22,300 dwellings during the period percent of the electricity came from and analysis 1998–2008, which corresponds to around hydroelectric power and 0.8 percent from Noise affects more people in Sweden than 46,900 inhabitants. These measures have biofuel. any other type of environmental disrup- primarily been targeted at reducing the Banverket is working to reduce energy tion. Around two million people are con- highest maximum noise levels indoors. At consumption within the rail sector, includ- sidered to be exposed to traffic noise inside the same time, the equivalent noise levels ing through improved power management their homes that exceeds the guideline of have also decreased where the measures in order avoid transferring power from 55 dBA equivalent noise level outdoors. have been implemented. The measures northern Sweden to Stockholm. Banverket During 2008, Banverket has continued have resulted in a reduction in the noise is also working to reduce energy losses in to take measures to reduce the number of level of 5–10 dBA. connection with the conversion of electri- dwellings exposed to noise. The measures cal energy. Other ongoing projects include have mostly comprised the soundproofing Measures during 2008 in major improved control of the heating of points of windows. Noise barriers adjacent to the infrastructure projects and mapping the need for rail yard illumi- railway and adjacent to residential outdoor Noise protection measures are implemented nation. environments have also been erected. in conjunction with new construction and No complete inventory has been con- essential railway reconstruction work. The Goal achievement ducted in Sweden of the number of resi- annual follow-up shows that measures have Energy consumption per train-kilometre dents exposed to noise from rail traffic only been implemented in around 20 dwell- varies little from year to year. Energy con- higher than the indoor guidelines. ings in the investment projects that Banverket sumption for passenger traffic, measured According to assessments from 1998, has completed during 2008. However, meas- in kilowatt hours per passenger-kilometre, 410,000 people were exposed to high ures have been implemented in significantly has fallen slightly in 2008. For freight maximum noise levels, above 45 dBA more dwellings during the year, although traffic, measured in kilowatt hours per Lmax indoors at night, and 330,000 people these investment projects have not yet been tonne-kilometre, energy consumption has to high equivalent noise levels, above 30 completed. This applies for example to increased slightly. The goal is judged to dBA Leq24h indoors. measures within the City Tunnel, City Line have been partially achieved. and Ådalen Line projects.

Table 5 Table 6 Energy consumption per transport kilometre travelled Energy consumption per area of use , GWh

2008 2007 2006 2008 2007 2006 Energy consumption for passenger traffic in GWh 1 113 1 136 1 177 Rail traffic 2 442 2 401 2 409 Kilometrage in billions of passenger-kilometres 11,0 10,4 9,6 Infrastructure 266 421 322 Energy consumption, kWh/passenger-kilometre 0,10 0,11 0,12 Total 2 708 2 822 2 731 Energy consumption for freight traffic in GWh 1 329 1 265 1 232 Kilometrage in billions of gross tonne-kilometres 23,3 23,3 22,3 Energy consumption, kWh/gross tonne-kilometre 0,06 0,05 0,05

23 nt ts e ul s ironm v n nd e u s and r e A so l Measures during 2008 in respect spillages, leakages and wear. Banverket’s oa The goal is that the number of G of the existing environment current assessment is that approximately Banverket has rectified facades on approx- contaminated areas that have a 15 percent of the ground adjacent to the imately 80 dwellings during 2008 in order 4 negative impact on people’s health lines is so contaminated that excavated to achieve the first staged goal, i.e. a maxi- or on biodiversity shall decrease. material is not suitable to be reused, and

max Goal met/expected to be met mum of 55 dBA L indoors at night in that approximately 3 percent of this land bedrooms. Banverket has also commenced is so contaminated that it could harm or measures according to the second staged Feedback: The existence and risk assessment entail inconvenience to human health goal during 2008. The second staged goal of contaminated land shall be reported. or to the environment. includes protective measures in residential In conjunction with excavation work, environments with high equivalent noise Actions, results other land usage, the transfer of properties levels, >70 dBA Leq24h, as well as protective and new construction, measures are often measures in care institutions, child care and analysis carried out that are governed by events. In premises and schools with high maximum Banverket is working in the long term to this respect, extensive treatment is carried noise levels indoors, > 55 dBA Lmax. Noise reduce the number of contaminated areas out, primarily of diffuse pollutants. One protection measures have been implement- that could harm or entail inconvenience to example is the Bana Väg i Väst project, ed in 15 residential outdoor environments human health or to the environment. This where the new double track passes through and in 15 schools or other premises is taking place in accordance with the a number of contaminated land areas. during 2008. Swedish environmental goal of a non-toxic Arsenic, lead, cadmium, copper, mercury, environment, which means that the contam- zinc, oils and polyaromatic hydrocarbons inated areas that constitute a large or very have been dealt with from areas with old Goal achievement large risk must be investigated and, if nec- industrial traditions. Bana Väg i Väst has Banverket has partially achieved the goal. essary, dealt with by 2050. Our current a significant responsibility to check the The goal has been achieved as regards assessment is that Banverket is responsible contaminated rock and soil material during maximum noise levels. With current traffic for around 1,000 such areas. As a result of excavation, as Göteborg’s source of drinking trends, the objective will probably not be the action level specified in the Future Plan water, the Göta River, is located directly achieved by 2010 as regards equivalent (SEK 50 million/year), the conditions exist adjacent. In total, around 55,000 tonnes of noise levels. to achieve this environmental goal. contaminated rock and soil material had Banverket’s measures are prioritised in been decontaminated by the end of the such a way that the areas that constitute year in the Agnesberg section and the greatest risk are rectified first. During Älvängen in Ale . 2008, investigations have been carried out in a number of locations around the country. Among these, Banverket has Goal achievement carried out treatment work at Gunnita rail Banverket’s inventorying work for con- yard and completed the decontamination taminated areas is now in its final stage. in Krylbo. The costs for decontamination Procedures for work on contaminated land in Krylbo amount to approximately are being introduced into Banverket’s SEK 87 million. Refuelling points and organisation, and land studies are being building foundations have also been treated. conducted in parallel with this when phas- An important aspect of the measures is ing out, investing in new and reinvesting in to satisfy the knowledge requirements set rail operations. These activities generate out in the Environmental Code. This takes statistics for Banverket’s property register. place primarily through the identification Increased knowledge about the contami- and inventorying of those point sources nants means that more contaminated loca- that may have caused contaminated areas. tions are being discovered where measures During 2008, information derived from need to be implemented. The current sta- inventorying, investigations and treat- tistical data are not yet comprehensive. ments has been entered into Banverket’s For this reason, no reliable figures can property register. Around 3,500 point be presented. sources have been identified to date, which With the conclusion of the decontami- is estimated to correspond to approximately nation work in Krylbo, one of the major 80 percent of the actual number. The in- decontamination areas has been rectified. ventorying process entered its final phase Taken together, the risk level and the during 2008. negative effects on human health and A large proportion of Banverket’s prop- biodiversity have also been reduced. As a erties, including the track area, is diffusely result, the goal for 2008 has been achieved. polluted as a result of causes such as

24 25 Goals and results A sound environmentÖ m e ts st y ul s

s transport

An equal opportunities s e s and r e l niti u

oa transport system G

opport Following up other transport policy sub-goals on the basis of an equal opportunities perspective might constitute l a one basis for an assessment of whether the rail transport system offers equal opportunities. Another way might equ n

A be to measure whether women and men have the same potential to influence the design of the rail transport system. As Banverket is an important player in the rail sector, its operations should reflect a future desirable state in the sector and in society. For this reason, we also need to analyse the degree of integration from an equal opportunities perspective within Banverket’s operations.

the transport policy sub-goal regarding a opportunity to speak directly with Ban- The goal is that other goals for transport system that offers equal oppor- verket’s representatives, instead of being each operational branch shall be tunities: forced to speak in front of a large group. 1 followed up from an equal oppor- • Working groups that steer and support • The Mälar Line has been exhibited at tunities perspective. the planning of measures must strive to libraries along the entire route. Personnel

Goal met/expected to be met achieve an even gender distribution. The were present to answer questions from

potential to achieve a more equal trans- the general public. In this way, Banverket Feedback: See other goals for accessibility, port system in the future is deemed to be was able to achieve direct communication transport quality and safety. greater when the planning process itself with people with whom the authority offers equal opportunities. may not otherwise have come into contact. Actions • Facts regarding differences in needs and • The time of meetings has been adapted to values must be applied. Swedish research make it easier for families to participate. Integration of equal opportunities shows that women travel in a more varied in Banverket’s operations manner compared to men. The also place During 2008, the integration of equal a higher value on environmental and Results and analysis opportunities in Banverket’s operations traffic safety issues than men. has been conducted through mandatory • The regional traffic systems must be Board of Directors and management training regarding gender and equal oppor- analysed from a gender perspective. In group representation tunities for all employees at administrative the event of any conflicting targets when Banverket’s Board of Directors is made up units. This training covers equal opportu- it comes to the needs of men and women, of 9 individuals, comprising 5 women and nities theory from a historical, scientific the choices made and the stances taken 4 men. Banverket’s senior management and political perspective. The aim of the must be documented. group is made up of 11 individuals, com- training is to raise the general level of prising 5 women and 6 men. Five years awareness and to bring up issues and start Women’s and men’s representation ago, the management group comprised discussions regarding gender and equal during consultations 15 people, with 4 women and 11 men. opportunities in day-to-day work. During Banverket’s goal is for the equal opportu- Banverket’s new Director-General, Minoo 2008, 1,760 people have completed the nities perspective to be an integrated part Akhtarzand, took up the position on 1 Feb- training. of the planning process regarding the ruary 2008, thereby becoming Banverket’s Banverket is working on the basis of its construction of railways. Within the phys- second female Director-General since the equal opportunities and diversity plan to ical planning process, consultations with authority was established in 1988. create a positive workplace for men and the general public are arranged, as well as Other reporting regarding equal oppor- women. During 2008, Banverket has working, project and reference groups. tunities and personnel can be found in the worked on goals within the fields of work- Banverket is working for men and women Employees chapter. ing conditions, gainful employment and to be equally represented in these contexts. parenthood, harassment, recruitment, In order to create opportunities for Women’s and men’s representation skills development and salaries. even representation of men and women in during consultations Equal opportunities issues have clearly the physical planning process, Banverket One way of evaluating the success of been raised in the contingency plans has worked on the following during 2008: Banverket’s measures for achieving equal for Sweden’s infrastructure between • Special children’s corners have been representation is to measure the propor- 2010–2021. Three points regarding equal arranged at public consultation meetings tion of women and men who participate in opportunities are included at a general for preliminary studies and railway consultation meetings and similar. Meas- level within the work on the regional studies, to make it easier for families to urements during 2008 show that women’s systems analyses and other sub-projects. participate. representation amounted to 34 percent. These starting points will contribute to the • Open houses and exhibitions have been The corresponding proportion was 28 planning results satisfying the purpose of arranged to provide people with the percent in 2006 and 23 percent in 2004.

26 m e ts st y ul s

s transport

s e s and r e l niti u oa G opport l a equ n A

Following up other transport policy Transport quality. Women are generally climate than men’s travel habits. goals from an equal opportunities more satisfied than men when it comes to Banverket does not consider it relevant to perspective the actual execution of rail services. follow up the environmental objectives Accessibility. Banverket’s work on creating The greatest difference between men’s from an equal opportunities perspective, better opportunities for commuting, and women’s opinions can be found in as they are essentially gender neutral. through infrastructure investments and their perception of comfort during their action programmes, also entails greater journey. Women perceive clearly greater opportunities for women to extend their comfort than men. Women’s and men’s Goal achievement local labour market regions. Examples of perceptions also differ when it comes to In those cases where it has been relevant, action programmes are the joint initiatives speed and access to information regarding Banverket has followed up the other in the Mälar Valley, Western Sweden and changes to timetables or routes. Women transport policy goals from an equal Öresund. are also more positive in these respects. opportunities perspective. During the A great deal of research points to the year, measures have been carried out to fact that a lack of security can influence Traffic safety. More men than women integrate the equal opportunities perspec- people’s habits and result in them not die in rail traffic. During 2008, where infor- tive in operations. Banverket has also spending time in public environments or mation about gender has been reported, worked to increased women’s potential to using public transport. Women feel inse- the figures showed that 22 (34) women and influence the planning process, and hence curity in public areas to a greater extent 55 (57) men have been killed. also the potential to influence the design of than men. As a result of Banverket’s work the railway. The goal is judged to have of adapting station environments to meet Environment. Rail traffic is the most been achieved. the needs of all passengers, accessibility to environmentally friendly form of public the rail transport system is also increasing transport. Women’s travel habits, with a for women. greater proportion of journeys by public Men’s and women’s travel habits are transport as well as walking and cycling, reported in Banverket’s sectoral report. consequently have less of an impact on the

27 s l ts ul r goa e s O th s and r e l oa G

28 s l ts ul r goa e s O th s and r e Other goals l oa G are intended to prevent faults from arising. The exposure of maintenance activities to The goal is that the efficiency of When faults arise, they have to be dealt competition has entailed a reduction in state-owned rail network mainte- with effectively. If this does not happen, costs. The contract price per track-metre 1 nance shall increase. The condition major spin-off effects occur, above all in has stabilised at a considerably lower level of the track shall be justified by the cities, although they can also have a nega- than prior to the exposure to competition. traffic it carries. tive impact on industrial production flows A large proportion are procured as func-

Goal met/expected to be met and warehousing. Another significant tional contracts, i.e. Banverket purchases a

factor driving up costs is the accessibility of pre-determined quality of track, for example Feedback: Maintenance cost per track-kilo- the track to maintenance and reinvestment a permitted number of inspection comments metre and traffic volume will be reported. measures. In areas with heavy traffic, and faults, track condition quality, etc. At preventive measures must be carried out the same time, the contractor determines in a short space of time or when few trains which measures are to be carried out on Results and analysis are passing, which often means at night. the track, on the basis of inspections and The maintenance cost that is analysed Access to work in areas where there are maintenance regulations. Through recur- includes both corrective and preventive single tracks with a high volume of traffic ring “construction meetings” in which the maintenance, as well as infrastructure also drives up costs, both for Banverket contractor and the client Banverket management (clearing snow, operation of and for the rail companies. In the event of partici­pate, Banverket guarantees good infrastructure buildings, support agree- major work, the trains are replaced with knowledge about the quality of the track. ments, alarms, etc.) that can be directly other forms of transport. Other factors Lines with relatively little traffic can be assigned to a specific section of the that determine costs include the number of important hubs in major traffic flows. A railway network. infrastructure installations. A factor that deterioration in the condition can then The classification has changed from has a very great impact on the need for entail major consequences, even for the previous years, and is based on the division measures is the traffic-related ageing of the busy lines. However, the maintenance is into installation classes that Banverket has infrastructure. With the current level of more expensive on these lines in relation used in its planning and following up work reinvestment balanced against the antici- to traffic volume. In order to operate a line, as from 2008. Underlying this new classifi- pated development of traffic, this is set to it is necessary for maintenance to be cation are traffic volumes, traffic flows, the rise, and will entail more functional carried out in line with a basic safety level. importance of traffic for society, conse- disruptions. One direct consequence will This takes place for example through quences when operational disruptions be that corrective maintenance, which is repeated inspections that are adapted to occur, the restoration capacity of traffic much more costly that preventive mainten­ the permitted speed on the line. Graph 8. and demands for regularity. The same ance, will increase in scope. In the diagram, the maintenance costs classification is also used in the long-term It can be seen from the diagram that have been indexed with a price index to plan for the period 2010–2021. Table 7. Banverket conducts more extensive main- show the actual value each year. The traffic The need for maintenance and reinvest- tenance on busier lines. The largest invest- volume measured in passenger-kilometres ment measures is related to the number of ments are made in Stockholm, Göteborg and freight tonne-kilometres has increased trains, the weight of the trains and how and Malmö, due to the large traffic significantly more than the maintenance frequently the trains run. Heavy traffic volumes and the very high demands volume. At the same time, the number of places major demands on preventive main- for quality. train delay hours caused by faults in the tenance working through measures that infrastructure has remained largely

Table 7 GRAPH � Classification Maintenance costs, in SEK per track-metre

2004 2005 2006 2007 2008 Millions of Gross ton-km/ Number of pionts Track-km train-km. track metre. per track-km ���

Stockholm, Göteborg, 9

Malmö 20 6 796 8,5 1 260 33 Busy lines 15 8 807 3,6 4 151 ��� The second-

busiest lines 9 5 607 2,6 4 106 ��� 9 5 15 2

Lines with less traffic 4 1 203 1,7 2 669 14 12 Lines with little 0 ��� 10 or no traffic 1 348 1,3 1 295 53 All lines 10 5 158 3,1 13 950 � Stockholm, Göteborg, Busy lines The second- Lines with Lines with little All lines Malmö busiest lines less traffic of no traffic

29 s l ts

ul GRAPH � r goa e s Maintenance costs, in SEK per train-kilometre GRAPH �� O th 2004 2005 2006 2007 2008 Train delay hours, caused by faults in the infrastructure, per million train-kilometres ��� 2004 2005 2006 2007 2008 s and r e l

�� 72 ��� 3 oa 12 ��� 2 G 6

�� 11 10

��� 97 0 24

�� 10 69

17 �� 15 13 11

�� � Stockholm, Göteborg, Busy lines The second- Lines with Lines with little All lines Malmö busiest lines less traffic or no traffic ��

� Stockholm, Göteborg, Busy lines The second- Lines with Lines with little All lines Malmö busiest lines less traffic or no traffic GRAPH � Development of traffic volume and maintenance cost Index 2002 = 100 GRAPH �� Traffic volume, Traffic volume, Train delay hours, Maintenance per Freight tonne- passanger infrastructure track-metre - kilometers kilometres price adjusted Track condition quality (Q-factor)

��� ��� 2004 2005 2006 2007 2008 ��� ��� ��� ��� ��� ��� 90 90 88 ��� ��� 84

��� ��� �� 72 ��� ���

��� 55 ��� ��� �� ��� ��� ��� ��� ��

�� �� �� �� �� �� �� �� �� �� �� � �� Stockholm, Göteborg, Busy lines The second- Lines with Lines with little All lines �� Malmö busiest lines less traffic or no traffic ���� ���� ���� ���� ���� ���� ����

unchanged over an extended period of to the the busiest sections being prioritised the fact that high water flows in some years time. The maintenance measures that have ahead of the less busy sections. The funds can have a major impact on the Q-factor. been implemented to reduce the train delay available for maintenance have not in- Increased funds for maintenance would hours have been successful and directly creased to the same extent as the level of be an advantage from a long-term perspec- benefit freight carriers, passengers and rail traffic, and increased demands for the tive, where preventive measures (e.g. track companies. Graph 9. accessibility of the lines has resulted in alignment) could be carried out more ration- One way of measuring the success of reduced time for maintenance. ally. This would also reduce expensive spe- maintenance is to compared train delay The changing function of the lines in cific measures and emergency remedial hours caused by faults in the infrastructure recent years, in the form of higher axle action on faults. Graph 11. against traffic volume. The consequence of loads and speeds, has resulted in the main- All faults that arise in the infrastructure operational disruptions is greatest where tenance partially being transferred from are reported, irrespective of their cause. Banverket has most traffic, resulting in the less busy lines to the busier sections. The faults that are presented in the diagram significantly more passengers and freight This is being done in order to maintain the constitute a proportion of these and have a carriers being affected. Graph 10. correct level of quality with regard to the direct link to functional safety in the infra- The quality of the track condition is demands that exist for punctuality and structure. They are not caused by external measured several times per year. The average comfort, as well as to retain the status of the events. The number of faults in relation to quality grading for track condition is calcu- infrastructure at a sufficiently high level in the number track-kilometres has increased lated for longer distances and expressed order to counteract degradation. marginally, viewed over the whole period. with a Q-factor. The higher the speed It is not as important to maintain such However, there has been a reduction in the allowed on a section, the greater the a high Q-factor on the less busy lines, as cities. As the consequences of each fault demands placed on the track condition. these are normally used by freight trains at are most extensive where there is a large This is important both for the comfort of relatively low speeds. Here the focus is to re- amount of traffic, this reduction is signifi- passengers during their train journey tain the function and safety of the lines and cant. Each fault that occurs in an area with and for the degradation of the track. to avoid operational disruptions. The Q-fac- a large amount of traffic entails a risk of The Q-factor on the busiest sections has tor on the less busy lines, which are generally extensive operational disruptions. This been relatively stable over the years. How- track extensions, is greatly affected by factors affects many passengers and freight trans- ever, the Q-factor is displaying a falling such as ***, poor foundations and the climate. port operations, and so gives rise to major trend on the less busy sections. This is due An example of the impact of the climate is socio-economic costs. The aim therefore is

30 s l ts ul r goa e s O th s and r e l oa G

TABLE 8 Profitability for the profit centres in relation to the sector in general Banverket Production 2008 2007 2006 2005 2004 Net turnover, SEK million 703 691 667 469 395 Operating margin, % 1,3 0,3 6,0 8,3 1,3 Sector average, % 0–5 3,0 3,0 2.5 Banverket Consulting Net turnover, SEK million 117 99 73 56 41 Operating margin, % 9,7 11,7 12,5 8,7 4,9 GRAPH �� Sector average, % 7–11 9,0 8–9 5–8 Number of registered faults per track-kilometre Banverket ICT 2004 2005 2006 2007 2008 Net turnover, SEK million 213 243 251 246 264 Operating margin, % 25,6 32,3 19,4 12,2 -13,3 �� Sector average, % 5–20 10–20 10–14 10–12

8 � Banverket Training Centre Net turnover, SEK million 24 24 24 24 27 � Operating margin, % 0,9 7.3 1.2 0.0 -2,2 Sector average, % 4–5 3,0 3,0 3,0 4 � 3 3 Banverket Materials Service Net turnover, SEK million 494 475 296 244 154 � 2 1 Operating margin, % 2,0 2,8 2,4 4,9 7,1

� Sector average % * Stockholm, Göteborg, Busy lines The second- Lines with Lines with little All lines Malmö busiest lines less traffic or no traffic *This information is absent as there is no comparable sector

to continue reducing the number of faults an operating margin for sales outside of dramatically in the cities, as well as on The goal is that Banverket shall Banverket that is within the intervals on a major lines. Graph 12. conduct external operations under par with comparable companies in each The services that are run and that are 2 its own management with a level unit’s sector. The sector’s operating margin planned form part of Banverket’s decision of profitability that is comparable in 2008 is judged on the basis of margins input when selecting the focus of mainten­ with the sector in general. in previous years. Goal partly met/expected ance work. This focus may be further  A number of supplementary key ratios to be partly met reinforced, although not without compli- for each unit in addition to operating cations for tracks with less traffic. Any Feedback: Profitability for the profit centres margin are presented under the section deterioration in the maintenance performed in relation to the sector in general shall be Commission operations. on these tracks has consequences as regards reported. the functionality that can be offered, planned service life, traffic structure, etc. Goal achievement Banverket uses its maintenance funds effi- Results and analysis Banverket Consulting and Banverket ITC ciently, and the measures have contributed The most important key ratio for comparing have an operating margin that is on a par in part to improved quality as a result of profitability in the profit centres with the with the sector as a whole, whereas Ban- a reduction in the number of faults. rest of the sector is operating margin. The verket ­Production and Banverket Training overall picture regarding operating margin Centre have an operating margin that in the external assignments compared to is below the level in the sector. The goal Goal achievement the corresponding sector is shown in the is judged to have been partially achieved. The analysis for 2008 shows that Banver- Table 8. ket’s strategy of prioritising the busiest The operating margin for Banverket tracks by primarily investing resources Production and Banverket Training Centre there is an effective way of maintaining in 2008 is lower than for the sector in gen- the railway. The goal is thereby achieved. eral. However, other profit centres report

31 32 övrig åteOrratheppr ortfeedbaeringck Some feedback requirements can also found be in the chapter on Banverket’s operations. This chapter other reports feedback requirements in the appropriations. of letter Other feedback ck

Follow-up of investment through a new, longer passing station for Malmö. Arlöv–Malmö, increased capacity. dba fee the freight trains. The project has been Banverket has built infrastructure for objects in Banverket’s he r completed earlier than planned and at a switching between right-hand and left- t long-term action plans lower cost. hand traffic for Öresund trains, which is O producing higher capacity and reduced Every year Banverket follows up cost out- Main Line through Upper Norrland. disruptions. Within the plan, SEK 85 mil- comes, effects and socio-economic profita- ­Vännäs–Bastuträsk, maximum axle load lion at 2008 prices levels is absent for costs bility for a number of objects included in 25 tonnes/line upgrading, Bastuträsk rail that were built up in 2002–2003. The Banverket’s long-term action plans. For yard. This projects is part of the upgrading project has been completed according to objects opened to traffic during 2008, cost of the Main Line through Upper Norrland plan and at a lower cost. in the long-term action plan, cost at the to an axle load of 25 tonnes. The item that time of the start-up decision and cost after remains to implement is the conversion of Effects for projects completion are presented. For objects that Bastuträsk to a three-tack station, which opened to traffic in 2003 were opened to traffic during 2003, a fol- provides the potential for long trains (750 Presented here is a brief follow-up of im- low-up of the most important effects that m) to pass. This also includes Hällnäs rail portant effects and socio-economic profit- justified the action as well as a follow-up of yard in terms of signals, which will pro- ability for objects opened to traffic in 2003. the object’s socio-economic profitability vide improved logistics. The project has For each object that has been followed up, are presented. been completed according to plan and at a a report has been produced that describes lower cost. the follow-up in more detail. It is clear Follow-up of construction costs for from the follow-up that the objects have projects opened to traffic in 2008 Main Line through Upper Norrland. largely produced the effects that were as- The costs are reported at January 2008 Luleå rail yard, stages 1 and 2. This project sumed in the decision input. However, the price levels unless otherwise indicated. For is not included in the Future Plan as a sep- socio-economic profitability is deemed to conversion, a weighted index based on E84 arate project. It is included in the Main have decreased by a relatively large has been used. A brief description of the Line through Upper Norrland object. The amount for two of the objects, as the con- objects that have been opened to traffic is project is providing a rapid improvement struction costs increased during imple- given below. All the projects have been in logistics at the Iron Ore rail yard. The mentation. carried out at a lower cost than given in the project has been delayed due to a change Track Provision Plan. to its content in the form of a new signal Gammelstad, intermodal terminal. box. The cost increase in the project has The intermodal terminal in Luleå was . Torebo–Heberg, double been managed within the object. previously located centrally by the station, track including travel centre in Falkenberg. which caused heavy goods traffic in the The project is part of the upgrading of the Northern Main Line. Ljusdal and Bollnäs, centre of the city and resulting environ- West Coast Line to double tracks. The travel centre. Bollnäs travel centre has mental problems. Another problem was the project also includes the conversion to a been completed and opened to traffic dur- shortage of capacity and costly freight travel centre in Falkenberg, which is help- ing the year. The project is resulting in im- handling, as the lack of land in the terminal ing to improve accessibility. The project has proved accessibility and safety in the area resulted in the intermodal tracks been completed earlier than planned and at station environment. The project has been being too short. The new intermodal a lower cost. completed according to plan and at a lower terminal in Gammelstad is situated close cost. to the Storheden industrial area, where all Coast to Coast Line. Nybro rail yard con- major freight fowarders have located their version. This project is part of the upgrad- Iron Ore Line. Torneträsk rail yard. The transloading facilities. This minimises ing of the Coast to Coast Line with rail yard has been converted to cope with heavy goods traffic in central Luleå. centralised traffic control. The project also meetings between 750 m long freight trains. The design of the new intermodal provides improved accessibility and safety The project has been completed two years terminal provides the conditions for more for passengers as well as improved capacity later than planned, but at a lower cost. efficient handling of freight, which

Table 9 Construction cost for projects opened to traffic in 2008, SEK millions

Estimated cost Estimated cost at Followed-up cost Line Project in plan start of construction after implementation West Coast Line Torebo–Heberg, upgrading to double tracks, including travel centre in Falkenberg 1 409 1,436 1 358 Coast to Coast Line Nybro rail yard conversion 128 117 112 Main Line through Upper Norrland vännäs–Bastuträsk, highest allowable axle load 25 tonnes and rail upgrading 1 064 1 071 1 018 Main Line through Upper Norrland luleå rail yard, stages 1 and 2 - 34 39 Northern Main Line Bollnäs travel centre 41 32 34 Iron Ore Line Torneträsk rail yard 72 64 67 Malmö Arlöv–Malmö, northern section 857 819 778

33 strengthens the railway’s competitiveness range of services, it was judged that the Operations

ck as regards freight traffic. In the decision level of travel could also increase. The in company form input, it was assumed that the terminal follow-up shows that services on the section would entail the transfer of intermodal have been extended according to the as- Svensk-Danska Broförbindelsen AB freight from approximately 2,000 heavy sumptions made in the decision input. The (SVEDAB) dba fee goods vehicles driving 12,000 km one way. follow-up also shows that the level of travel Following a decision by the Government The project’s primary benefits, in the form has increased, although it has not been Offices, Banverket handed over the shares he r

t of reduced environmental load and possible to compare this with the assump- in SVEDAB to the Swedish Ministry of O decreased accident frequency on the roads, tions made in the decision input. Despite Enterprise, Energy and Communications are based on this assumption. The follow-up the fact that the effects of the action are on 1 January 2008. At the request of the shows that the volumes transferred from deemed to be on a par with that which was Government, however, Banverket has lorries to the railway are probably much assumed in the decision input, the socio- maintained the capital adequacy guarantee greater than that assumed in the decision economic profitability of the project is issued by Banverket and the SRA, which input. Calculations indicate that around deemed to be lower than the estimated relates to obligations to cover the parent 4,200 heavy goods vehicles have been level, as the costs for its implementation company SVEDAB’s shareholders’ equity. saved. As the project was built without were higher than anticipated. The capital contribution with interest is costs increasing, the socio-economic prof- provided through payment commitments itability is deemed to have increased by Finnerödja. Straightening the line: In (debentures). Banverket and the Swedish a relatively large amount compared to the conjunction with a major reinvestment, it Road Administration are each responsible decision input. was deemed socio-economically profitable for 50 percent of the contributions. to simultaneously raise the standard of the As a consequence of the parent company Ystad–Simrishamn. Electrification and section so that the maximum permitted SVEDAB having carried forward profits at line upgrading: The overall aim was to speed now varies between 150 and 190 the end of 2008, no capital contribution is facilitate driving with the same trainsets as km/h, instead of between 140 and 180 required for 2008. Interest on previously other services in Skåne. It was assumed km/h. The measure was anticipated above provided shareholder contributions that the measure would result in travel time all to result in travel time gains and amounts to SEK 33.3 (30.9) million in 2008. gains for passengers and increased travel, reduced operating and maintenance costs. Accumulated submitted shareholder con- as well as reduced train operating costs and The follow-up shows that the construction tributions for Banverket, including interest, reduced emissions from rail traffic. In con- costs were as planned. The travel time amount to SEK 916 (883) million. junction with electrification, a larger costs have been difficult to follow up in number of unprotected level crossings were detail, but the follow-up shows that the Arlandabanan Infrastructure AB also eliminated, which is resulting in a standard on the section is in accordance The Government has decided to transfer reduced risk of accidents. The follow-up with the decision input, which indicates the administration of the shares in Arlanda­ shows that the assumed affects have more that the time gains have been achieved. It banan Infrastructure AB (formerly A-Banan or less been achieved. The travel time gains has also been difficult to follow up whether Projekt AB) to the Government Offices as and the level of travel have actually or not operating and maintenance costs from 1 January 2008. In conjunction with increased more than estimated. As regards have decreased. However, the follow-up this decision, Banverket has transferred all the level crossings, the number has reduced shows that the actual travel volumes are shares to the Ministry of Enterprise, Energy by less than estimated, from 116 to 48 lower than those that were assumed in the and Communications. Arlandabanan instead of to 40. The socio-economic socio-economic calculation. With regard Infrastructure AB has a limited amount profitability is deemed to have fallen by to the impact outcome, the socio-economic of shareholders’ equity, and the transfer of a relatively large amount, however, as the profitability is deemed to have fallen slightly, the administration of the shares does not construction costs have increased a great although it is still considered to be good. affect the unlimited capital adequacy guar- deal compared to the costs that were antee in favour of the company, which has assumed in the decision input. been issued by Banverket and the Civil Aviation Administration. This undertaking Rydsgård. Passing station: The overall is based on a Parliamentary decision com- aim was to facilitate half-hourly services municated to the Administrations in their and hence to provide the potential for an letters of appropriation. Banverket and the increased range of services. With a larger Civil Aviation Administration will also

Table 10 Effects for projects opened to traffic in 2003

Line Project Planned effects fulfilment of effects estimated followed up NPVR NPVR Main Line through Upper Norrland Gammelstad, Intermodal terminal Increased freight volumes Green 0,7 >> 0,7 Ystad Line Ystad–Simrishamn,electrification Shorter travel time Grön 0,38 >-0,03 incl. line upgrading Increased travel Grön Fewer level crossings Gul Ystad Line Rydsgård, new passing station Increased services, person Grön 1,6 1,01 Shorter travel time Grå Western Main Line Finnerödja, straightening the line Increased travel Gul 0,34 <0,34 Shorter travel time Grön Reduced operating and maintenance costs Grå

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 to compare them with planned effect.

34 continue to supply the required capital with the Government Offices and other Banverket’s international strategy was to the company for its operation on an transport authorities. Sweden’s internal established in December 2007. The strategy ck ongoing basis. co-ordination of the work within the entails the authority focusing its interna- “Partnership for Peace” and the work tional work on fewer, yet more powerful Tunnelpersonalen i Malmö AB relative to the EU regarding critical infra- undertakings, and for the management to Banverket owns all the shares in Tunnel­ structure has continued to be developed. become clearer. A programme of work has dba fee personalen i Malmö AB. The company’s Risk and vulnerability analyses have been developed for Banverket’s interna- he r main task is to lease premises and to provide been carried out to achieve a more coher- tional work in 2008. t personnel, material and equipment for the ent strategy and a systematic approach Banverket’s Board of Directors has O City Tunnel Project. regarding Banverket’s risk management. visited the European Commission in Banverket’s and the railway sector’s ability Brussels during the year to familiarise itself Skandfast Ett HB to withstand disruptions has been analysed. with ongoing legislative work. Banverket has a five per cent holding in the Banverket has developed its procedure The collaboration with the other trans- trading company Skandfast Ett HB. The task for systematic monitoring and analysis of port authorities has been reinforced during of the company is to manage the property the outside world in the fields of the work- the year. For example, the authorities that Banverket leases for part of the opera- ing environment, social preparedness, issued a joint announcement regarding the tion in Borlänge. electrical and traffic safety, quality and the proposal for the revision of the Trans environment. This constitutes a decision European Network (TEN). input for Banverket’s management’s tacti- Banverket has participated in assign- Crisis management cal and strategic management. ments led by the Ministry for Enterprise, and ­raised contingency The process for incident management Energy and Communications: within the field of information security has • Development of a Baltic strategy ­planning, protection been developed, and computer incidents • Green corridors against criminality and (forensics) have been investigated, as has • Preparation group for railway issues. the future need for skills provision. A joint Nordic initiative has been fire, as well as security Some of the diesel locomotives for launched aimed at regenerating and emergency tractive power have been revitalising the Nordic collaboration Crisis management and raised contin- decommissioned during the year, as have as regards railways. gency planning several stores of reserve bridges. Some Banverket has participated in the on- During 2008, the authorities and other bridges have been handed over to the going work of reforming the international players have co-operated in order jointly Swedish Rescue Services Agency for use in rail union, the UIC, and of moving the to work towards centrally established con- the event of disasters, while others have organisation away from its current weak- tingency planning capacity. The focus has been leased to the Roslagsbanan Line in nesses, which have their foundations in the been on the ability to ensure the best conjunction with reconstruction work. The lack of agreement regarding UIC’s manage- possible provision of transport in society keeping of stock has been rationalised in ment and future role. under disrupted conditions. terms of capital. During 2008, the EU has put forward a Banverket has co-operated with other General crisis management training has series of proposed measures and laws that authorities, both centrally and regionally, been implemented, as well as an alarm will affect the Swedish transport sector. In to achieve improved synergies and more exercise on the Ådalen Line. consultation with the Government and the co-ordination across several sectors of Government Offices, Banverket has partic- society. Within the Transport collaboration Security ipated in the work of ensuring that Swedish area (co-ordinated by the Swedish Emer- Over the past year, the work has continued conditions are taken into consideration gency Management Agency), Banverket on continual updating of security-classified and that Swedish viewpoints are conveyed has both deepened and extended the col- services. The organisation’s security officers to the EU’s various bodies and to lobbying laboration with other transport authorities, have received training in security from the organisations. Within the international for example through analyses and investi- Swedish Security Service. The security of strategy, Banverket has chosen primarily gations. During the second half of 2008, all units has been checked, and the results to use European Infrastructure Managers Banverket has chaired the Transport will form the basis for the focus of the (EIM) as a forum for the railways’ lobbying collaboration area. security work during 2009. activities. Within the framework of Sweden’s Important issues during 2008 have involvement in the “Partnership for Peace”, Protection against criminality and fire included: Banverket has participated in Nato’s land Within this area, work is in progress to • contract between the State and the infra- transport committee, the Planning Board develop the organisation’s reporting of structure manager extending over many for Inland Surface Transport. International discrepancies. The aim is to be able to eval- years crisis management arrangements have uate and analyse incidents, which in turn • revision of the Trans European Network been developed, the ability to carry out can constitute a basis for strategies and • the EU’s action plan for freight logistics, international peace-promoting and human- preventive measures. A system has been which includes specific freight corridors itarian efforts has been made easier, and developed for the security classification for railways knowledge has been improved regarding of travel centres and hubs for passenger • reforming the rules for State support conditions and situations where different traffic, with the aim of facilitating the • technical harmonisation of the railways forms of transport are used in co-operation. prioritisation of protective measures in Europe Banverket has participated in interna- against criminality. • European Rail Traffic Management tional seminars regarding European System (ERTMS) critical infrastructure and security issues. International work • Sweden’s future chairmanship of the EU’s During the year, the work on critical infra- The rationalisation of Banverket’s interna- Council of Ministers. structure has also continued in dialogue tional work has continued during 2008.

35 Co-operation between Internal management and control must be Responsibility for internal management ck Banverket and the Swe- shaped on the basis of the operation’s and control follows the line responsibility needs. The Ordinance on Internal Man- and is integrated within the regular opera- dish Road Administration agement and Control (2007:603) stipulates tions. Managers within Banverket thereby demands for Banverket to ensure that have a clear responsibility to ensure that dba fee At the beginning of 2008, the Director- operations lead towards the task and the given preconditions are applied. The de- Generals of Banverket and the Swedish goals established by the Government. mands placed on managers at all levels are he r

t Road Administration (SRA) formulated an Banverket’s operations must be conducted summarised in Banverket’s seven manager O assignment to investigate a more in-depth efficiently, in accordance with applicable dimensions. collaboration between the two authorities. law and obligations pursuant to Sweden’s Banverket’s world is in a constant state The assignment encompassed the joint membership of the EU, reporting must be of change, and the same also applies to the planning of measures and the potential for reliable and accurate, and Banverket must demands and wishes of the authority’s joint functions in the fields of IT, tele­ be economical with governmental funds. customers and owners. This places consid- phony, human resources administration, Internal management and control must erable demands on Banverket’s ability to finance administration, information, prop- ensure that operations are conducted in acquire knowledge and translate this into erty registers, facilities management, pro- accordance with decisions, and that they planning. Banverket has therefore devel- curement, investment, administrative are planned, followed up and evaluated. oped and processed conceivable future services and expert support. The choice of Important elements included in this are scenarios. This work has included identi- objects was based on an assessment of risk analysis, checks, audits, following-up fying threats and risks. Working on the what could contribute to the greatest pos- and documentation. basis of these scenarios, extensive work sible benefit for the operations and pro- has been devoted to expressing the long- vide “more road and railway for the Internal management term direction of Banverket’s operations in money”, at the same time as satisfying the and control in Banverket a business plan. The business plan is very authorities’ commissions set out in the let- Banverket’s management philosophy entails important within Banverket’s management, ters of appropriation regarding the prepa- management by objectives and results. This and constitutes the starting point for all ration of common administration and IT. has been judged to be the most effective planning in a shorter time perspective. A collaboration staircase was defined form of management. Management by to provide the conditions for considering regulations (laws and ordinances), manage- Risk evaluation. Banverket’s operations appropriate forms of collaboration and ment by commissions and financial are extensive and complex in many development phases over time. management (budgetary frameworks) are respects, which also means that the opera- A joint wages service was established complements within the framework of tions are exposed to many types of risk. during the year, based at the SRA. management by objectives and results. The work on risk management is therefore The investigations resulted in a decision Management by objectives and results given a high priority. The work is intended input that aimed to establish common means that objectives are specified for primarily to identify and cost-effectively organisations within those areas that have an operation, that results information is deal with the risks that can affect the the preconditions to produce good co-ordi- produced systematically and that the results conditions for achieving Banverket’s goals. nation benefits: human resources centre, are analysed and judged against the estab- For this reason, risk management is contin- switchboard function, finance centre, lished objectives. The management must ually being developed and improved. property register, facilities management follow a common thread, from vision and Overall regulations for risk management and IT operations. Joint functions within overall objective down to short-term result have been in existence for several years. office service, diary, archive and library objectives. Demands are stipulated for risk analyses to are to be investigated further. The extended be included both in the formulation of collaboration in the fields of investment, procurement, social planning and expert support will continue according to estab- lished action plans. Collaboration staircase In addition to this, the authorities’ IT The collaboration between Banverket and strategists have worked during the year to the SRA can be extended in several stages. develop forms for a co-ordination of the authorities’ ordering functions, through a common IT strategy and co-ordinated Common tactical plans. organisation Common resources Internal management Common working and control methods Starting points Ongoing consultation The starting points for Banverket’s management are the owner’s demands Consultation and the customers’ expectations. Internal as required management and control are formulated so that they contribute to this.

1) On 20 January 2009, the Director-Generals of Banverket and the SRA decided to proceed in accordance with this decision input. The decision meant that, no later than 1 January 2010, human resources and finance administration operations would be carried out by the SRA, and that IT operations and telephony would be managed by Banverket. The rationali- sation potential has been estimated at more than SEK 100 million annually. The final saving will be calculated once the continued work has been made concrete.

36 Travel centre in Mölndal. The railway runs adjacent ck to the E6. dba fee he r t O

business plans and in the formulation of Risk analyses have been conducted to clar- The dialogue and the co-operation between management. These demands are expressed ify the risks and consequences that can various parties are central to Banverket’s in planning and follow-up instructions, arise as an effect of the decision to convert management. This entails a trusting co- and in the procedure for the management’s Banverket Consulting into a private operation between managers, employees and review. The management’s review entails a company and the planned privatisation union representatives, as well as a systematic systematic, recurring follow-up and evalu- of Banverket Production. and preventive working method targeting ation of Banverket’s internal management continual improvements. and control. Risk analyses are also imple- Control activities. The regular follow-up Banverket’s intranet – “Knuten” – consti- mented as necessary, for example in con- work demonstrates how well the operations tutes one of the most important communi- junction with an organisational change or have managed to satisfy stipulated require- cation channels. other circumstances that can influence the ments in the form of goals, budget, etc. The results of operations are communicated risk scenario. Comprehensive risk analyses From the follow-up, the need for measures primarily via annual, quarterly and are conducted in investment projects. is identified in an evaluation phase. During monthly reports. Communication takes These risk analyses can be implemented the follow-up, demands are stipulated for place via Banverket’s intranet and in in various ways depending on needs and the identification and documentation of conjunction with various meetings, such depending on internal and external circum- any new identified risks. as workplace meetings. stances. The combined risk scenario forms Certification procedures are formalised During the year, special communication the basis for the overall risk analysis on to safeguard necessary and systematic efforts regarding ethics and morals have which Banverket’s senior management (technically mandatory) checks of business been implemented. adopts a stance. incidents. If necessary, the systematic The combined risk assessment shows checks are supplemented with manual Monitoring and evaluation. Banverket that measures have been implemented in checks. Special follow-ups (verifications) bases its assessment of the quality of internal many cases and that the risk exposure has to ensure that procedures are being applied management and control on a number of thereby decreased, but that a number of and that checks are being performed (cer- fundamental procedures. measures remain to be implemented in tification procedures), and that any defi- The ongoing operational monitoring other cases. Significant measures have ciencies in application or functionality are provides signals regarding whether the been implemented to strengthen the man- being dealt with, must be implemented internal management and control has agement of investment activities and to continually and systematically. A number resulted in Banverket fulfilling its goals deal with cost increases in investment of checks and analyses have been carried and stipulated requirements. projects. The Swedish Rail Agency’s (now out to supplement the routine checks. The Efficiency and appropriateness of the Swedish Transport Agency) permit areas for these supplementary checks have management and control are followed up assessment is no longer deemed a risk, as been chosen on the basis of both signifi- through a common procedure, the “man- Banverket has received this permit. The cance and risk. agement’s review”. Such reviews take place high level of capacity utilisation and the at all levels within Banverket, and are ageing of the infrastructure are examples Information and communication. condensed ahead of the management’s of risks that are still topical. When it comes ­Information operations within Banverket reviews in Banverket’s management group to ERTMS, measures have been imple- should contribute towards the achievement and Board of Directors. An important mented in the City Tunnel project in order, of the overall goals. This places considerable foundation for the assessment is the internal using conventional technology, to reduce demands for the picture of Banverket and audit activity. the risk of traffic disruptions when the the picture of the railway to be positive and Banverket’s overall analysis of the out- tunnel is put into operation. The City clear, both internally and externally, which side world aims to provide signals that are Tunnel is being built primarily with in turn places demands for Banverket to important to the operation and that can ERTMS technology. communicate actively and professionally. provide incentives for corrective measures.

37 38 Banverket’s operational areas C Se Del Devel carried out by Banverket’s profit centres. the long term. Banverket also conducts commission operations. The majority these of assignments have been the general public and industry throughout Sweden that is both socio-economically and effective sustainable in paths as well as 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 Delivering network, train operational areas Banverket’s ommission ctora i ve oping B r paths y oftrain l l d u

ti op an e s e ve

rations and rk e

administration t ’ s rai l wa y n e twork

48 39 52 45 improving those parts of the process over process of the parts those improving at aimed year the during conducted been year. the of end the towards slightly increased has tenders submitting in Interest situation. pricing apoor and tion competi weak of aresult as procurements abandon to forced been occasionally only has Banverket increases. price major in not resulted it still has although tenders, the in position cost the affecting also is This tenders. submitting in interest reduced has which year, of the most throughout robust tracks. double to section Motala–Mjölby the of upgrading the to primarily applies This consequence. a as delays considerable with issues, permit by affected been principally has progress projects, a loan-financed few In of time. amount up a considerable have taken projects initiative joint and investments short-term The of projects. majority large for the reached. been has project Hallandsås the for timetable and budget a project regarding contractor the with agreement An corridor. railway Kirunavaara the for and the project has been granted permission LKAB with concluded been has agreement implementation the as project, Kiruna for made the been have also able advances Consider plan. to according now continue can project the that means which lished, estab been has Stockholm in Line City the for plan railway The well. progressing are Line Ådalen the and Malmö in Tunnel City the Both at rate. a good implemented been generally have activities investment The for both current and future travellers and purchasers transport. of Developing Banverket’s railway involves network Banverket planning and extending the railway network B Devel Kiruna C TAB City L City L Ådalen Summa other Investments, iväst väg Bana Tunnel, Malmö City Hallandsås osts for new investments new for osts A review of the planning process has has process planning the of A review very remained has market supplier The good been generally also has Progress 11 LE an Stockholm ine, ine A ve o r p ke ing , S E

K million t 10 55110

1 200 4,392 1 695 1 262 1 053 2008

859 90

’ - - -

s rai efficient progress. Table 11A 11B. and progress. efficient for areas development important are 14.5of months. average to an 5 months by more than fallen has time processing the that observed be It can year. the during permissions four on decided has Government The months. five been has plan per time processing average The December. in established was which Line City the including adopted, have been nine of year, which the up during drawn been have plans railway Eleven process. the of simplifications possible review to investigator an appointed ment has Govern The control. has Banverket which 2009. 2009. during available be will 76 million SEK remaining the that assuming is Banverket only has had SEK 139 at its disposal. million Banverket that mean appropriations these to applying however, restrictions For 2008, paid totocorresponding the grants Sweden. at appropriations its disposal has Banverket rules, applicable to the According 2008. in grants to have received projects the among are Link Eastern the and Göteborg in Triangle Reversing the Line, Haparanda the Tunnel, City The of railways. 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 investments and development within efforts for grants EU 215 in SEK paid has million Commission European the 2008, During investments rail for grants EU 9 258 1 596 5 147 2007 710 658 492 655 Planning quality and stable financing financing stable and quality Planning 0 Table 12. 7 464 1 666 3 908 2006 446 l 277 528 639 0 wa grants and Revenues Summa financing loan Other L L appropriations by Financing F TAB oan financing of electrical and telecomsystems projects prioritised of financing oan inancing new investments new inancing y n 11 LE B

e - twor

New •

Power •

railway existing The railway: Existing • sub-projects: three into divided is project Kiruna The 2012. in completed be must railway new The timetable. established to the adhering generally is project The LKAB. with into ofthe thefinancing projecthas beenentered An implementation agreement that regulates Road Administration. Swedish the and Vattenfall LKAB, Authority, Local Kiruna with co-operation close very in conducted being is project The timetable. Banverket’s changing not is this although forecast, than quickly more progressing are mining from resulting deformations The infrastructure. its and city the affect will

of 2011. There are currently 35 contracts 35of 2011. contracts currently are There date completion new the to meet working is project The ofrailway. new building the and railway existing of the upgrading Kir M The Åda The ajor projects ajor una progress. It is estimated that construc- that estimated It is progress. tion will start in spring 2009. 2009. spring in start will tion The work on railway plans, system system plans, railway on work The documents and detailed planning is in in is planning detailed and documents autumn, the project received permission project the received permission autumn, the During alternative. tunnel previous for the Kirunavaara railway corridor. corridor. railway Kirunavaara the for summer. summer. the during commissioned been has that runs above ground instead of the the of instead ground above runs that way can be used. be can way before the summer to choose a solution a solution to choose summer the before must be maintained until the new rail new the until maintained be must . LKAB’s mining operation in Kiruna Kiruna in operation mining LKAB’s

le railway:

supply: n Lin , S E K million

e. 10 55110 1 803 7 714

2008 The project comprises the the comprises project The The -114

786 362 A k

new

decision

converter 9 258 7 110 1 235 2007 385 617 -89

was

taken station

7 464 5 368 1 097 2006

749 174

76

39 Banverket’s operational areas Developing Banverket’s railway network 40 Banverket’s operational areas Developing Banverket’s railway network date of finished 2017the remains. but revised, being currently is timetable pal princi The issued. been has Tomteboda in tunnel concrete the for Arequest into. tered en was station Odenplan the with Tunnel 2009,for contract the Vasathe In January procured. been has station City the nel with Tun Norrström the for contract The swing. Work onTunnel Söderström the is full in is continuing. work contracts for main the 2009. negotiation week The of February forhaveoperations scheduled first been the water for permits regarding cations appli remaining the for negotiations cipal prin The force. legal gained has Torsgatan at tunnel work the for judgement mental environ The Line. City the for financing co- includes that Region Mälar the with enteredGovernment into agreement an the December, During 2009. February toplace in take is plan expected railway of the establishment the quest regarding re The October. during display on been have sub-project Årsta the for sessment as impact environmental the and plan way rail The force. legal gained have plans the that means This section. Line’s tunnel City forplan the railway and the plan detailed the both regarding lodged been had that to decided appeals Government the reject On 4 and Odenplan. at December, the City Tomteboda. Two be built will new stations to Södra from Stockholm Stockholm, central through tunnel a6km comprises project encompasses 12.8 km of double km 12.8 encompasses project The continuing. is Hallandsås through Ha Cit Kramfors. in inconvenience considerable it may entail although general, in timetable the to influence is not expected This centre. travel Kramfors the for plan detailed the against appeal an lodged has centrum” i “Kramfors 2009. early in completed be to expected is Bollstabruk and Kramfors Timrå, in centres travel for the planning Veda between The detailed and Bollstabruk. and Härnösand and Sundsvall between place taking is railway existing the of The upgrading scaffolding. falling involving accident the into Authority Environment Work Swedish by the investigation the for following the bridge over Älandsfjärden, superstructures the on work the resume to possible been has it summer, late the a good rate of progress. During maintaining are tunnels eight project’s The progress. in are for construction new contracts the All people. 800 employing are that progress in y Lin ll ands e, S e, å to s . ckh The tunnel construction construction tunnel The o lm. lm. The City Line Line City The

- ­ -

------calculation does not take this price level difference into account. into difference level price this take not does calculation as the high, too is slightly value the as a%, Outcome In prices. current at presented are values outcome The prices. 2004 January at plan is to according Cost levels. price indifferent presented are 13 intable values the that Note above. sented pre is not it is why which plan, revised the on taken has been 2007. upduring decision No drawn has been plan the of arevision for Aproposal Plan. Track Provision applicable the to according costs against outcome the Table compares 13 mentary agreement for the period from from period for the agreement mentary 31.12.2007, asupple and until up period for the agreement a conciliation in resulted contractor tunnel the with agreement An machine. boring a tunnel with constructed being are tunnels The tunnels. track single parallel two in are km 8.6 of which track, Other lines Other Totalt L Coast Blekinge vehicles rail regional for grants Government Ådalen L Ådalen V Norway/ Bergslagen through line Freight Haparanda L Haparanda L Freight Malmö Jönköping L Jönköping L Skåne Northern Main L Main Northern Göteborg Stockholm L Ore Iron L Central L Nynäs L Bergslagen Älvsborg L Älvsborg Main L Main L Dala F T out) (paid Total (studies) systems change gauge L Haparanda (studies) project signal STM E (construction) Triangle etc. Reversing Göteborg L Haparanda Tunnel (construction) City P P T Sala–Oxelösund E L Coast to Coast Svealand L Svealand L Mälar

West Coast L Coast West Western Main L Main Western Southern Main L Main Southern ab ab astern L astern ast Coast L Coast ast roject ärmland L ärmland ollowing up investments according to the Track to the according P investments up ollowing rojects for which T which for rojects le 13 le 12 le

ine ine through U through ine ine ine ine ine Skåne through ine ine V ink (studies) ine ine änern L änern ine ine ine ine ine ine ine: railway investigations and track track and investigations railway ine: (construction) ine ine ine ine ine ine ine ine Norrland pper E N grants have been paid ,S paid have been N grants -

Cost according according Cost the the meet to possible be not will it increased, been gradually has rate the though Even rate. able to anticipated work at the being not machine boring tunnel the in have resulted sections certain in conditions water and rock particular The 01.01.2008. to plan plan to 407 12 91 311 10 159 1 066 2 909 8 660 4 500 1 894 2 001 6 229 8 208 1 186 4 719 2 158 4 365 2 670 1 475 5 659 1 932 4 353 estimated finish date of 2012. Services Services of 2012. date finish estimated 407 148 499 710 963 157 227 257 437 376 533 47

E K thousand rovision P rovision Outcome Outcome 1 296 1 667 9 765 1 320 2008 400 290 148 298 498 301 224 116 135 857 153 410 270 175 855 29 57 42 26 95 61 4 9 4 9 8 2 6 lan, S lan, 2004–2008 Outcome Outcome 666 36 1 309 1 390 4 779 1 605 3 541 3 663 1 878 1 458 6 358 3 355 E 407 199 845 386 542 229 138 709 663 182 512 792 478 431 459 K million 64 40 98 36 69 52 Outcome Outcome 161 848 214 695 695 214 26 094 10 482 Grant

4 465 6 995 4 811 as a% 134 119 113 170 40 40 54 77 12 60 30 22 19 13 11 36 69 23 25 42 81 42 10 10 85 16 26 27 76 55 55 8 -

over in the middle of January 2009. January of middle the in over handed being is contract complete, the and is Lockarp in bridges the and tracks ing connect the on work The station. Hyllie at commenced has work installation The Line. Öresund the to up installed technology railway and built been has track station, To of west Hyllie completed. the been has work restoration the ground, Above space. station the in progress workin are installation and Building now complete. is section station underground new at the work concrete the all this, With year. the of end before the shortly completed was ramp, and Lower, tunnel Central Malmö for contract installation The platform. the and layer concrete sealing the with completed been has space station of the formation the year, the During to a close. drawing is station work atcrete Triangeln con The again. levels normal approaching is 2005, lowered since been has which groundwater, The precision. and accuracy great with out carried been has work the and estimated, than earlier months of acouple concluded was boring The April. in completed was elements, cated compli most project’s the of one process, by more boring six months. The than tunnel time construction of the a reduction means 2010, in opened be which will Tunnel City The project. the for timetable a revised Tunnel City ofpresentedthe 2008, summer the During Malmö. beneath running tunnels parallel two in are kilometres six ofwhich railway, of electrified metres 17 kilo approximately comprises project tan and Velanda were connected on 29 July were Velanda connected and tan - Trollhät between tracks double new The B Cit drilling. the with associated risks the and the Mölleback Zone) at aimed reducing zones (theweakness in the two Bjäre Zone adit***. The reinforcement work is in progress mid the reached machine boring tunnel the when on 102008, April achieved was project the in A milestone estimated. than more 28 is percent which 2008, during 1,445 metres advanced machine boring are now toin planned 2015. start The tunnel increased freight volumes. services, more high-speed trains and stations provide space for more commuter train commuter new with tracks double The project is divided into eight sub-sections. the of aspect construction railway The road between Göteborg and Trollhättan. upgrading to double tracks and a four-lane V ana y Tu ä nn g iV el, Ma el, ä st . lmö. lmö. The project encompasses The City Tunnel Tunnel City The

-

- - - construction of the tunnel through through tunnel the of construction (new line) section of the Eastern Link. Eastern the of section line) (new Åby–Linköping the for progress in also is study A railway Authority. Local Burlöv ue as an agreement has been reached with contin can Flackarp–Arlöv regarding work the Marieholm–Olskroken section. Marieholm–Olskroken the for obtained been also has Permission tion. confirma for submitted been has plan way rail the and section, Agnesberg–Lärje the for obtained been has Permission section. the of parts on progress in are contracts ground and section, Älvängen–Agnesberg completeis works plan and for the railway or exhibition The progress. in is documents ofTheconstruction design confirmation. sent forbeen has completeis plan the and plan railway the of exhibition the section, Velanda–Prässebo the On postponed. been has January in construction of start planned The section. Hede–Älvängen the for plan arailway establish to decision ket’s Banver regarding Government the with lodged been has appeal An implemented. been have also measures reinforcement ground Extensive summer. the during built have been track ofsingle new metres 1,300 Municipality, Ale through stages the On nowcomplete. are tracks double new of the a third around this, With service. into brought were Hede and Torbacken between double new tracks the December, 21 On plan. the with accordance in fully Göteborg and Alingsås. and Göteborg between capacity increasing regarding progress in is investigation An Skövde. and Hallsberg in stations at the progress in are disabilities physical forwith people We S We financing. external with made been have that investments include amounts specified The or started. completed been has that Plan Provision Track the of proportion the and line per Plan. Provision Track the with accordance in of line stretch per reported be will These accounts. annual the in reported be will to standards changes and timetable the from deviations significant of implementation, degree investment, overall planned investments, accumulated 2008, during investments Implemented Trackthe P Implementation of o u st Lin Coast st shows the investment volume volume Table 13 investment the shows t he e Lin Main rn Lin Main rn rovision P rovision e. e. In addition to the the to addition In e. e. e. e. Accessibility measures measures Accessibility The investigation investigation The

lan

-

- - -

Helsingborg Central–Maria section. Central–Maria Helsingborg on the for double tracks study preliminary the and Tunnel Söder the into investigation Helsingborg’s of City the in participating is Banverket Helsingborg, In (double tracks). Ängelholm–Maria between section the for out carried being is study A railway 2009/2010. in to start planned services with yard, rail of the adaptation functional for for Ängelholm, progress in is ments docu construction of development The year. the during service into were brought centre, travel Falkenberg including berg), (Falken Torebo–Heberg between tracks 2010. in Double to start planned services with to double tracks, upgraded being is Förslöv–Ängelholm the Hallandsås, section and in and around Sundsvall. around and in and section Stockholm–Gävle the Line, Coast East the of development future the regarding progress in are investigations Several 2010.to be ableduring expected to start is Construction and accessibility. capacity increased regarding Gävle–Sundsvall for Construction documents are being produced yard centre is and travel continuing. rail Insjön is in progress. in is Insjön gate at cycle and lation of a pedestrian instal The section. Krylbo–Uppsala the on measures speed-increasing for Link, Göteborg–Borås. Link, Western for the progress in is investigation An section. Borås–Kalmar entire the on progress in are measures crossing Level of Värnamo. exception the with control, traffic centralised have will Kalmar to Borås from section entire the this, After of 2009. start the by for ready be traffic to expected are projects The completed. being is sections Emmaboda–Kalmar and Borås–Värnamo the oncontrol traffic of centralised construction The year. the during service into brought was trains, for freight station apassing new box and asignal new including yard, Nybro rail Lin to Coast Coast Lin Main D Lin Coast East mitted axle load of 25 tonnes. The passing passing load of The 25 tonnes. axle mitted per maximum a with traffic for approved been has section Vännäs–Bastuträsk The Notviken. in station passing new for a progress in is Construction sioned. commis been has and complete is 2, 1 and stages yard, rail Luleå to plan. according going is yard of Umeå rail implementation a l a Lin e. e. e t An investigation is in progress progress in is investigation An h ro e. e. u The conversionThe of Uppsala g h U e. The conversion of of conversion The ppe r N orr l and

. ­

The The

-

-

- - - 41 Banverket’s operational areas Developing Banverket’s railway network as twork e y n l ar e wa l s rai ’ t e

rk station in Bastuträsk was taken into service as well as the construction of passing sta- Line has been taken into service. With this, rationa ve during the year. tions in Hemforsa and Segersäng, have the entire infrastructure is now in service. pe an been implemented. In addition, a new The Malmö Central rail yard adaptation

s o Northern Main Line. Bollnäs travel centre station at Gröndalsviken and a new 3-track project has worked during the year to ’ t oping B was opened during the year. solution in Nynäshamn have been opened produce construction documents, and the for traffic. An early implementation loan procurement process has been completed. r ke Devel Freight Line through Bergslagen. ­The has resulted in the project being able to be The project is being implemented in part

ve upgrading of Motala–Mjölby to double implemented earlier than planned. to adapt the rail yard to the new conditions,

an tracks has suffered delays due to an appeal i.e. with through traffic to and from the

B being lodged against the railway plan on Central Line. Platform extensions have City Tunnel. The platform extensions in the Motala–Norrsten section. It has now been completed on the line. Skåne have commenced. The extensions been supplemented and sent for confirma- are being implemented earlier than tion. Construction is in progress on the Iron Ore Line. The Kiruna project is con- planned in order to increase capacity Norrsten–Mjölby section. It is anticipated tinuing as described under the heading in conjunction with the opening of the that the double track will be completed Major projects. In addition to this, a rail City Tunnel. during 2012. Only minor measures have yard extension is in progress in Ljuså and been implemented on the Hallsberg– a new branch line is being built in Aitik. Freight Line through Skåne. The railway Degerön section, pending a further inves- The rail yard in Torneträsk has been study for the Kävlinge–Arlöv section is tigation into capacity enhancement. In extended to cope with meetings between currently with the Government for Tälle on the Hallsberg–Nässjö section, the 750 m long freight trains. The installation permissibility assessment. An appeal has construction of a new converter for the has been taken into service during the been lodged against the study. The railway electrical power plant is in progress. year. A new passing station has been study for the Malmö–Trelleborg section is Decontamination of polluted land in brought into service in Tolikberg. in progress. The railway plan and system Avesta Krylbo has been completed. The documents are in progress for the Åstorp– construction of a flyover at Lillån in Stockholm.In the Stockholm region, work Teckomatorp section. The adaptation of Örebro has commenced. is being conducted on the City Line, which the port line in Trelleborg has been is described under a separate heading completed in two stages, and further stages Bergslagen Line. An investigation and the above. In addition to this, a new signal box may become necessary. It has been production of a construction document are has been built and taken into service in possible to bring the port line adaptation in progress for a new point connection and Karlberg. In addition, a major reinforce- forward, as the Government has approved link to SSAB in Borlänge. ment of the power supply in the Stockholm Banverket’s acceptance of a loan from area is in progress, aimed at safeguarding Port of Trelleborg. Norway/Vänern Line. The main project on supplies to existing infrastructure and this section is called “Bana Väg i Väst” future expansions. A large number of Bothnia Line. The Bothnia Line is being (Göteborg–Trollhättan), which is described measures are also in progress within the built by a project company, Botniabanan above under a separate heading, and which Stockholm–Mälar Valley joint initiative. AB, that is owned by the state and affected is progressing at full speed in various stages. A new investigation has been launched for local authorities. The majority of the In Olskroken, a third converter for power the Riddarholmen Line between construction project has been implemented, supplies has been brought into service Norrström and Söderström. and staged completion is planned for the during the year. period 2008–2010. According to the agree- Göteborg. In the Göteborg region, the ment reached, the Bothnia Line will be Skåne Line. An investigation into increased construction of a freight train viaduct is leased to Banverket for administration and speeds on the Skåne Line has been launched. in progress on the Olskroken–Gubbero services. The first stage, 26 kilometres of section. The viaduct is being replaced, as new railway between Örnsköldsvik and Jönköping Line. Work is in progress on the old one is dilapidated. The tracks have Husum, was taken into operation in system documents aimed at rectifying de- been extended at Älvsborg rail yard, and October 2008. The section that is now ficiencies between Falköping and Nässjö. investigations are in progress regarding the being brought into service will initially be signalling infrastructure in the area. At used for freight traffic. It is anticipated that Mälar Line. The railway investigation for Skandia rail yard, signalling infrastructure the entire section from Nyland to Umeå the Tomteboda–Kallhäll section has been is being constructed. The replacement of (190 km of new railway) will be opened confirmed during the year, and the work signal boxes has commenced at Göteborg to both passenger and freight traffic in on the railway plan has commenced. Central. autumn 2010.

Svealand Line. A railway study for Malmö. The construction of the City North Bothnia Line. A railway study is in upgrading to double tracks on the Tunnel is continuing. See the report above progress for the Robertsfors–Skellefteå– Södertälje–Eskilstuna section is in progress. under the heading Major projects. On the Piteå section. Arlöv–Malmö section, the infrastructure Nynäs Line. The platform extensions for switching between right-hand and left- Haparanda Line. The upgrading of the between Västerhaninge and Nynäshamn, hand traffic to and from the Continental Boden–Kalix section is in progress. For the

42 as twork e y n l ar e wa l s rai ’ t Works tunnel to the e rk rationa

City Line at Torsgatan ve pe in Stockholm. an s o ’ t oping B r ke Devel ve an B

Kalix–Haparanda section, the new coastal and the procurement of regional rail vehi- on a declaration of intent regarding the railway, all the railway plans have gained cles. A total of SEK 166 million has been introduction of ERTMS. For corridor B, legal force during the year, which means paid out during 2008. The facilities that the work of achieving a declaration of that the work on construction documents have received Government grants include ­intent has not yet been completed. will commence in 2009, as will the actual travel centres in Uppsala, Gnesta, Mehedeby, All projects and activities linked to the construction. Älvkarleö and Marma. Grants for the ac- introduction of ERTMS in Sweden are quisition of vehicles have been paid to e.g. gathered under Banverket’s ERTMS pro- Ådalen Line. The Ådalen Line project is Västtrafik, X-Trafik, Östgötatrafiken, Hal- gramme. This includes areas such as tech- described above, under the heading Major landstrafiken, Upplandstrafiken, nical development, introduction projects, projects. Investigations are in progress Värmlandstrafiken, Länstrafiken i Väster- training and sectoral issues. The pro- regarding the railway’s future services in norrland and Jämtland. Government gramme includes an ongoing dialogue with and through Sundsvall. grants for small-scale measures have also the railway companies for co-ordinating been paid to Storstockholms Lokaltrafik and following up ERTMS-related issues. Bohus Line. The upgrading work involving and Blekingetrafiken. All the procurements are completed the introduction of centralised traffic con- and the development work for both ground trol between Göteborg and is Other measures. ERTMS (European Rail and on-board systems is in progress. The progressing. Restoration work following Traffic Management System) is the new five facilities that are acting as pilot lines a landslide in Småröd (north of Uddevalla) signalling system according to a European for ground system installations are the has also been implemented during the standard. ERTMS will help the railways to Bothnia Line, the Västerdal Line, the year. The adaptation of the station has stand up well to the competition with other Ådalen Line, the Haparanda Line and the been completed. transport alternatives, as well as making City Tunnel (with Malmö Central). The cross-border traffic easier. In the long Bothnia Line is first, and tests with vehicles Blekinge Coast Line. The electrification of term, according to European directives, have been conducted there. One stage has the Blekinge Coast Line is complete, and the system will be introduced in all EU been taken into operation and commercial complementary work has been in progress countries and will thereby form the foun- services are now running. Installation there during the year. dation for a common platform that will work is in progress on other sections of the simplify freight and passenger transport Bothnia Line and on the Västerdal Line. Other lines. A new traffic control system is across national boundaries. It will then not Discussions regarding the conditions being designed for the Västerdal Line, with be necessary to change either train or for a possible national system in respect of implementation planned for 2008–2010. driver, nor to have any knowledge about Government support for vehicle equip- An investigation is in progress regarding the different countries’ specific systems. ment are taking place between representa- double tracks between Södertälje and Port As part of the work of introducing tives of Banverket and the Ministry for of Södertälje. ERTMS in Europe, six freight corridors Enterprise, Energy and Communications. have been prioritised. Sweden is affected The basis for this is the difference in time Government grants. Government grants by corridor B, which runs from Stockholm between cost and benefit for the rail are paid out to transport authorities for to Naples. For each freight corridor, the companies when they introduce ERTMS regional public transport infrastructure included countries are expected to agree in their vehicles.

43 44 Banverket’s operational areas Delivery of train paths as paths

train l ar e

of y r ve i Del rationa pe s o ’ Delivery of train paths t r ke

Delivery of train paths means that Banverket produces and sells capacity on the tracks ve

to rail companies and traffic organisers. an B

Operations management unit. The establishment of this unit has meetings are appreciated by the customers. Operations management includes prepar- for instance entailed an increased ability Banverket will therefore extend the ing and establishing capacity allocation on to handle disruptions that require nation- number of days per meeting from two to Banverket’s infrastructure in the short wide efforts. three in future timetabling work. At the term. It also includes managing the agreed time for dispute resolution, Green Cargo traffic in a safe and effective manner, as Traffic planning and Östgötatrafiken AB registered a dis- well as limiting the effects of any disrup- Banverket processes applications regarding pute. All of these matters were dealt with tions. Banverket is also responsible for infrastructure capacity from organisations during the dispute resolution period, and supplying traffic information to railway that are entitled to operate or organise Banverket did not therefore need to reach companies and passengers. Operations traffic. Capacity allocation must be non- a decision regarding a congested line. management comprises traffic control, elec- discriminatory and competition-neutral. tricity power management and traffic infor- Allocation is performed in a planning Engineering works plan mation. The traffic is controlled remotely process that results in a timetable that covers In order to improve the clarity of the plan- from eight dispatch centres, and a number both international and national traffic, ning, Banverket has produced weekly maps of stations are also controlled locally. planned engineering works as well as spare during 2008 as a complement to the engi- The year has included a number of and residual capacity. Prior to the planning neering works plan. The weekly maps measures for improving transport quality process, Banverket publishes a network provide a better picture of the consequences in the rail system. These measures include statement, about which Banverket consults of engineering works. These were included the joint initiatives in the metropolitan with rail companies and traffic organisers. when the proposed engineering works plan regions, which are discussed separately. Capacity utilisation has been high was sent out in June, and they have been During the autumn, Banverket has also during 2008, and it is increasing further. positively received by the rail companies. focused on the punctuality of the X 2000 This entails increased risks of the infra- Banverket has also improved the procedure trains. The reason for this was the fact that structure in certain areas not being suffi- regarding enquiries concerning planned punctuality for this service fell to an unac- cient to meet all needs. In the event of a external construction projects that might ceptable level. By focusing on a form of dispute, and if the applicants cannot agree affect rail services. Enquiries are sent to transport that has performed relatively through voluntary co-ordination and administrators of infrastructure other than poorly and raising the quality of this, the dispute resolution, Banverket will declare the railway, such as local authorities, elec- impact on other forms of transport is part of the infrastructure to be congested. tricity companies and the SRA. For example, reduced. This results in better punctuality Banverket may also declare in advance that a questionnaire has been attached to ensure for these as well. the infrastructure is congested if there is the correct information is obtained. Banverket have commenced activities an obvious risk of a shortage of capacity It is important for engineering works regarding issues such as improved opera- (see the chapter Goals and Results, in the planning to follow a specific timetable. One tional communication, both internally and section A high level of transport quality. purpose of the timetable is to safeguard the externally. The information will be able to planning work so that the quality of the reach the correct functions more rapidly, Timetable, 2009 background data for the engineering and measures will be able to be implemented The work on allocating train paths com- works plan is raised. An important step in as early as possible. Speed reductions have menced with the application on 14 April raising the quality of the engineering been analysed and Banverket has worked 2008, and the final number of established works plan is to ensure that the required to shorten both the time and the length of train paths totalled 8,430. Around 50 measures in the infrastructure that are the reductions. percent of these were passenger trains and identified are also planned correctly from The cost in 2008 for overall operations around 30 freight trains. an execution perspective, in order to create management, including traffic information, During the process up to the establish- a sustainable timetable. Work is in progress was SEK 757 (667) million. During 2006, ment of the timetable, two working meet- aimed at clarifying the importance for the operations management’s ability to handle ings were conducted with customers, one entire operation of starting the planning disruptions to services nationally was before the proposal and one after the work at the correct time. reinforced through the appointment of proposal. Experiences from the external According to the timetable, the planning a national operations and co-ordination working meetings are positive, and the of 2010’s engineering works plan com-

45 46 Banverket’s operational areas Delivery of train paths Group forums, which are included in Rail Rail in included are which forums, Group Table Time and Managers Corridor the in active been has Banverket year, the During inE allocation Capacity for Hallsberg. purchased only is formation train At present, to competition. exposure of rate the to determine customers, the with dialogue in is, intention The chased. pur be possibly could operation formation train the where selected been 12 have yards, rail of 50 large basis on the Working competition. to exposure regarding a plan developed has Banverket project, Formation” Train “Strategy the In mation. for train regards as increasing are control and knowledge on Banverket’s placed thedemands traffic, of freight regulation de the and traffic increasing with line In Train formation plan. works engineering next the to prior lowed up for purposes monthly evaluation fol be will solution This off. called be can that for times operation and maintenance works a new engineering solution involving borderto test section Långsele–Norwegian on companies the rail the with consultation workedBanverket has in and maintenance, apply for capacity. companies rail the as time bysame 14 at 2009, the planned April for 2010works fully be must neering engi All November. in 2010 commenced during out carried be to works gineering en other of planning The June. in menced To ensure working times forTo times operation working ensure urope

- -

- - - - co-operation with the rail companies. rail the with co-operation in identified have been These Timetable. 2010 of the ahead designed be will tables needs that which existed, means that further the satisfy not really did tables the that It emerged Timetable. 2009 of the ahead were designed trains freight international date. change current the to keep wanted majority the that It emerged May/June). in changed were previously (they December in changed being timetables about think nies compa rail European what to a follow-up produced also has Banverket allocation. this regarding focus a changed in resulted This days. five statutory the than cations) (ad appli hoc trains for extra applications regarding times response longer have to RNE within on a proposal acted has Banverket For example, (RNE). Europe Net and development regarding socio-economic Investments in research allocation. capacity for process the of development the and costs of marginal pricing allocation, to the relating itto comes charges when example 2009–2015, period for the during bles timeta on work the of ahead do to intends Banverket what indicates plan action The 4. chapter appropriations, of letter verket’s Ban in supplement the with accordance in Communications, and Energy Enterprise, for Ministry by the requested plan action the submitted On 27 November, Banverket Other Pre-planned catalogue timetables for for timetables catalogue Pre-planned

- - - - also be seen there. seen be also can allocation capacity the in efficiency that was conducted in spring 2005. 2005. spring in conducted was that measurement acorresponding with pared com been have year the for results The other. • information • services and transport • transport rail international • Banverket with relations • Banverket towards attitudes • areas: development following on the based was survey The Banverket. towards tudes atti companies’ rail the chart to conducted was survey acustomer year, the During Banverket towards attitudes companies’ rail The extent than freight traffic companies that that companies traffic freight than extent toperceive a greater companies transport for except on ries, onePassenger point: catego company rail various the between appreciably notdoes of differ Banverket perception The 2005. in survey the in than worse2008 in too low, slightly also is and is customer-oriented be to Banverket ceive per that companies rail of proportion The transport. passenger in involved panies com rail than Banverket towards attitude tend tohave a more traffic positive freight with working companies Rail 2005. in 42 to percent compared 2008, in 39 percent was attitude a positive with companies rail of proportion 2005. The spring since cantly signifi changed not has Banverket towards The rail companies’ general attitude attitude general companies’ rail The dispatch centres. dispatch Banverket’s from Rail traffic is managed -

- - - - - ket’s marketing plan. plan. marketing ket’s Banver and services customer managers, role of account the companies, rail the with agreements access track statement, network the about knowledge increase to is these of purpose The arranged. be will campaigns information various employees, among internally knowledge increase further order to In customers. its with municates com Banverket how present to channels other establish to plans also are there and “Kundnytt”, newsletter the publishing been has May, from As Banverket 2008. in measures of anumber commenced has Banverket information, customer towards those parts of the network where where network the of parts those towards measures maintenance guiding for tools better obtained has way, Banverket this In class. infrastructure the within transport on the dependent are carriers freight and more passengers the higher are targets The etc. disruptions, of event operational the in consequences task, traffic volume, divided into fiveclasses depending ontraffic is network rail the where classes ture infrastruc developed has Banverket 2008, During to prioritise. necessary frequently it is and restricted, are out maintenance for carrying available are that funds The and reinvestments M transport. of ameans as way rail the develop to working is Banverket reinvestments and maintenance Operation, Reinvestments Other Maintenance management Operations S C T ab E osts for operation, maintenance and reinvestment and maintenance operation, for osts In order to contribute to increased increased to contribute to order In aintenance K million le 14 le A 5 927 3 424 1 717

2008

757 - - 28 - - maintenance work is heavily dependent dependent workheavily is maintenance The to competition. for exposure plan a with accordance in year each increases competition in procured is work that nance mainte of proportion The procurements. these in contractors external with petes com Production Banverket and procured are services Contracting contractors. of support the work with maintenance of the etc. management, operations and driving energy-efficient more lighting, yard rail whole. The work encompasses output losses, a as sector for the and for Banverket both consumption, energy at reducing aimed Work progress in is 2008. in prices tricity elec higher to due is increase This 2008. in 148 SEK to (130) million amounted network. rail the in traffic in increase the to linked be can increase This 153 to SEK 2008. amounted in (130) million initiatives. joint three for the 220 SEK million mately approxi aside set Banverket 2008, During region. Öresund the and Göteborg cover also to Stockholm from extended been having initiatives joint the to due primarily is this and 2008, during extent in creased developed. being also is (OPTRAM) data measurement for tool expert an manner, effective an in deficiencies with associated problems order to In analyse effect. nomic socio-eco greatest the have will effort the 2 996 1 499 5 031 2007 -131 667 Banverket implements a large proportion energy electrical for costs Banverket’s network rail the within forCost damage in have costs maintenance Direct 4 891 1 565 2 742 2006 , 645 -61 reinvestments telecom L reinvestments Appropriation-financed maintenance and operation Appropriation-financed reinvestments and maintenance operation, for grants and Income tab infrastructure rail state-owned the for services access for Charges maintenance and operation Total income Other oan-financed electrical and and electrical oan-financed le 14 le B - -

- - - - , S E K million track • renovation • and Kiruna between replacement track • Södertälje • were: 2008 during reinvestments main The railways. the around landscape open and a moreas beautiful well as bles, ca overhead damaged with association in disruptions of reduced 2015. is effect The 2012 in instead completed be will and plan, original the a more than rapid rate tained Nyköpingsån at replacement bridge • maintenance. in Efficiency section the in found be can costs section-specific track market. contractor this for preconditions good towards contribute to actively working fore there is Banverket and market, contractor awell-functioning of existence the on Table 14B. 2012. Table 14A. until continue to expected is Bridge old Årsta of the renovation The 2011. until to continue expected is bridge bascule Södertälje on work The 2008. during completed been has Nyköpingsån at replacement bridge the work, this Of on Vännäs in box signal of replacement • Iron Ore Line Ore Iron onborder the Norwegian the Line Western Main the Main Line through Upper Norrland. Norrland. Upper through Line Main the Line Main Southern on the The tree management project has main has project management tree The direct of the analysis exhaustive An

replacement

bascule

of

3 513 5 927 1 171 the 2008 194 514 535

old Vaggeryd–Skillingaryd

bridge

Årsta 1 060 2 965 5 031 2007

on 529 330 147

Bridge

the

2 807 4 891 1 016 2006

491 538 39 -

-

-

47 Banverket’s operational areas Delivery of train paths 48 Banverket’s operational areas Sectoral duties and exercise of public authority public transport”. Banverket has increased increased has Banverket transport”. public for share market the in increase significant “A as formulated been has transport public for goal overall and 2007. combined The December in Government the to reported was which Framåt”, “Koll entitled port, trans public of development the for action of programme national an on work the of aresult as particular in extended, been year. the during meetings four held has Council The duties. and role organisation’s each of sis ba the on 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 includes currently This railway. the for Council Sector the within year the during continued has players other alongside railway work tothe develop Banverket’s examples such of sectoralduties. co-ordination the of sector’s international activities and the provision competence of to the rail are sector duties, either itselfor in co-operation with other players. Research, development and demonstration (RD&D), players in the sector. The responsibility is also in reflected Banverket working on a large numberof sectoral developments within and the sector by being collective, supportive and adriving force in relation to other the rail are sector in line with the transport goals. policy Banverket takes this responsibility by following anAs authority with sectoralresponsibility, Banverket is responsible for ensuring that developments within ad Sec activities sectoral Overall C T (RD&D) demonstration and development Research, provision track and Timetabling Grant to the Inland L Inland the to Grant Total planning Contingency Consortium Bridge Öresund the to Grant ab osts for sectoral duties sectoral for osts The collaboration with the SRA has has SRA the with collaboration The le 15A le m tora ine inistration , S E l d K million

­ 2008 - - 111 289 579 107 u 13 55 4 • • include: year the during duties travel. climate-smart of favour in ­attitudes influencing and information as well as planning, for travel tools systems, ticket and booking information, traffic for tems sys national systems, escorting including measures accessibility hubs, transport the of level service and design location, the on work the promoting in involvement its ti of the work on covering freight transport result One country. the around regions several in councils transport freight regional conducting is Banverket climate-smart freight transport solutions, achieved thereby and industry with In town). good (The staden” a conducting projectgoda “Den entitled authorities, are local Uppsala and köping Norr Jönköping, as well as ­Regions and Authorities of Local ­Association Swedish the with together ­Planning, and Building Housing, of Board National the and SRA the Banverket, planning, social and planning transport To Examples of other important sectoral sectoral important other of Examples 2007 115 577 117 267

order 19 52 develop e 7 s and

to 2006

590 108 141 263

develop the 22 50 6

integration

the

collaboration Income Total Agency Management E Swedish the from Grant appropriations by Financing F T ab inancing sectoral duties sectoral inancing

between le 15B le

­-

-

mergency mergency Table 15B. Table 15A funds. and sector by financed is RD&D other while funds, Provision Track by financed are provision track ­towards directed are that activities RD&D The

The • to need, the research investments have also also have investments research the need, to maintenance. and operation as well as issues proprietor building logistics, on focused is attention special these, Within sector. railway the for important most are that areas research the strategic 15 identified has Banverket Imp (RD&D) demonstration and development Research, sector. to the of skills provision long-term the safeguarding of aim the with mented imple- been have activities of number of skills has been extended, and a and extended, been has of skills each year. each times of number a issued be will Godset Themagazine “godstrafiken.nu”. portal web the is transport of forms all In addition to being governed according governedIn toaddition according being eve ortant

sector-wide , S E K million wit nts 2008 560 579 535

work 6 h

r in on

2007 the e 577 330 550 s e 8

ar provision ch.

2006 590 560 538

8

and freight transport. The work within within work The transport. freight and passenger offield long-distance the within requirements research sible for developing respon is group working The Commission. European the for platform technology a is which (ERRAC), Council Advisory Research Rail European the within group climate. winter our work in that trains and speeds for higher – trains market Nordic for the trains new procuring when a guide as used be can that that has emerged resultwill in a specification knowledge The tested. and studied been have solutions technical and proposals ideas, trials, the with conjunction In km/h. 303 record is speed new The Töreboda. and Skövde between Line Main Western the on trainset Regina-type a modified with out carried been have tests speed the year, During phase. final its entering is (Gröna Tåget) trains high-speed regarding Group. Railway KTH and Charmec excellence: of centres two other Banverket’s is comparable with JVTC result, a As it. to extend potential the with years, four for run will agreement The railway. the tothe roads from traffic more freight to move need the mind in bearing tive, perspec European and international an in important also are issues These transport. on heavy emphasis the with maintenance, and operations into research with works JVTC University Luleå at (JVTC) Centre Research Luleå Railway the with agreement of aform framework the in support term area. the within environments academic the toand strengthen sector the development within to skills support aimed Banverket has also chaired a working aworking chaired also has Banverket programme research Banverket’s long- provide to decided has Banverket

- - research requirements. research new regarding pronouncements future for foundations one of the constitute will studies the from Experiences 2009. early in at a seminar processed be will studies of the results The sector. the and Banverket for important to particularly be deemed been have that environments academic and researchers certain to support provide These supports”***. “basic the ed includ also has study This 2008. and 2002 between research authority’s the terms eral gen in study to experts external alongside pronouncements. the for proposals project submit that consortiums in to involved be environments research Swedish and verket Ban enable which contacts make we can time same At the programme. framework seventh the in sion’s pronouncements Commis the influence to there potential the has Banverket as important, is ERRAC which the potential to measure stresses stresses to measure potential the which in 2008, in launched been has project research another project, this of a result As studied. been also has temperature free stress- measuring for methods improved of possibility The kinks. sun of occurrence the of predicting aim the with models numerical out using carried been work has project, the Within Banverket. by funded project aresearch in stability track lateral of Sweden have studied Institute Research SP Technical and of Technology University Chalmers one – example. are derailments in result can – athat phenomenon kinks Sun safer. railways the making of goal common the with areas, various within rai Re s l s During the year, Banverket has worked worked has Banverket year, the During e ar y st ch ch em. em. t h at Banverket finances research research finances Banverket

i mp ro ve s

sa fe t y y in

t

he he

-

-

- - is looking at problems associated with with associated problems at looking is The in its study phase. that is final currently study University is aLinköping preliminary perspectives. various from this studying are that projects research three running is Banverket harmed. not are are formulated in such a way personnel that instructions and procedures that to ensure work must continually Banverket elements. safety-critical includes that a workplace is trains. of ation evacu efficient more and safer to lead can that data underlying in resulted has project The group. areference in participated have Agency Services Rescue Swedish the and Agency Rail Swedish the manufacturers, vehicle companies, rail the of e.g. tives representa and project, the in participated have companies rail of Anumber sonnel. per control traffic and personnel train passengers, from collected been has mation Infor trains. stationary from passengers of evacuation the regarding procedures studied has Psykologi MTO company the suicide. preventing for strategies project made has also proposals for possible The suicide. how commit people and when where, about knowledge increased with problem. The project has provide Banverket the with deal to implement can Banverket measures preventive which into conducted were studies where University at Karlstad a project supported has Banverket sonnel. per railway’s the for a problem also but method. measurement a non-destructive is This studied. being is method frequency resonance a using tracks jointless in “Risk-taking onat the railway” “Risk-taking environment production railway’s The project, trains” from “Evacuation the In itself, in a tragedy not is only Suicide

- - - - - 49 Banverket’s operational areas Sectoral duties and exercise of public authority 50 Banverket’s operational areas Sectoral duties and exercise of public authority sick leave and early disability pension, but pension, disability early and leave sick diseases. cardiovascular and diabetes as such diseases chronic with associated is weight over Being sector. transport the within health ill of overweight-related amount a large is there that fact the is project to this background The system. rail the in safety hence and health their improve to help can sleep, and stress exercise, physical food, as such life, of ways better which in ways the to ascertain is aim The studied. are dispatchers and hosts train drivers, of train of life ways the which in a project 2010. early in discussed be will arrangement tinued con its and phase, initial its in is project The near-accidents. and to avoid accidents orin order onpersonnel thereby the tracks, drivers train and dispatchers between tion communica safer in result that methods propose to is aim The communication. safety-related on working is industry aviation the how with made being are comparisons University, Linköping at out service”,security which is also being carried research within this field. field. this within research for further need on the adopt a stance can study, Banverket preliminary of the sions conclu the on Based conditions. changed or due tois ignorance which taking, risk- subconscious as well as work, nance mainte of event the in disruptions traffic minimising as such risk-taking, conscious 10 to oper Administr GR 0 2 4 6 8 Improved health does not only counter counter not only does health Improved launched has Institutet Karolinska The In the project “Discussions with the the with “Discussions project the In % % % % % % APH �� ational v 2006 ation c 5,4 olume, pr osts inrelation ocen 2007 4,3 t

-

- - - -

million for 2008. for million 81 SEK totalled demonstrations ment and obtain external evaluations where justified. justified. where evaluations external obtain opportunity the has also Banverket world, academic the with co-operation close to Thanks operations. and facilities ty’s authori the of development the benefitting improvements, constant and ideas posals, pro employees’ together gather to is aim The operation. aproposal in employees 3,876 of participants. atotal covers study The Veolia. and Stockholmståg SJ, verket, Ban of representatives includes project The safety. traffic on influence positive a has turn in This wellbeing. general and stress with cope to capacity greater concentration, improved in results also traffic control. Table 16. control. traffic and maintenance for track to IBAB million 111 SEK of atotal out (115) paid has verket Ban 2008, During grants. Government through and charges transport through financed are operations IBAB’s line. the along authorities 15 the by local owned is which (IBAB), AB by Inlandsbanan tered adminis is line The Östersund–Gällivare. and Mora–Brunflo from sections the Banverket pays the transport charges for for charges transport the pays Banverket decision, to a Government According Ö The I The Ö L Inland to the Grants resund Bridge C Bridge resund Banverket’s costs for research, develop research, for costs Banverket’s own its covers also research Banverket’s n 3,7 l 2008 resund Bridge C Bridge resund Lin and e. The Inland Line comprises comprises Line Inland The onsortium onsortium ine and the the and ine administration Total duties Sectoral paths train of Delivery development Railway S centres profit the excluding Administration, Tab tonne-kilometres of inmillions kilometrage Freight K T kilometres of inmillions Passenger-kilometres ab E ilometrage on the Inland L Inland the on ilometrage K million le le 16 le

17

------Swedish and Danish currencies. Danish and Swedish the between rate exchange the in changes to due is 2008 in costs in increase The 289out SEK (267) paid million. Banverket 2008 In Link. Öresund of the construction the regarding agreement the with ance accord in Consortium, Bridge Öresund to the responsible are services rail which – are to be run efficiently. run be to – are duties sectoral and paths train delivering railways, the – developing areas tional opera main Banverket’s if needed is that support indirect and direct the ment and manage for costs the of given is account an provision, Administration the Under Administration to the main operations. main the to attributable not is directly work that other and follow-up are included Also level. systems at investigations and ardisation stand work, international development, business work, programme planning, term long- and short administration, resources and human financial service, ment, total SEK 107 million. Table 17. 107 13. Graph SEK million. total 2006 for appropriation provision track to the transferred have been that costs ing Correspond duties. sectoral and provision track 36:4, to appropriation appropriation from administration the redistributed being 110 SEK in resulted million which ations, ofappropri letter inBanverket’s definition in 2007, a change was there During 2006. 2007 and between comparable entirely Administration comprises manage comprises Administration The costs for administration are not are for administration costs The ine 2008 2008 148 647 493 72 6 6 2007 2007 667 181 478 , 75 8 6

2006 2006 -

200 745 108 532 -

-

- 13 - 5

- - 51 Banverket’s operational areas Sectoral duties and exercise of public authority 52 Banverket’s operational areas Commission operations Article 8 of the Export of Services Ordi Services of Export the 8of Article In foraccordance with export. services in Malmö. project Tunnel City the with connection in railway stations for localaffected authorities of and AB the construction of Botniabanan behalf on investigations include type this operations either.of Ongoing commissions surplus forthese commission financial of railway. There is noa goal of achieving to Banverket’s construction of new stretches linked commissions include also operations prices. electricity rising and services nues volumetheincreasing reflect ofrail reve increased The operation. this from surplus noa goal financial of achieving at low,services rail stable prices. There is for energy electrical provide to is operation this of purpose The services. train run to energy that companies sale of electrical the comprises largely units administrative out by operations carried Banverket’s centres’ activities. of the profitthe overall reporting regarding sections following the in detail greater in presented is operations commission Table 18. the from seen be can operations mission com external of results and scope The commissionoperations E centres also out commissions carry for Banverket’s administrative section. The majority these of commissions have been carried out by Banverket’s profit centres. Banverket’s profit Commissions for external customers have been conducted in accordance with Banverket’s instructions. Co Total services Other Result = result after net financial income/expense. financial net after =result Result services Telecom services Contracting E T xternal ab xported services xported External commission operations include include operations commission External commission units’ administrative The commission external the of share The external of share centres’ profit The le 19 le mm

, S ission o E K million 2008 28 51 17 6

Income 2007 122 150 10 17 2006

- 58 19 37 -

2 -

partially exposed to competition. For these For these competition. to exposed partially is Production Banverket the that means This basis. same the on procured partially are operations maintenance and tion Opera competition. to subject entirely are Consulting Banverket within operations the and Production Banverket by ducted con operations contract that means This Act. Procurement Public of the provisions the with accordance in basis a competitive on design, as well as works, conversion and external companies. by also although Administration, the in units management the by primarily sioned commis are that assignments on earned income through operations their finance units The training. and services processing data telephony, IT, for capacity network supply, of materials areas the within provided are services Additional areas. railway-specific within production tenance main and operation construction, as well as contracts rail management, construction and project design, surveys, comprises tres Service. Materials Banverket and Centre Training Banverket ICT, Banverket Consulting, Banverket Production, Banverket 2008: during centres profit five had Banverket P exported services is given in in given is services exported (1992:192), nance a separate account of 2008 rofit centres -48 Banverket procures new construction construction new procures Banverket cen profit the by performed work The -29 -15 -5 E

xpenditure pe 2007 -181 -160 -12 -9 2006 -55 -37 -16 rations -2 2008 -1 3 2 2 Table 19. P

rofit/loss 2007 -32 -38 1 4

2006 1

- 3 0 3 0 - - - - demands key ratios and returns that are on are that returns and ratios key demands Banverket management, its in that means This forms. corporate under possible as far as exercised is profitcentres verket’s Ban within management the Banverket, to some extent. operations commission external own their conduct units the All neutral. competitively are apply that conditions financial the units, M Profit/loss Profit/loss Income activities Training Income C Profit/loss Income services Telecom S E T Income commissions external profit/loss, Total Income other operations, commission external Total Profit/loss Income commissions external Other Profit/loss Income E Income centres profit operations, commission external Total Profit/loss commissions external revenue, Total Profit/loss P ab sales lectricity rofit/loss operations consultancy and ontracting E xternal commission operations commission xternal supply aterials According to demands from the owner owner the from to demands According K million le 18 le 1 164 2 963 1 412 1 551 2008 248 494 213 820 83 21 83 24 55 0 0 0 7

1 444 1 009 2 976 1 532 2007 100 100 790 243 475 435 13 24 76 2 0 0 9 0 1 580 2 891 1 311 2006 , 946 296 634 740 251 - 48 98 98 24 43

0 0 0 7 0 Production be converted into a private aprivate into converted be Production Banverket that investigation original the in proposed also It was privatisation. this of ahead preparations on SRA the and Offices Government the alongside worked has Banverket year, the During AB. Consulting Vectura company the in 2009 1 January from as Services SRA’s the and Consulting decided to amalgamate Banverket Consulting has Sweden’s Parliament bill, and tion Production as for private companies. private for as Production Banverket for level same the to adjusted are contributions security social the neutrality, competitive achieve to order In burdened with “tax” and provide a dividend. therefore are They for companies. applies that of regulations system on the based is management the that mean also forms Corporate sector. of rest the the with a par Following the Government’s investiga Government’s the Following

- million. The proportion of internal assign internal of proportion The million. 1,550 SEK or (1,532) (25.4) percent 26.6 to nowamounts proportion The marginally. only although increase, to continuing is year. previous the in as level same the mately approxi at remained turnover the centres, profit other For the of 8 (6) percent. growth a reported Consulting Banverket Service. Materials Banverket within a decrease also was there although Production, Banverket within was decrease largest The million. (6,028) 5,820 to million 208 SEK by year the during decreased has centres profit Production. Banverket regarding proposals investigation’s the of a result as taken yet been has decision 2010. No 1January from as company The proportion of external assignments assignments external of proportion The for the turnover net combined The

- - or SEK 2,622 (2,755) million. (2,755) 2,622 SEK or to amount 45.0 percent (45.7) insignificant by an fallen has competition won in ments 28.9 million. There are also costs within within costs also are There 28.9 million. to SEK amount and costs operating other among included are Consulting Banverket of privatisation the for year the during costs The costs. administration and costs sales between and costs administration and costs production between sifications reclas to due is increase this of Some lion. mil SEK to 478 (407) amount centres profit for the costs administration total The year. to year from amounts large by increasing 2005. and 2006 both in at 86 percent stood having after 2007 atpercent, 84 in as level same at the remains costs to production utable The proportion of net turnover attrib turnover net of proportion The Sales and administration costs are are costs administration and Sales

- - - 53 Banverket’s operational areas Commission operations 54 Banverket’s operational areas Commission operations during the year. year. the during applied that rates interest the with million -58 (-64) SEK at lower 6million SEK was (406) income/expenseNet million. financial 266 to SEK amounted income/expense financial net after to(7.8)Profit 5.6 percent. decreased margin operating The million. privatisation. mented imple the with connection in archiving to relating measures and issues for rily prima section, administrative Banverket’s liabilities Current liabilities Total liabilities and equity Total liabilities long-term Other Net turnover centres Banverket’s for profit account expenditure and Income T Income Income E operations centres’ profit The T assets Total bank and Cash assets current Other Assets S centres Banverket’s for profit sheet Balance T loans long-term Internal Provisions equity Total Production costs inprogress work and Stock assets Fixed E year the for profit/loss Net equity Internal E P Gross profit Sales costs Administration costs year the for profit/loss Net income/expense financial Net Items affecting comparability Other Operating profit/loss Net financialincome/expense P ab ab ab liabilities and quity xpenditure rofit/loss afterrofit/loss netfinancialincome/expense rofit/loss E Operating profit fell to SEK 324SEK to (470) fell profit Operating K million le 20 le le 23 le 21 le -1 464 1 550 2008 e 86 82 -4 commissions xternal -1 425 1 532 2007 100 107 -7 2008-12-31 -1 205 1 311 2006 , S 106 98 -8 E 4 104 4 104 1 206 1 812 1 667 2 292 1 170 2 435 K million

- 500 980 146 23 83 0 -

2007-12-31 (1,649) million. Dividends during 2008 2008 during Dividends million. (1,649) 146 of SEK year (241) 1,812 to SEK million the profit by for the increasing is equity debtors. On the side,liabilities shareholders’ trade decreased to due mainly decreased, have that assets current the primarily it is side, assets On the (4,328) million. 4,104 SEK to nowamounts total sheet that tookmillion place in 2007. The balance 408 SEK totalling infrastructure MobiSIR of transfer large-scale the following again to fall begun has total sheet balance The 1 340 1 408 1 649 1 487 1 092 4 328 4 328 2 679 2 510 -2 545 241 478 2 622 2008 , 75 26 0 77 78

Internal commissions 1 2006-12-31 -2 597 2 755 2007 2 260 2 518 3 951 3 951 1 433 1 322 1 245 1 178 1147 158 153 544 111 -5 63 33 0 -2 250 2 261 2006

11 -5 6 , S Operating margin, total, % total, margin, Operating E E equity. average to relation in tax) internal and allocations year (after the for profit/loss Net equity: on Return C employed. capital average to relation in items financial net plus profit/loss Operating employed: capital on Return turnover. net to relation in profit/loss Operating margin: Operating K T Number of non-tenured employees at year-end SE investments, after flow Cash % employed, capital on Return % commissions, external margin, Operating % to competition, subject commissions Internal Definition of key ratios of key Definition SE infrastructure, and intelephony Investments SE infrastructure, and telephony excluding Investments, E % equity, on Return E competition to subject not commissions Internal EEquity in relation to the balance sheet total. sheet balance the to relation in EEquity ratio: quity/assets ab apital employed: Total assets minus non-interest-bearing liabilities. non-interest-bearing minus assets Total employed: apital quity/assets ratio, % ratio, quity/assets xternal commissions as a percentage of total, % ey figures K million le 22 le -1 487 1 648 2008 106 161 -55

K million -4 939 K million -1 535 5 820 2008 1 741 2007 -478 881 324 266 206 154 -70 -58 -52 -1 -7 previous year. year. previous the to compared significantly decreased have creditors trade liabilities, current the Among 58 (69) million. SEK at made been have funds accruals to Provisions 23.6 (74.8)to SEK million. amounted detail. Table Table 20. 21. Table 22 detail. in more profitcentre of each operations and results the on comment and present These 2008. for reports annual own their publishing are ICT Banverket and sulting Banverket Production, Banverket Con Banverket Production, Banverket K million -1 645 1 802 2006 109 157 -48

3 868 2008 -5 087 44,2 6 028 10,8 26,6 45,0 2007 168 169 -407 8,4 5,6 5,6 940 470 406 86 -96 -64 33 0 -5 495 5 820 2008 266 324 -58 3 956 2007 38,1 25,4 15,6 16,5 45,7 122 -5 557 7,8 7,0 62 47 6 028 Totalt 2007 406 470 -64 . -5 101 -4 636

5 374 4 012 2006 5 374 2006 2006 -104 -382 24,4 36,3 42,1 739 273 213 113 138 236 213

273 -60 -60 8,0 9,8 5,1 7,9 21 0 - Banverket Production as rations

Banverket Production is one of the leading players on the Swedish railway market when The proportion of sales to customers other than Banverket is continuing to increase e op l ar e it comes to operation, maintenance and engineering works. The operations are conducted slightly, and amounted to 18 (16) percent or SEK 703 (691) million. in five business areas: Service, Contracting, Machinery, Telecom and Engineering. The The operating margin amounted to 2.7 (4.1) percent and operating profits to SEK 107 proportion of Banverket Production’s operations that are subject to competition now (178) million. The owners’ requirement for 2008 was 3.0 percent. stands at 77 (74) percent, and the share is continuing to increase. During the year, extensive work has been devoted to creating a uniform working

Net turnover decreased by SEK 361 million to SEK 3,955 (4,316) million during the method following the merger and restructuring. A joint working model, results-oriented ommission C year. This decrease took place primarily within the Contracting business area, at SEK management, has been adopted towards the end of the year. rationa

553 million, and is largely due to the absence of orders for track replacement compared In a survey of fixed and variable costs within fixed prices, Banverket Production has pe to 2007. Competition within the business area is continuing to increase. The number been able to demonstrate that these have fallen by 1.7 percent compared to 2006. s o

of allocation decisions against which appeals were lodged is also increasing, which has The number of non-tenured employees has fallen by 110 people during the year, and ’ also affected the number of tenders that have been able to be completed during 2008. stood at 3,049 (3,159) at the end of the year. Despite the reduction in staff, personnel t The margins for the projects that have been won remain small. The main competitors costs remain at approximately the same level, as the reduction in costs is balanced by are Strukton, Balfour Beatty Rail, Baneservice and Volker Weiss. the salary increases of 3.4 percent during the year. r ke

Turnover within Service is continuing to increase, by SEK 107 million to SEK 2,098 (1,991) In a Government bill, the Government has recommended the possible privatisation of ve million. Many contracts have been taken on from the outset with small margins and with Banverket Production, possibly in 2010. However, no decision has yet been taken on this a format whereby the contract sum falls over the years. For Banverket Production, this matter. The preparatory measures that have been implemented by Banverket Produc- an B means that a great deal of energy has to be focused on streamlining and new working tion to date are included among operating costs for 2008. methods. Dialogue has been conducted with customers in order to develop improved service agreements and a smoother tendering process. This year’s Customer satisfaction Table 25 index survey produced a result of 75 on a scale of 1 to 100, which significantly exceeds the K ey figures 2008 2007 2006 previous result from 2005 of 64. The measures that have been implemented via the joint Operating margin, % 2,7 4,1 1,2 ventures in Stockholm, Göteborg and the Öresund region have been successful as a step in Return on capital employed, % 11,2 18,7 4,7 improving punctuality. During the year, Banverket Production West and Banverket Delivery Division have been awarded the FIA’s (“Renewal in the Construction Sector”) quality award Return on equity, % 6,1 11,4 -0,1 for the best operation and maintenance contract in 2007 on the lines in Värmland. Equity/assets ratio, % 58,9 50,5 43,5 Tendering success for commission subject to competition stands at 63 (62) percent in Capital employed, SEK million 984 950 968 total and 77 (59) percent in relation to Banverket’s purchasing units. Investments, SEK million 138 88 110 Cash flow after investments, SEK million 23 131 -2 Table 24 Number of non-tenured employees at year-end 3 049 3 159 3 205 Income and expenditure account, SEK million

E external commission Internal commissions Internal commissions not subject to competition Totalt 2008 2007 2006 2008 2007 2006 2008 2007 2006 2008 2007 2006 Income 703 691 667 2 347 2 505 1 821 906 1 120 1 253 3 955 4 316 3 741 Expenditure -693 -689 -627 -2 298 -2 373 -1 836 -857 -1 075 -1 233 -3 848 -4 138 -3 696

Profit/loss 9 2 40 49 132 -15 49 44 20 107 178 45 Net financial income/expense -1 -2 -1 -2 -6 -6 -1 0 -2 -3 -8 -9

Net profit/loss for the year 9 0 39 47 126 -21 48 45 18 104 170 36 Banverket Materialservice Banverket Materials Service is responsible for the provision of strategic rail materials the year-end by SEK 50 million compared to SEK 23 million at the end of 2007. for all of Banverket’s infrastructure. Banverket Materials Service is also responsible for Early information about materials requirements for planned projects, and the work the flow throughout the entire logistics chain from manufacturer to administration that is carried out prior to delivery, constitutes an important part of the work on safe- throughout the entire lifetime of the infrastructure. The external market comprises guarding materials supplies in a cost-effective manner. The areas where there is good sales to contractors as well as to transport principals for other rail infrastructure. long-term planning also display clearly better results. During 2008, Banverket Materials The total sales volume decreased by SEK 93 million to SEK 1,410 (1,503) million during Service has continued to improve the dialogue with its customers in order to provide a the year. Sales of materials to customers outside of Banverket continued to increase, foundation for improved materials supplies forecasts. Both the level of service at 77 (72) however, to 494 (475) million, with deliveries to the Bothnia Line as the largest single percent and delivery precision at 95 (94) percent from Banverket Materials Service have project and to contractors such as Balfour Beatty Rail, Strukton and Volker Weiss. been improved, although when customers are planning their orders, they still want 46 The year has also been characterised by considerable anxiety on the raw materials (48) percent of all ordered goods within one week. The objectives for 2008 were a level of markets and the financial markets, with large price increases for steel, fluctuations in service of 90 percent and a delivery precision of 95 percent. To support Banverket’s invest- prices for fuel and poorer exchange rates as a result of a weaker krona. The situation ment in increased punctuality, local stores of spare parts have been allowed to increase. whereby Banverket Materials Service, according to the current agreement with Ban- Investments during the year in the central warehouse, forklift trucks for stock han- verket’s administrative section, is only able to adjust the prices once each month has dling and computer systems have amounted to SEK 12 (15) million. resulted in Banverket’s Materials Service not immediately being able to compensate for Profit after net financial items amounts to SEK 5 (29) million. The operating margin is price increases, but instead having to bear these itself. This has affected the results for 1.8 (2.8) percent, which is 1 percent lower than the owner’s requirement. the year. Another factor affecting results has been the correction to the stock value at

Table 26 Table 27 Income and expenditure account, SEK million Key figures 2008 2007 2006 2008 2007 2006 Net turnover 1 410 1 503 1 306 Operating margin, % 1,8 2,8 2,4 - of which external commissions 494 475 296 Return on capital employed, % 6,2 10,8 9,0 Operating profit/loss 26 42 31 Return on equity, % 4,5 18,8 17,2 Net financial income/expense -21 -12 -9 Equity/assets ratio, % 22,8 20,2 19,8 Profit/loss after net financial income/expense 5 29 22 Capital employed, SEK million 453 390 386 - of which external commissions 7 9 7 Investments, SEK million 12 15 0 Cash flow after investments, SEK million -58 17 -56 1 Measures how well Banverket Materials Service meets the customer’s first desired delivery date Number of non-tenured employees at year-end 58 56 55 2 Measures how well Banverket Materials Service fulfils its promise to the customer 55 56 Banverket’s operational areas Commission operations year the for profit/loss Net E ,S account expenditure and Income T income/expense financial Net E Income P costs amounts to SE to amounts costs privatisation excluding profit operating The privatisation. for costs including percent, costs. marketing separate by up eaten been has year,margin this the as profitability any reporting not inSE brought inDenmark made been have SE to percent. 4–5 around by risen have costs wage while percent, 1.9 a consequence of the continued price strong changescompetition, have abeen moderate SE to amounted sub-consultants discontinued and replaced with a questionnaire to certain major clients. major certain to aquestionnaire with replaced and discontinued been has survey customer year’s previous The fields. land and telecom signal, electrical, track, the within primarily agreements, framework through procurement for tunities oppor considerable has created year, Banverket the During AB. Rail Beatty Balfour and SL been have customers major Other turnover. WSP. and Services Consulting as SRA The major competitors are SW are competitors major The concrete. made were maintenance and operations within needs increased as the time same the at initiated, being projects investment of number alarge to due was growth company. new the join to opportunity the given were Consulting Banverket within personnel All 2009. 1January from starting V company, anew into Services Consulting SRA and Consulting management. to phases early from railways, of construction inthe stages all the spanned operations The management. construction and project and design, investigations, within existed expertise Specialist structure. infra railway on focus the with activities consulting conducted Consulting Banverket ab xpenditure xpenditure rofit/loss Operating profit amounts to SE amounts profit Operating amounting increase, to continued have Banverket of outside customers to Sales Net turnover during the year amounted to SE to amounted year the during turnover Net net of 76 for (78) percent responsible being customer, largest the is still Banverket The market for technical consultancy services within railways grew during 2008. This This 2008. during grew railways within services consultancy technical for market The Banverket amalgamate to decided Parliament Swedish the 2008, December In le 28 le K 117 (99) million or 24 (22) percent of turnover. The specific investments that that investments specific The turnover. of 24K 117 (22) or percent (99) million Banverket Consulting Banverket K 28.9 million, producing an operating margin of 8.1 percent. percent. 8.1 of margin an operating producing million, K 28.9 e operations commission xternal 2008 -106 117 12 11 E 1 CO Sverige, ÅF Infrastruktur and Rejlers Sverige, as well as well Sverige, Rejlers and Infrastruktur ÅF CO Sverige,

K 87 million, although with little impact on profits. As profits. on impact little with although K 87 million, K 10 (34) million, with an operating margin of 2.2 (7.7) 2.2 of margin an operating with K 10 (34) million, 2007 -88 99 12 12 1 K 11 million. However, the investment is investment the However, million. K 11 , Botniabanan, the SRA, Banedanmark Banedanmark SRA, the , Botniabanan, K 482 (447) million. The proportion of of proportion The million. (447) K 482 2006 -64 73 9 0 9 E K million ectura Consulting AB, AB, Consulting ectura operations commissions Internal 2008 -337 365 28 31 3

2007 -325 347 25 23 - 2 - 2006 -319 347 28 27 regarding removal of fines. fines. of removal regarding example for negotiations, successive following discontinued be to able has been project SE of SE by down written been have assignments price year, fixed- the During fall. to continued has assignments fixed-price of number The units. Banverket other within employment gained left who those 8of and Banverket, from came 22 employees, new 84 the Of percent. (13.0) 18.5 to amounting level, at ahigh remained has turnover Staff people. personnel. management and administrative affected has primarily which work, privatisation the by extent SE of bonus avariable to given been SE to amounting personnel management and administrators for time internal include costs privatisation The Operating margin, % margin, Operating K T Investments, SE Investments, SE employed, Capital E % equity, on Return % employed, capital on Return Cash flow after investments, SE investments, after flow Cash year-end at employees non-tenured of Number 1 ab quity/assets ratio, % ratio, quity/assets Banverket Consulting’s fixed-price undertakings are primarily in the field of design. design. of field the in primarily are undertakings fixed-price Consulting’s Banverket (459) 463 at unchanged less or is more employees non-tenured of number The small very to a affected been has only (74.0) 74.2 and to amounted ratio billing The ey figures le 29 le K 2.7 million for anticipated losses for the Malmö Central rail yard adaptation adaptation yard rail Central Malmö the for losses anticipated for million K 2.7 competition to subject not commissions Internal K million 2008 -29 -29 -29 K million 0 0

K 7.6 million. Within the operating profit, consideration has consideration profit, operating the K 7.6 Within million. 2007 K million 0 0 0 0 0 K 4.5 million. There was no variable bonus for 2007. for bonus variable no was There million. K 4.5 2006 0 0 0 0 0 K 3.3 (6.0) million. L million. (6.0) K 3.3 2008 46,9 13,5 463 114 2,2 9,7 13 13 2008 -472 482 10 15 4

2007 ast year’s provision provision year’s ast 25,8 35,8 50,7 103 459 7,7 37 4 2007 Total -412 447 34 37 2 2006 54,2 23,8 33,0 2006 102 474 -383 8,2 420 36 37 7 0 1 income/expense has decreased to SE to has decreased income/expense equipment. SE to amounted SE of expenses ininterest areduction and of S in costs increases are depreciation by The cost a compensated reduction income. increased attributable is directly increase cost the of Part markedly. increased also have costs Operating individuals. 13 by increased having employees non-tenured SE by increased have costs personnel that fact is the incosts increases the for explanation One percent. 11 by increased also have sales for Costs 73percent. 69to from increased have turnover SE or 26 to (30) percent fallen have E area. business services transport Rail and the within items one-off by SE to 2009. until results any show not will and inprogress still are which of anumber conducted, been have projects improvement of number alarge addition, In keys***. distribution of aid the with and level ageneral at areas business three the report to possible been has only it 2008, For model. accounting plan and business aa new new developing at aimed out carried has been work extensive year, the During technology. communication and information within solutions turnkey with customers provide to order in implemented was merger This ICT. Banverket within economically merged been also have units these 2008 January 1 from and integrated, were IT Banverket and Telecom Banverket operations 2007,June former the On1 services. operational and Network and services Office-related services, transport and Rail areas business the within conducted are Operations companies. large and companies rail companies, telecom comprise customers Other units. Banverket’s to are sales the of majority The workplaces. IT and applications IT infrastructure, IT of support and administration operation, as the as well facilities, telecom in Banverket’s investment and of administration and operation the for is responsible ICT Banverket Demand for train driver training has more or less disappeared. The proportion of sales sales of for trainDemand trainingdriver proportion The has or disappeared. more less courses. non-technical the within and courses dispatcher train and signal within vehicles, to relating courses safety as regards increases by compensated been have insales tions reduc The systems. telecom within low been has also Demand in2008. electricians of shortage a continued reported that sector the engineering markedly, the fact despite has declined courses isIt surprising tothat the note demand for electrical-related for S being responsible in toProduction sales Banverket the reduction with in 2007.that achieved the turnover Centre record fell turnover to S Net operators and contractors. transport administrations, rail within lie markets principal The customers. external to courses sells also Centre Training Banverket The sector. rail the within training and development skills Banverket’s of majority the for is responsible center training The commissions external which - of profit/loss Operating turnover Net turnover Net T income/expense financial Net P commissions external which - of year the for profit/loss Net income/expense financial Net P E

Income Income E account expenditure and Income T ab ab The operating margin amounts in total to 21.9 (26.0) percent. Profit after net financial financial net after Profit percent. (26.0) 21.9 to intotal amounts margin operating The amounting 2008, during slightly has increased ICT Banverket for turnover net total, In In terms of sales, the operation has done relatively well, although it did not achieve the the achieve not did it although well, relatively has done operation the sales, of terms In income/expense financial net after rofit/loss xpenditure xpenditure rofit/loss le 32 le le 30 le K 822 (814) million. The increase in turnover has been influenced to some extent extent some to influenced has been inturnover increase The (814)K 822 million. K 99 (74) million, with the largest investments relating to wavelength wavelength to relating investments largest the (74)K 99 with million, Banverket Training Centre ICT Banverket , S K 22 million, which can be explained in part by the number of of number the by inpart explained be can which million, K 22 E K million e operations commission xternal 2008 -157 213 55 55 -1

K 213 (243) million. Production costs in relation to to inrelation costs (243)K 213 Production million. K 142 (166) million. K 142 (166) million. 2007 -164 243 78 76 K 8 million. Investments during the year year the during Investments K 8million. -2 2006 , S -202 251 49 43 -6 E 2008 K million 61 24 -1 1 0 0 2007 Internal commissions operations operations commissions Internal E K 61 (64) million, xternal sales sales xternal 64 24 -1 2008 5 4 1 E K 6 million. E 0 0 0 0 0 K 10 million

2006 2007 - 57 24 -1 1 0 0 0 0 0 0 0 2006 tions will also continue in2009. continue also will tions connec redundant improving of work year. The the of end the towards achieved was but of 2008, third first inthe reached not was This 99.7percent. at set has been sibility acces for goal The systems. administrative and traffic-related rail affected have which 2008. during rate aslow at proceed to that customers are demanding. The project for phasing out signal telephony has continued services the of composition customer-oriented inamore resulted have that conducted been have activities of year, anumber the During 2008. during over taken been have facilities MobiSIR new No systems. train-related for operations application various and section. administrative Banverket’s within restructuring the of is aconsequence latter The number of accounts and data storage are the primary areas that have increased in volume. 2008. during commenced has not networks IP Banverket’s within services of sale year. The the of end the at results produced only have projects improvement and activities of Anumber ICT. Banverket by supplied has been which capacity, network supplementary for inaneed resulted have competitors by households to services broadband of sales Increased area. business operations and Network the within found are infrastructure for services monitoring and services capacity traditional The have resulted in wage costs increasing by 10or inS have costs wage resulted percent personnel other for adjustments wages and employees new Three (7.7) 1.0 of percent. (37) 38 at percent. level, previous the at remains Banverket of outside operations. operations. out and inout carrying ing andthe looking way of on on a the customer regeneration up to the owners’ demand for a profit margin of 4 percent. of 4 margin aprofit for demand owners’ the up to live to able be to Training Centre Banverket for inorder considered be must adjustment for the year,withtheprofit although price a demands for efficiency, by increased met have increases havebeen markedly. hired alsoyears’ teachers cost increased Previous for Costs courses. the margins reduced for the materials-demanding rail technology suchThis as has rails, have updramatically driven costs. products, for steel increases Investments, SE Investments, year-end at employees non-tenured of Number SE investments, after flow Cash SE employed, Capital E % equity, on Return % employed, capital on Return % margin, Operating K T Investments, SE Investments, SE employed, Capital Cash flow after investments, SE investments, after flow Cash E % equity, on Return % employed, capital on Return Operating margin, % margin, Operating K T year-end at employees non-tenured of Number ab The business year has included two operational disruptions in computer centres, centres, incomputer disruptions operational two has included year business The MobiSIR telephony, signal by is covered area business services transport and Rail The year.The the during sales net its increased has area business services Office-related The Operating profit in fallenhas by 2008 profit S Operating E quity/assets ratio, % ratio, quity/assets ab quity/assets ratio, % ratio, quity/assets 0 0 0 0 0 ey figures ey figures xtensive work towards change has commenced during the year. This work is focus year.work This the during has commenced change towards work xtensive le 31 le le 33le competition to subject not commissions Internal K million K million 2008 -485 125 610 K million -37 K million 87

2007 -332 107 439 K million -45 K million 62 E 2006 K 4.3 million, producing an operating K margin million, 4.3 an producing operating -331 410 -37 42 79 1 635 2008 2008 34,4 12,6 11,0 21,9 43,6 168 243 E 0,2 1,0 2,0 99 K 1.6 Kmillion. 1.6 28 55 4 6 2008 -642 180 142 822 -38

1 669 2007 2007 -144 13,8 19,2 26,0 29,0 13,8 22,9 41,1 230 L 7,7 74 52 35 arge price arge price 3 6 2007 Total -496 185 139 681 -47 1 557 2006 2006 20,2 26,0 16,3 10,5 33,2 - 254 223 223 131 2006 - 1,8 -533 1,1 0,7 36 128 55 661 - -43 4 0 85 57 Banverket’s operational areas Commission operations 58 Employees a commission-governed organisation. the work in 2008. Adaptations have been implemented to support the new organisation’s working method, The wide-ranging change Banverket’s of organisational structure that was implemented in 2007 has also affected E mployees

s yee o mpl E

Table 34 Key figures

2008 2007 2006 Number of non-tenured employees (average) 6 534 6 510 6 538 - of whom women 20 % 20 % 18 % - of whom men 80 % 80 % 82 % Number of temporary employees (average) 325 272 330 Total number of employees (average) 6 859 6 782 6 846 New employees 367 265 306 - of whom women 35 % 18 % 27 % - of whom men 65 % 82 % 73 % Proportion of staff departures 6,0 % 5,6 % 4,2 %

Personnel structure wage-setting discussions was introduced, the sector’s players approaching students The number of non-tenured employees has where the manager decides on the salary before they make their choice of further remained relatively constant during the following a discussion with the employee. studies, and by them developing, co-ordi- period 2006–2008, as has the distribution nating and conducting training courses between men and women. within upper-secondary schools, vocational The average age of Banverket’s employ- Skills provision colleges and universities/university colleges. ees is 46. The average age for women is 43 Active monitoring and analysis of the out- Regarding these issues, there is a well devel- and for men 47. When it comes to gender side world is an important foundation for oped collaboration between representa- distribution, Banverket has the most even Banverket being able to influence its own tives of the entire rail industry. distribution in the age group 30–34 and and the sector’s work on skills provision. During the year, the sector has also the most men in the oldest age groups. Banverket has also activated its partici- focused, within the construction and Table 34. pation more in the Social Dialogue, which engineering industry, on strengthening is a collaboration between parties on the engineering-related training in upper labour market within the EU. The areas secondary schools, advanced vocational Employees’ perspective that are affected include the working envi- training and universities in Sweden. This Satisfied employees are a precondition for ronment, social security for employees and collaboration comprises a national net- good results in the business. On the basis equal opportunities on the labour market. work of regional working groups and a of e.g. employee questionnaires, Banverket It is important to participate and influence national, coherent working group com- implements measures aimed at further the proposals at a very early stage, as the prising industry representatives who have improving the Employee satisfaction index. parties on the labour market can enter into an engineering perspective. From the employee survey conducted agreements on relevant issues. Such an During 2008, the programme “Skills during the year, it can be seen that leader- agreement may subsequently be imple- provision within the railway sector” has ship, quality of objectives and participation mented in practice in each Member State, contributed to four training opportunities, are areas where there is the potential for for example through collective agreements all within the public education system. improvement. Banverket’s duties and new or through EU directives. At upper secondary level, training has challenges require a constant focus on Through the Banverket Production and been launched focusing on electrical and customer orientation, communication and Banverket Training Centre profit centres, signal systems on the upper secondary continuous improvements. The role of the Banverket and the employment service in schools’ electrical programme in Malmö manager must be clear, and the situation Västra Götaland have participated in the and Södertälje. In August, a total of 27 whereby many of Banverket’s managers changeover work that is in progress as a pupils began this course. manage from a distance places great result of Volvo’s redundancy problems. At post-upper secondary level, a course demands on the ability to communicate. During the year, Banverket has worked for track welders commenced in Vansbro. In part against this background, the man- intensively with rolling skills provision Some 30 pupils began the course in agement courses have been renewed and plans, and on the basis of these has com- August, which will last for 55 weeks. improved. Banverket’s values and manage- menced work on a wages strategy and on In the Stockholm area, more than 30 rial dimensions must permeate the devel- the potential to reach agreements with pupils have begun advanced vocational opment efforts that are implemented. individual employees. One important reason training in the field of infrastructure engi- Dialogue with employees has been for this is the potential to recruit and neering with the focus on railways. This is developed, and procedures for individual retain the personnel who are strategically a two-year course. control cards*** have been introduced. critical for the operation. Replacement The communication work within the This will support the goals of Banverket planning for managers has also been programme in 2008 has focused on high- and the units, and provide employees with developed in conjunction with the skills lighting the railway and the rail sector as the the potential to see their participation in provision plans. sender, instead of Banverket. The focus has the goals at various levels. In conjunction The intensive work on skills provision been on young people between the ages of with the wages revision, the potential for within the sector is continuing by means of 15 and 19 (primary target group). The aim is

59 60 Employees of less than 40 percent by 2010. by percent 40 than less of arepresentation have to gender neither for is goal the teams, management Banverket’s Forand women. men between influence and power of distribution the for goals the to work to achieve continuing is Banverket E visitors. 45,000 almost had website the 2008, 29 August–12period, October campaign actual the During period. campaign the before period is the after and statistics the for basis The 2008. by percent500 during increased has tovisitors “järnvägsjobb.se” of number The provision. website for skills sector’s the as combined established and 2007, and it has been developed during 2008 website The in created relations. was and is the hub for information, communications breadth. and expertise combined sector’s the ing a relationship. Another isaim to utilise choice of job in the long term, by establish to influencetheirchoice ofeducation and women whom - of boards internal and Directors of Board Banverket’s of Members M and Directors of Boards in men and women of Number T goal distribution gender the for stipulated range the within groups management and directors of boards of Proportion men whom - of women whom - of groups management Banverket’s of Members men whom - of quality and diversity ab The recruitment site “järnvägsjobb.se” le 35le anagement Groups Groups anagement

-

ing ing wage differences between women and joint ventures during 2008 aimed at reduc employees’ organisations have conducted judgement. positive same the received has format educational e-learning The excellent. scribed the course as being good or pleted the course. Of these, 80 percent de registered and around 80 percent have com Almost units. have2,200 participants been administrative Banverket’s for mandatory platform,with an e-learning and it has been dation. The course has been implemented Foun Minerva the and SRA the alongside equal opportunities has been developed Table 35. 38 percent. to 33 from increased, also has goal tribution dis gender the achieving are that groups management and of boards proportion The 35 to 34 percent. from groups, agement man the in smaller been has increase The 2007. since 23 29 to percent from increased has boards internal and of Directors Board Banverket’s in women of proportion The In the wage revisions, Banverket and the the and Banverket revisions, wage the In the During year, a course on gender and

2008-12-31 153 st 31 st 71 % 71 38 % 38 29 % 29 65 % 35 % E E Men Women more) or days (60 long-term which – of Total leave Sick T E ab 30–49 aged mployees younger and 29 aged mployees older and 50 aged mployees le 36 le , percent ------next wage revision. wage next able decide on more joint measures at the be to parties the for order in 2009 during men. These ventures be will followed up participate. able to have been employees the and tions adapta local make to possible been has it way, same the In location. principal at each groups keep-fit by implemented been has programme The implemented. been has programme akeep-fit leave, sick of level Table 36. 2007. in as 2008 in same the is men and women between distribution the that fact to the compared be should however. This to fall, Women’s continuing is leave sick councils. county and State the within sectors other in than less is difference the although men’s, than higher slightly Women’s continued. is leave has leave sick low sick relatively of trend Banverket’s Sick leave and health In order to maintain the relatively low low relatively the maintain to order In 2008 31,9 2,9 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 2006 41,1 4,2 4,8 3,7 2,4 3,4

- 3 61 Employees 62 EkonoFinanmiskac iareldo accvisningounts Resultaträkning Not Su S A BA I F ncom tat ppropriation acco L mmar ANC inancial accounts e e s m e and ex e E nt ofso SH y y of EE

k T ey ey

p e u fig ndit rc u u e and app r nt u e r s e acco l u ication off nt u nds 64 66 68 69 70 65 63 EkonoFinanmiskac iareldo accvisningounts Resultaträkning Comments on the Income and expenditure account nt

u Income and expenditure account Banverket’s operations are for the most part financed

nts by Government appropriations, and otherwise by loans, fees and grants, as well as surpluses carried forward from e acco o u SEK thousand 2008 2007

r external commission operations during previous years. u

cc Income from operations Operations in 2008 were 66 (67) percent financed by

a appropriations. Income from appropriations during the

ndit Income from appropriations (Note 1) 18 897 886 5 194 323 e year is discussed under the Appropriation account. p Income from fees and other payments (Note 2) 4 446 826 3 869 454

l l ia Income from fees and other payments has increased

c Income from grants 120 083 349 522 by approximately 15 percent compared to the previous Financial income (Note 3) 57 578 33 318 year. The table below shows the income that relates to e and ex Total 23 522 373 9 446 617 track charges and commission operations. The income is compared with the calculated income in Banverket’s let-

Finan

ncom ter of appropriations. One of the major increases relates I Cost of operations (Note 4) to the sale of electricity for rail services. This increase Staff costs (Note 35) 3 973 035 3 757 487 is due both to increasing electricity prices and to an Costs for premises (Note 27) 223 241 203 601 increased volume of rail traffic. Commission operations Other operating costs 4 539 174 3 778 582 are displaying an unchanged extent. This year’s surplus Financial expenses (Note 3) 1 043 440 631 221 amounts to SEK 83 million, which can be utilised for reinforced track provision efforts in future years. Depreciation and write-downs (Note 5) 2 620 091 2 929 480 The reduction in income from grants compared to last Total 12 398 981 11 300 371 year is due to the fact that Banverket received grants for damage caused by winter storm Gudrun in 2007. Grants for the Kiruna project from LKAB totalled a higher Result of operations 11 123 392 -1 853 754 amount in 2007 than in 2008. Increased financial income is largely due to an Result of participations in associated companies (Note 14) 0 0 increased balance in the interest account with the National Debt Office. The cost for personnel has increased by more than Fees collected corresponds to wage increases according to the agree- Income from fees etc. and other income that ment entered into. This is due to higher costs for social security contributions and a somewhat altered person- is not disposed of by the Administration (Note 6) 214 695 142 663 nel composition compared to 2007. Funds from fees collected that are forwarded to the Government budget -214 695 -142 663 The item Other operating costs includes costs for Balance 0 0 ongoing operations, as well as for investments and the capitalisation of work for Group purposes as follows:

Transfers SEK thousand 2008 2007 Funds from the Government budget for the financing of grants (Note 1) 374 668 943 630 Costs for ongoing Other received funds for transfers activities 4 539 174 3 778 582 Grants paid -374 668 -943 630 Costs for investments 11 507 011 9 598 718 Balance 0 0 Total costs 16 046 185 13 377 300

Net change in capital for the year (Note 7) 11 123 392 -1 853 754 Capitalisation of work for Group purposes -11 507 011 -9 598 718 Summa 4 539 174 3 778 582

The increased financial costs are a consequence of Banverket having to pay interest compensation to the National Debt Office for early redemption of loans amounting to SEK 441 million. The large repayment that was made in December 2007 has affected the interest expense positively for the current year. Depreciation and write-downs amount to SEK 2,620 (2,929) million, of which SEK 1,939 million consists of de- preciation on railway infrastructure financed externally and by appropriations. The latter is included in the net change in capital for the year. Change in capital for the year also includes the ap- propriation Banverket has received in order, according to the Government’s directive, to repay the borrowings in respect of railway infrastructure. The repayment amounts to SEK 12,949 million and was made in December 2008.

Income specified according to the letter of appropriations, SEK million 2008 Acc. surplus/deficit Income Expenditure Surplus/deficit Acc. surplus/ deficit 2007-12-31 Estimated Result estimated Result estimated Result 2008-12-31 Track charges 0 460 514 460 514 0 0 0

Commission operations Telecom services 102 215 213 176 158 39 55 157 Contracting and consulting services 135 688 820 663 799 25 21 156 Training 8 27 24 26 24 1 0 8 Materials service and IT 55 300 494 290 487 10 7 62 Electricity sales 0 966 1 164 966 1 164 0 0 0 Facilities management 0 30 21 30 21 0 0 0 Other 0 120 248 120 248 0 0 0 Total commissions 300 2 346 2 984 2 271 2 901 75 83 383

64 Comments on the Balance sheet

Assets t Balance sheet Banverket’s intangible assets comprise capitalised ex- ee

penditure for computer programs principally developed nts SEK thousand 2008-12-31 2007-12-31 e sh in-house. The increased value of intangible assets is due o u ASSETS to ongoing investments in computer programs for vari- anc l a

Intangible assets ous traffic control systems. cc B

Capitalised expenditure for computer programs (Note 8) 60 936 49 663 The value of railway infrastructure completed during a the year amounts to SEK 1,830 million. In addition, stage Total intangible assets 60 936 49 663

1 of the Bothnia Line has been allocated a capital value l ia

Tangible assets of SEK 3,688 million. Depreciation and write-downs c Rail infrastructure, buildings, land and amount to SEK 2,620 (2,929) million, of which SEK 1,939 other real property (Notes 5 and 9) 72 747 393 69 610 882 million consists of depreciation on railway infrastruc- Improvement expenses for other parties’ property (Note 10) 21 107 24 308 ture financed externally and by appropriations. As from 2008, Banverket is applying differentiated depreciation Finan Machinery, equipment, installations, etc. (Note 11) 796 259 747 436 times for all rail infrastructure. This has resulted in a fall New construction in progress (Note 12) 37 084 659 27 638 082 in annual depreciation. Advances on tangible assets 0 0 The value of current investments in the railway Förskott avseende materiella anläggningstillgångar 969 391 1 001 961 increased by SEK 9,451 million, amounting at the year- Total tangible assets 111 618 809 99 022 669 end to SEK 37,057 million. This includes a number of very large rail projects, such as the West Coast Line including Financial assets a tunnel through Hallandsås, the City Tunnel in Malmö, Participations in associated companies (Note 14) 25 4 973 the Norway/Vänern Line, the City Line in Stockholm and Other long-term securities (Note 14) 5 5 the Ådalen Line. Other long-term receivables (Note 14) 7 281 11 054 The construction of the Bothnia Line is not included in the projects reported by Banverket, as this project is Total financial assets 7 311 16 032 being run by a separate project company. The company Stocks is owned by the State and by affected local authorities. Stocks and stores (Note 15) 489 399 466 508 The Bothnia Line will be included in the state-owned Work in progress (Note 16) 31 039 28 656 rail infrastructure, and stage 1 has been taken into Advances to suppliers 57 907 7 586 service during 2008 and therefore incorporated in the state-owned rail infrastructure. The total project cost is Total stocks 578 345 502 750 estimated at SEK 13,200 million at 2003 prices. In 2006, Receivables the State and affected local authorities entered into a new principal agreement. According to this agreement, Trade debtors 753 862 853 521 the Bothnia Line will be leased to Banverket between Amounts owed by other authorities 613 450 850 522 2010 and 2050. The rent will cover the company’s depre- Other receivables 22 555 19 618 ciation and interest for the investment. The annual rent Total receivables 1 389 867 1 723 661 for the Bothnia Line has been calculated at SEK 1,360 million for 2011, before falling as the interest element Accruals(Note 17) of the rental cost decreases. Following the end of the Prepaid expenses 149 843 99 268 rental period, the State through Banverket is entitled to Accrued grant income 2 128 1 893 take over the infrastructure for a purchase sum that is Other accrued income 226 886 171 389 equal to the company’s current value. Amounts owed by and to other authorities have Total accruals 378 857 272 550 decreased by SEK 237 million and SEK 251 million Settlement of accounts with Government (Note 18) 98 848 -405 326 respectively. This is primarily due to an abnormally high Cash and bank VAT claim/liability at the end of the previous year arising Balance on interest account with the National Debt Office (Note 19) 574 811 1 696 604 from the introduction of reverse tax liability within the Cash, postal giro and bank 147 109 57 353 construction sector. The increase in other accrued income is primarily due Total cash and bank 721 920 1 753 957 to uninvoiced income for electricity. TOTAL ASSETS 114 854 893 102 935 956 The reported credit balance in Banverket’s interest account with the National Debt Office amounts to CAPITAL AND LIABILITIES SEK 575 (1,697) million. Banverket capital (Note 20) Government capital 92 806 823 86 076 346 Liabilities, allocations and undertakings Profit participations in subsidiary and associated companies -882 632 -856 660 Government capital is increasing by the appropriation funds supplied for investments. The increase in the Change in capital brought forward 299 299 199 486 change in capital brought forward corresponds to the Net change in capital according to the Income and expenditure account 11 123 392 -1 853 754 2007 profit from external deals. Total Banverket capital 103 346 882 83 565 418 Allocations have been made during previous years for the future payment of salaries and pensions to Provisions personnel who have been offered early retirement. Pension provisions (Note 21) 10 921 15 087 During the year, an allocation has been made for par- Other provisions (Note 22) 339 560 306 164 tial pensions. The previous allocation has been reduced Total provisions 350 481 321 251 in line with payments being made. Allocations made for injunctions to rectify contaminated land have Liabilities etc. increased by SEK 55 million to SEK 259 million. Loans from the National Debt Office (Note 23) 900 000 12 300 000 During the year, additional appropriations were Other loans 368 114 457 107 allocated to repay loans taken out for investments in Amounts owed to other authorities 716 342 967 306 infrastructure. Borrowing from the National Debt Trade creditors 2 100 353 2 152 910 Office has therefore fallen byE S K 11,400 million, Other liabilities (Note 24) 5 244 340 1 470 493 amounting to a total of SEK 900 million at the year-end. The decrease in other loans is primarily due to the Deposits 80 0 repayment of loans from Umeå Municipality amount- Advances from clients and customers 48 575 18 341 ing to SEK 91 million. Total liabilities etc. 9 377 804 17 366 157 The agreement with Botniabanan AB regarding the lease of the line should be viewed as a financial leasing Accruals(Note 25) agreement. Other liabilities have therefore increased Accrued expenses 965 470 1 503 448 by SEK 3,688 million, corresponding to the value of the Unutilised grants 4 655 7 568 section of the Bothnia Line that has now been taken Other deferred income 809 601 172 113 into operation. Total accruals 1 779 726 1 683 129 Other prepaid income includes invoiced income to- talling SEK 632 million from Stockholm County Council TOTAL CAPITAL AND LIABILITIES 114 854 893 102 935 956 and the City of Stockholm regarding the City Line.

Contingent liabilities Guarantee commitments (Note 26) Capital adequacy guarantee Arlanda Infrastructure AB Guarantee for loan raised by Skandfast Ett HB with Swedbank 184 593 185 335 65 Appropriation account nt u

nts Including presentation of authorisation acco

o u SEK thousand cc

a Expenditure area 22 Transfer Allocation Redistributed With- Total Net Transfer Appropriation amount as per appropria- drawal of disposable costs amount

l l ia brought letter of tion amount appropria- amount carried ppropriation c A forward appropria- tion amount forward 01-01-2008 tion 31-12-2008 (note 28) (note 29) (note 28) (note 30)

Finan 36:3 Banverket: Administration (frame) 31 786 655 758 -50 -12 120 675 374 646 608 28 766 1 Banverket (frame) 31 786 655 758 -50 -12 120 675 374 646 608 28 766 36:4 Banverket: Track Provision and Sectoral Duties (frame appropriation) 408 323 26 940 557 86 615 27 435 495 27 139 369 296 126 1 Exercise of public authority (frame) 3 890 7 000 10 890 9 189 1 701 1:1 Railway Inspectorate (frame) 1:2 Establishment of timetable and railway plan (frame) 3 890 7 000 10 890 9 189 1 701

2 Grants to the Inland Line and the Öresund Bridge Consortium (frame) -6 968 392 000 385 032 400 261 -15 229

3 Sectoral Duties (frame) 30 761 189 000 219 761 150 215 69 546

4 Track Provision (frame) 380 640 26 352 557 86 615 26 819 812 26 579 704 240 108 4.1 Investments in national plan (frame) -122 048 7 237 615 86 615 7 202 182 7 574 524 -372 342 4.3 Operation, maintenance and traffic control (frame) 209 700 4 609 942 4 819 642 4 684 101 135 541 4.4 Interest and repayment of loans (frame) 292 988 14 505 000 14 797 988 14 321 079 476 909 36:5 financed support from EU budget for Trans European Network (frame) -380 123 504 4 293 127 417 139 767 -12 350 1 Banverket (frame) -380 123 504 4 293 127 417 139 767 -12 350

Total of all appropriations (note 31) 439 729 27 719 819 90 858 -12 120 28 238 286 27 925 744 312 542

Income headings 6511 Grant to the Trans European Network 214 695

Presentation of authorisation Allocated authorisation frame on Appropriation 36:4 Track Provision and Sectoral Duties SEK 74,000 million.

SEK million Incoming Outstanding Distribution of outstanding commitments by year commitments commitments for 2008 31 Dec. 2008 2009 2010 2011 2012

External Commitments ap.3 Sectoral Duties (frame) B30 113 106 63 33 10 0 ap.4.1 Investments (frame) B41 12 477 12 624 5 219 3 110 2 236 2 060 ap.4.3 Operation, maintenance, traffic control and reinvestments (frame) B43 1 860 2 225 1 031 521 407 266 ap.4.4 Interest and repayment of loans (frame) L30, L32, L35 37 968 53 843 306 936 1 496 51 105 Total external 52 418 68 798 6 618 4 601 4 149 53 431

Internal Commitments ap.3 Sectoral Duties (frame) B30 0 0 0 0 0 ap.4.1 Investments (frame) B41 242 374 278 88 8 0 ap.4.3 Operation, maintenance, traffic control and reinvestments (frame) B43 1 415 2 583 1 118 558 388 520 Total internal 1 657 2 958 1 396 646 395 520

Total commitments 54 076 71 756 8 014 5 246 4 544 53 951  Outstanding commitments have increased by SEK 37.3 billion compared to last year as a consequence of an agreement regarding the lease of the Bothnia Line being entered into in autumn 2008. This commitment has diminished by approximately SEK 20 billion as a result of an additional repayment of loans from the National Debt Office in December 2008. Outstanding commitments have not been reduced by the transfer amount carried forward for appropriations and allocated appropriation funds for 2009.

66 Financial terms Comments on the Appropriation account

Appropriation 36:4 ap.1.2 Appropriation utilisation during the year is barely one percent above the appropria- nt

Processing of grant for regional rail vehicles has been financed from tions granted for the year. u the appropriation. A payment of SEK 4,053 thousand has been made nts acco to the Swedish Accident Investigation Board. Administration o u Appropriation 36:4 ap.2 The costs for the administration appropriation are low in relation to granted

A grant of SEK 111 million has been paid to Inlandsbanan AB. Remuneration appropriations. This is due to a particular development having had to take a back cc of SEK 289.2 million has been paid to the Öresund Bridge Consortium. seat during 2008 pending the amalgamation of the administrative operation with a Appropriation 36:4 ap.3 the SRA.

The costs for the Swedish Railway Museum are paid from this appropriation. l ia ppropriation c Appropriation 36:4 ap.4.1 Ongoing activities A It has not been appropriate during the year to redeem payment commitments Ongoing activities have utilised SEK 5,961 million in appropriation funds during the regarding the conditional shareholder contributions to SVEDAB AB or the capital year, which is approximately SEK 767 million more than the previous year. adequacy guarantee to Arlandabanan Infrastructure AB. Banverket has not made any investments in the railway network of other Investments in railway infrastructure Finan infrastructure managers connected to the state rail network. Investments in railway infrastructure for the year amounted to SEK 10,141 (9,010) Banverket has financed undertakings in relation to the City Tunnel in Malmö. million. Of this amount, SEK 7,524 million was financed directly with appropria- Government grants totalling SEK 165.6 million have been paid out for regional tion funds. Investments during the year totalling SEK 2,670 million were financed public transport infrastructure and rail vehicles. through loans from the Swedish National Debt Office. Of the loan-financed invest- Appropriation 36:4 ap.4.1 ments, SEK 1,803 million related to projects that have been specially prioritised by SEK 525 thousand has been paid to the Swedish Emergency Management Agency the Government. as a subscription fee for the Rakel radio communication system. Interest, leasing and the repayment of loans. Loan facilities and credit. The operational area Track Provision has been burdened with capital costs of SEK - Borrowing as per the loan facilities and credit at the end of 2008 is presented in 1,037 (655) million for loan-financed rail investments. The interest expense relates Note 23. to both ongoing investments as well as to the undepreciated value of completed - Loans from local authorities and individuals for the financing of railway infrastruc- rail infrastructure. The increase is largely due to the interest compensation ture have been raised and repaid in accordance with the conditions specified in charge that Banverket has paid on the redemption of loans as described below, the letter of appropriations for 2008. and to increased borrowing for prioritised projects. As from 2005, Banverket is - The utilisation of disposable appropriation credits is reported in Note 30. able to loan-finance the following priority railway projects: Hallsberg–Degerön, Mjölby–Motala, Trollhättan–Göteborg and railway projects in the Stockholm area. The Interest and repayment of loans appropriation has also been burdened with depreciation of electrical infrastructure, certain infrastructure within the SL region, the Grödinge Line and leased feeder cables. The appropriation has also been credited with compensation for capital expenses relating to this infrastruc- ture in the Stockholm area. During 2008, Banverket has received an increase in the appropriation for interest and repayments in order to repay the borrowings for railway infrastructure. The repayment of the loan of SEK 12,949 million took place in December 2008.

SEK million 2008 2007 2006 Interest, electrical infrastructure 292 256 164 Interest, SL and the Grödinge Line 68 71 64 Interest Arlandabanan Infrastructure AB 40 39 39 Interest on investments brought forward 0 116 119 Interest on priority projects 156 99 51 Rental, telecom infrastructure 111 119 116 Rental, feeder cables 14 15 14 Rental and interest, Bothnia Line 31 Other 325 -60 -5 Total capital costs for loan-financed rail infrastructure 1 037 655 562

Depreciation of electricity, SL and the Grödinge Line 327 409 433 Repayment of loans for investments brought forward 12 981 3 379 379 Compensation for capital costs -50 -51 -54 Other 26 Net to settle against the appropriation Interest and repayment of loans 14 321 4 392 1 320

67 nds u nts

o u Statement of source and application of funds cc a ication of f l SEK thousand 2008 2007 l l ia

c OPERATION Expenditure (Note 32) -9 778 665 -8 370 892 e and app

rc Financing of operation u

Finan Income from appropriations 18 897 886 5 194 323 Income from fees and other payments 4 446 826 3 869 454 Income from grants (Note 33) 31 394 93 151 nt of so

e Other income 57 578 33 318 m e Total funds allocated for the financing of operation 23 433 684 9 190 246

tat Decrease (+) in stock -22 891 27 588 S Increase (-) in current receivables 174 783 -265 854 Increase (+) in current liabilities 3 547 080 1 231 686 Cash flow from operation 17 353 991 1 812 774

INVESTMENTS Investments in financial assets 3 773 -4 540 Investments in tangible assets -15 206 374 -9 806 337 Investments in intangible assets -21 130 -25 654 Total investment expenditure -15 223 731 -9 836 531

Financing of investments Loans from the National Debt Office 2 980 000 3 849 000 - repayments -14 380 000 -5 749 000 Increase in Government capital with funds from Government budget 8 653 189 10 585 835 Grants received for the purpose of investments (Note 34) 88 689 270 071 Total funds provided for the financing of investment operations -2 658 122 8 955 906 Cash flow for investments -17 881 853 -880 625

FEES COLLECTED Income from fees etc. and other income that is not disposed of by the Administration 214 695 142 663 Funds paid in as fees collected 214 695 142 663 Funds from fees collected that are forwarded to the Government budget -214 695 -142 663 Cash flow from fees collected 0 0

TRANSFERS Grants paid -374 668 -943 630 Funds paid out as fees collected -374 668 -943 630

Financing of transfers Funds received from the Government budget for the financing of grants 374 668 943 630 Other funds received for the financing of grants Total funds provided for the financing of transfers 374 668 943 630 Cash flow from transfers 0 0 CHANGE IN LIQUID ASSETS -527 862 932 149

SPECIFICATION OF CHANGE IN LIQUID ASSETS Liquid assets at beginning of year 1 348 630 416 481 Decrease (-) in cash and postal giro -2 -278 Increase (+) in National Debt Office balance -1 121 792 1 320 527 Increase (+) in bank balance 89 757 48 254 Decrease (-) in amounts owed by the Government 504 175 -436 354 Total change in liquid assets -527 862 932 149 Liquid assets at year-end 820 768 1 348 630

68 s e r u nts ey fig Summary of key figures o u cc y of k Information as per Chapter 2, Article 4, of the Ordinance (2000:605) on public authority annual reports and budget documents. a l l ia mmar c

SEK million 2008 2007 2006 2005 2004 Su

Loan facilities, National Debt Office Loan facilities granted 16 400 18 400 17 300 15 000 13 080 Loan facilities utilised, accumulated 900 12 300 14 200 13 179 12 676 Finan

Overdraft facilities at National Debt Office Overdraft facilities granted 1 407 1 419 1 208 1 120 780 Maximum overdraft facilities utilised during the year 534 601 560 84 44

Interest account Interest expense 1 16 3 15 2 Interest income 40 23 5 15 14

Fee income Income not disposed of by Banverket 0 0 0 0 0 Income disposed of by Banverket 4 447 3 869 3 556 3 051 2 545 Income as per budget in letter of appropriations 2 806 2 568 2 364 2 038 1 934

Appropriation credit Appropriation credit granted 1 391 1 356 1 099 1 084 825 Appropriation credit utilised 28 7 31 0 9

Balance carried forward 300 440 58 357 162

Provision for future expenditure 71 756 54 076 18 389 18 789 16 245

Total allocated authorisation 74 000 70 000 28 000 25 000 22 000

Employees Man-years 6 188 6 053 6 088 6 333 6 324 Average number of employees (including project staff) 6 534 6 518 6 552 6 545 6 617 Operating expense/man-year 1) 3,1 2,8 2,5 2,2 2,1

Net change in capital for the year 11 123 -1 854 -1 834 -1 908 -1 805

Change in capital brought forward 299 199 108 33 65

1) Operating expenses have been calculated as operating volume according to the Results for the year section (table: Banverket’s operating volume), net of depreciation, financial expenses and transfers.

69 s e

ot Notes nts N o u

cc Accounting principles

a Depreciation General Depreciation according to plan is calculated on a straight-line basis on the original ac- quisition value of the assets, using depreciation periods that are determined through l l ia Banverket’s annual accounts have been prepared in accordance with the ordinance

c assessment of the economic and technical life of the assets as follows: on annual accounts and budget documentation (2000:605), the ordinance on the accounting of public authorities (2000:606) and the exemptions from EA regulations Intangible fixed assets 5 years granted by the Government in the 2008 letter of appropriations. Income and expenditure for current operations are reported in the Income and Rail infrastructure 25–110 years Finan expenditure account. Investments made in rail infrastructure are also included in Electric power infrastructure 10–35 years the Results for the year section. Telecom infrastructure 5–20 years Appropriations and income Buildings 10–35 years Banverket’s operations are mainly financed by Government appropriations. Improvements to other parties’ property 7–15 years Settlement against the appropriation account for ongoing operations is made on Machinery and equipment 3–25 years the basis of reported costs, after deduction of income from appropriation-financed operations. As from 2008, differentiated depreciation times are applied for all rail infrastructure. Investment in railway infrastructure is normally included in the appropriation account Up until 2007, an average depreciation period was applied, calculated as an average when the investment is carried out. Such appropriations are supplied to government of the service life of the types of infrastructure that normally occur in rail infrastruc- capital, and are therefore not included in the Income and expenditure account. ture for the majority of the rail infrastructure. Differentiated depreciation times for Exemptions from direct appropriations settlement are granted for railway in- rail infrastructure were only applied for electric power and telecom infrastructure vestments that are financed with loans from the National Debt Office. The time for (which have been financed with loans). appropriations settlement for such loan-financed investments is decided by the All depreciation is reported in the Income and expenditure account. Depreciation Government. Loan-financed investments in electrical and telecom infrastructure, as on rail infrastructure, where appropriations settlement has taken place at the time well as certain installations in the Stockholm region, are normally included in the app- of the investment, is included in Net change in capital for the year. ropriation account in line with repayments, which are based on planned depreciation. Loan-financed investments through projects specially earmarked by the Government Shares and participations will be settled in line with repayments that are to be made over 25 years following the Participations in associated companies are reported in accordance with the equity commissioning of each installation. method. Investments in railway infrastructure that are brought forward in time through temporary financing by loans from other external stakeholders are included in the Stores and stock appropriation account when the loans are repaid. Stores and stock mainly consist of materials for the maintenance and repair of Banverket is responsible for the collection of fees for traffic on state-owned rail infrastructure, and are valued at acquisition value in accordance with the FIFO prin- infrastructure in accordance with the Railways Ordinance (2004:526). The fees are ciple or the actual value, whichever is the lowest. Allowances for obsolescence have utilised by Banverket for financing track provision and passenger information. been made on a case-by-case basis. External commissions are carried out against payment in accordance with the terms of the letter of appropriations. The income arising from external commissions Receivables is available to Banverket. Earnings from external commissions are included in the Receivables are shown at the amount that is expected to be received. Provisions for Income and expenditure account (under Net change in capital for the year), and are bad debts have been made on a case-by-case basis. carried forward. Successive income recognition is used for consulting and contracting commissions. Receivables and liabilities in foreign currency Income and grants are accrued. However, grants from the EU are booked on re- Receivables and liabilities in foreign currency are booked at the current exchange ceipt and delivery to the Government. rate on the balance sheet day. Intangible fixed assets Provisions Intangible fixed assets are capitalised in accordance with current regulations for Provisions for rectifying environmental disruptions are made when this has been Government authorities. directed by the environmental authority. Provisions are made regarding costs for decommissioning properties, when a decision regarding such decommissioning has Rail infrastructure including electrical power been taken. Provisions are made for rectifying defects in completed infrastructure and telecom infrastructure that are identified during the final inspection. Provisions for guarantee undertakings Since 1996, Banverket has reported all investments in rail infrastructure as assets in regarding external commissions are made in accordance with Swedish Financial the Balance sheet. Appropriations for investments made are added to government Accounting Standards Council’s Recommendation RR16. In addition, provisions are capital. The infrastructure is valued at the full production cost, regardless of the form made according to the ordinance on annual accounts and budget documentation of financing. Any external financing is added to government capital.V AT is included in (2000:605). Provision is made for compensating personnel who have been given the acquisition value for infrastructure acquired before 1 July 1991. The acquisition cost notice of termination at the time when this decision is taken. Provision is made for of land is accounted for separately from 2002 onwards. Land acquired before 2002 is compensating personnel who have been offered early retirement at the time when accounted for at a standard value of SEK 1 per square metre. Land purchased from and this decision is taken. Provision is made for claims for damages in contracts, where including 2002 is accounted for at its actual acquisition cost. this has been proposed and it is judged likely that damages will be paid. Banverket has reached an agreement that entails financial leasing relating to the Bothnia Line and certain electrical power infrastructure. These facilities are capi- Exemptions from EA regulations talised in the Balance Sheet Agreed leasing charges are reported as a liability. The In the letter of appropriations for 2008, Banverket is granted the following ex- leasing charge constitutes the foundation for the appropriation settlement. Leased emptions from the general EA regulations for government authorities: infrastructure is written off according the principles that apply to Banverket’s own • Without hindrance of the stipulations of Article 16 of the Ordinance on appropria- fixed assets. tions (1996:1189), Banverket may settle costs during the budget year in which the Production costs for ongoing investigation projects are capitalised as infrastruc- operations are carried out. ture in progress. Interest during the construction period is not capitalised as the • Without hindrance of the stipulations of Article 6 of the Ordinance on capital provi- appropriation settlement of interest is performed in line with construction. The sion (1996:1188), Banverket may itself choose suitable intervals for the repayment value of the Bothnia Line, which has been released by Botniabanan AB, includes of its loans with due consideration to the Parliamentary decision for certain projects. interest during the construction period as appropriation settlement is performed • Banverket is granted exemption from Article 23 of the Ordinance on capital provision during the rental period. Design costs for planned rail investments are capitalised as (1996:1188) with respect to regulations governing the procedure to be adopted in the infrastructure in progress. Inclusion from ongoing investment projects to completed event of more than 10 percent accumulated surplus in operations that are subject to infrastructure normally takes place in conjunction with the infrastructure being charges. The net profit from operations that are subject to charges may, after being taken into use. brought forward, be utilised by Banverket to finance track provision costs. • Banverket is granted exemption from Article 10 of the Ordinance on capital provi- Buildings, machinery and equipment sion (1996:1188) in accordance with the conditions specified under point 6 Other Buildings, machinery and equipment acquired for use in Banverket’s operations are conditions in the letter of appropriations. reported as fixed assets at their historical acquisition cost. Depreciation according • Banverket is granted exemption from the requirement in accordance with Section 3 to plan burdens the result and is settled against appropriations. Article 2 in the ordinance on annual accounts and budget documentation (2000:605). • Without hindrance of the stipulations of Article 15 a of the Ordinance on capital provision (1996:1188), Banverket may receive and dispose of non-governmental funds that are not of a temporary nature or small in extent.

70 s e

Note 1–37 ot nts N

Note 1 Income from appropriations Note 5 Depreciation and write-downs o u cc

SEK thousand 2008 2007 SEK thousand 2008 2007 a Appropriations utilised as per Appropriation account 27 925 744 16 723 788 Depreciation Appropriations transferred to Banverket’s capital Appropriation-financed and l ia c for investment in railway infrastructure -8 653 190 -10 585 835 externally-financed rail infrastructure 1 938 722 2 112 530 Appropriations as per Income and expenditure account 19 272 554 6 137 953 Loan-financed rail infrastructure* 467 674 546 063 of which Buildings and land infrastructure 22 308 21 448 Appropriations from operations 18 897 886 5 194 323 Improvements to other parties’ property 5 181 4 266 Finan Transfers, Funds from Government budget 374 668 943 630 Machinery, vehicles and equipment 149 157 150 330 Intangible assets 9 857 12 948 Total depreciation 2 592 899 2 847 585 Note 2 Income from fees and other payments Write-downs SEK thousand 2008 2007 Buildings and land infrastructure 2 779 850 Machinery, vehicles and equipment 2 817 8 349 Charges for access services for Intangible assets 0 3 167 the state-owned rail infrastructure 514 266 565 064 Current investments 12 263 68 179 Other income from operations available to Banverket Current assets 9 333 1 351 Telecom services 213 000 242 661 Total write-downs 27 192 81 896 Electricity sales 1 164 004 1 008 720 Total depreciation and write-downs 2 620 091 2 929 481 Contracting and consulting services 820 000 790 000 Training 24 000 24 000 Material sales 494 000 475 104 Compensation for capital costs 49 652 51 377 Note 6 Contribution to Trans European Network etc. Other 1 167 904 712 528 SEK thousand 2008 2007 Total other income 3 932 560 3 304 390 The following grants from the EU have been paid to Banverket for railway investments Total fees and other income 4 446 826 3 869 454 Total other income above includes the following City Tunnel building grant 161 848 113 355 Reversing triangle, income governed by the Fee ordinance, paragraph 4: Port of Göteborg survey grant 10 482 10 434 - journals and other publications 0 26 City Line survey grant 18 874 - conferences and courses 25 520 25 432 Haparanda Line building grant 26 094 - premises 26 551 20 870 Haparanda Line survey grant 4 465 - equipment (leasing) 40 4 806 STM survey grant 4 811 - export of services 51 000 150 000 Eastern Link survey grant 6 995 Total grants 214 695 142 663

Note 3 Financial income and expenses Note 7 Net change in capital for the year SEK thousand 2008 2007 SEK thousand 2008 2007 Financial income Depreciation and write-downs, appropriation- Interest account with the National Debt Office 39 911 22 600 financed and externally-financed - rail infrastructure -1 963 272 -2 178 811 Other financial income 17 667 10 719 Grants for investments 88 689 256 371 Total financial income 57 578 33 318 Interest on payment commitment Financial expenses in associated companies -33 302 -30 855 Results, external commissions 82 277 99 541 Interest on loan from the National Debt Office 518 047 579 238 Appropriation for amortisation 12 949 000 0 Interest compensation, early redemption loan National Debt Office 441 157 0 Total 11 123 392 -1 853 752 Interest account with the National Debt Office 1 222 15 095 Other financial expenses 83 014 36 888 The external commissions relate to operations within Banverket Production, Banverket Consulting, Banverket ICT, Banverket Training Centre and Total financial expenses 1 043 440 631 221 Banverket Materials Service.

Note 4 Operating volume

Expenditure on investment in rail infrastructure is not shown in the Income Note 8 Intangible fixed assets and expenditure account, since these investments are capitalised in the Balance SEK thousand 2008 2007 sheet. Total operations, including rail infrastructure investments, are reported Opening acquisition value 120 235 94 581 in the Results for the year (Table 1 Banverket’s operating volume). Acquisitions for the year 21 130 25 654 Closing acquisition value 141 365 120 235 Opening depreciation -67 405 -54 457 Depreciation for the year -9 857 -12 948 Accumulated depreciation -77 262 -67 405 Opening write-downs -3 167 0 Write-downs for the year 0 -3 167 Accumulated write-downs -3 167 -3 167 Residual value according to plan 60 936 49 663

71 Note 9 Rail infrastructure, buildings, land and other real property s e Appropriation-financed ot nts N and externally-financed loan-financed rail Buildings and land SEK thousand rail infrastructure infrastructure infrastructure Land Total o u 2008 2007 2008 2007 2008 2007 2008 2007 2008 2007 cc

a Opening acquisition value 84 074 915 78 384 080 17 587 463 16 243 419 805 350 766 457 337 564 257 983 102 805 292 95 651 939 Acquisitions for the year 0 0 3 688 000 0 2 725 837 40 569 24 673 3 731 294 25 510

l l ia Completion from ongoing

c investment for the year 1 585 041 5 845 109 244 948 1 400 988 8 292 39 382 0 0 1 838 281 7 285 479 Sales/disposals -108 055 -154 274 -21 676 -56 944 -13 058 -1 326 2 583 54 908 -140 206 -157 636 Closing acquisition value 85 551 901 84 074 915 21 498 735 17 587 463 803 309 805 350 380 716 337 564 108 234 661 102 805 292

Finan Opening depreciation -23 019 888 -21 061 633 -9 712 042 -9 165 980 -462 664 -443 109 0 0 -33 194 594 -30 670 722 Depreciation for the year -1 938 722 -2 112 530 -467 674 -546 063 -22 308 -21 448 0 0 -2 428 704 -2 680 041 Sales/disposals 125 383 154 275 -126 1 10 773 1 893 0 0 136 030 156 169 Accumulated depreciation -24 833 227 -23 019 888 -10 179 842 -9 712 042 -474 199 -462 664 0 0 -35 487 268 -33 194 594

Opening write-downs 0 0 0 0 0 -236 0 0 0 -236 Sales/disposals 0 0 0 0 0 236 0 0 0 236 Closing accumulated write-downs 0 0 0 0 0 0 0 0 0 0

Residual value according to plan 60 718 674 61 055 027 11 318 893 7 875 421 329 110 342 686 380 716 337 564 72 747 393 69 610 698 Write-downs for the year in association with disposals/sales 0 0 0 0 -2 779 -850 0 0 -2 779 -850

Financial leasing objects relating to electrical power infrastructure and stage 1 of The acquisition value of stage 1 of the Bothnia Line amounts to SEK 3,688,000 thou- the Bothnia Line are included in the entry Loan-financed rail infrastructure. The sand (SEK 0 thousand), and depreciation has taken place at SEK 12,323 thousand acquisition value for these electrical power installations is SEK 310,887 thousand (SEK 0 thousand). As regards leasing liabilities, see Note 24. (SEK 310,887 thousand), and accumulated depreciation amounts to SEK 197,875 Banverket’s land holdings include land that has been acquired for the construction of thousand (SEK 187,512 thousand). The electrical power installations are reported as the Bothnia Line. This acquisition of land is being financed by Botniabanan AB until the financial leasing as from 2002, with agreements that extend up to 2025, while stage line becomes operational. During 2008, the Örnsköldsvik-Husum section has become 1 of the Bothnia Line is included from 2008 with an agreement period up to 2050. operational, and land intended for this section has been booked at SEK 26 million.

Tax assessment values For Banverket’s real estate, the tax assessment values for 2008 are available. These amount in total to SEK 217 million.

Note 10 Improvements to other parties’ property Note 11 Machinery, equipment and vehicles SEK thousand 2008 2007 SEK thousand 2008 2007 Opening acquisition value 48 921 50 999 Opening acquisition value 3 318 586 3 257 994 Acquisitions for the year 3 632 549 Acquisitions for the year 118 457 118 011 Completion from ongoing investment for the year 735 376 Completion from ongoing investment for the year 80 940 38 134 Sales/disposals -3 189 -3 003 Sales/disposals -88 991 -95 553 Closing acquisition value 50 099 48 921 Closing acquisition value 3 428 992 3 318 586 Opening depreciation -24 612 -21 519 Opening depreciation -2 564 553 -2 508 739 Depreciation for the year -5 181 -4 266 Depreciation for the year -149 157 -150 330 Sales/disposals 801 1 173 Sales/disposals 87 574 94 516 Accumulated depreciation -28 992 -24 612 Accumulated depreciation -2 626 136 -2 564 553 Opening write-downs -6 597 0 Residual value according to plan 21 107 24 309 Write-downs for the year 0 -6 597 Closing accumulated write-downs -6 597 -6 597

Residual value according to plan 796 259 747 436 Write-downs for the year in association with disposals/sales -2 817 -2 187 Note 12 New construction in progress Appropriation-financed and externally- Loan-financed Machinery, equipment SEK thousand financed investments investments and vehicles Total 2008 2007 2008 2007 2008 2007 2008 2005 Opening infrastructure in progress 21 489 335 16 689 973 6 116 677 8 690 416 32 070 35 882 27 638 082 25 416 272 Acquisitions for the year 8 691 059 10 710 695 2 609 735 -1 131 426 78 003 34 698 11 378 797 9 613 967 Sales/disposals -16 376 2 16 376 10 0 0 0 11 Reclassification as finished infrastructure -1 585 041 -5 845 109 -253 240 -1 440 370 -81 675 -38 510 -1 919 956 -7 323 989 Write-down of ongoing investments -12 172 -66 226 -92 -1 953 0 0 -12 264 -68 179 Closing acquisition value 28 566 805 21 489 335 8 489 456 6 116 677 28 398 32 070 37 084 659 27 638 082

Note 13 Contingency assets SEK thousand 2008 2007 Total stock value of contingency materials 2 156 3 437 Of which financed by appropriations -2 156 -3 437 Book value 0 0

72 Note 14 Participations in associated companies and other long-term securities s Participations and shareholder Associated companies changes during the year e ot nts contributions at the year-end, SEK thousand Profit participation Shareholder contribution N SEK thousand 2008 2007 2008 2007 2008 2007 o u Svensk-Danska Broförbindelsen AB 0 0 - assessed profit participation cc a Arlandabanan Infrastructure AB 0 4 948 Tunnelpersonalen i Malmö AB 25 25 l l ia

25 4 973 0 0 0 0 c

As from 1 January 2008, the Government has taken over the administration of the sha- companies and Other liabilities. The transition to IFRS/IAS 2005 and the altered prin- res in SVEDAB and Arlandabanan Infrastructure AB (formerly A-Banan Projekt AB). The ciples for consolidated accounting in SVEDAB have entailed that the Parent Company’s Finan shares in SVEDAB were written down to SEK 0 according to the equity method in 2007. loss for the years 2005–2008 can be covered by profit brought forward, which is why For Tunnelpersonalen i Malmö AB, the participations have been valued on the basis Banverket does not need to provide a shareholder contribution for these years. of the annual accounts for 2008. In the letter of appropriations, the Government has For capital contributions in the form of payment commitments, interest payable decided that equal capital contributions from Banverket and the Swedish Road Admi- is calculated. The interest expense is regulated with payment commitments and is nistration shall cover the deficit in the parent company VES DAB. The capital contribu- reported as a financial expense. For 2008, the interest amounts to SEK 33,302 (30,855) tion shall be made in the form of payment commitments. When preparing the interim thousand. Accumulated submitted capital and shareholder contributions, including accounts in 2008, Banverket’s opinion was that the responsibility for the payment interest, amount to SEK 916,431 (883,133) thousand in the form of payment commit- commitments had been taken over by the Government, which is why no payment com- ments. No dividends have been received in 2008. mitments are reported in the items Profit participations in subsidiary and associated

Other long-term securities Participations in trading companies Number of Proportion Nominal Prem- Acquisition value 2008-12-31 % value SEK ium SEK total SEK thousand Skandfast Ett HB 1 5 5 000 0 5

Other long-term receivables This entry relates primarily to a long-term claim from SJ AB with respect to completed contract works, as well as a claim from Jubo Tech regarding track replacement train SBM 8001.

Note 15 Stocks Note 16 Work in progress SEK thousand 2008 2007 Work in progress consists of uncompleted contracting work that has mainly been carried out by Banverket Production and the Investments Division. Material in stock 515 384 498 007 Less obsolescence -25 985 -31 499 Total 489 399 466 508 Note 18 Settlement of account with Government SEK thousand 2008 2007 Note 17 Accruals Collection Reported against income heading -214 695 -142 663 SEK thousand 2008 2007 Tax that has been paid to Prepaid electricity purchases 11 493 2 083 non-interest-bearing flow 214 695 142 663 Prepaid maintenance grant, Inlandsbanan AB 28 000 27 750 Liabilities/Receivables regarding Collection 0 0 Accrued income from grants – governmental 2 128 1 893 Accrued fees according to network statement 172 500 139 000 Appropriations in interest-bearing flow Other prepaid expenses/accrued income 337 064 101 824 Balance brought forward -412 001 29 693 Total accruals 378 857 272 550 Reported against appropriation 27 925 744 16 723 788 Appropriations transferred to interest account -27 414 895 -17 165 482 Liabilities/Receivables regarding appropriations Note 19 Balance in interest account with in interest-bearing flow 98 848 -412 001 the National Debt Office Other receivables/liabilities on the Government’s SEK thousand 2008 2007 central account in Riksbanken Balance in interest account 574 811 1 696 604 Balance brought forward 6 675 1 335 Incoming payments in non-interest-bearing flow 10 075 21 839 Interest account credit 1 407 400 1 419 200 Outgoing payments in non-interest-bearing flow -16 750 -16 499 Other receivables/liabilities on the Government’s The balance in the interest account consists 100% of appropriations. central account in Riksbanken 0 6 675 Total Settlement of account with Government 98 848 -405 326

Note 20­ Banverket capital earnings brought Change in Net change in capital Government forward from capital brought according to the Income Total SEK thousand capital associated companies forward and expenditure account Banverket capital Balance brought forward 86 076 346 -856 660 199 486 -1 853 754 83 565 418 Change in capital, previous year – Grants 256 371 -30 855 99 541 -325 057 0 Change in capital, previous year – Other -2 178 811 2 178 811 0 Appropriations for investment during the year 8 653 190 8 653 190 Appropriations for repayments during the year 12 949 000 12 949 000 External funds during the year 88 689 88 689 Year’s earnings on external commissions 82 277 82 277 Depreciation of rail infrastructure for the year -1 963 272 -1 963 272 Result, participation in associated companies -33 302 -33 302 Other changes in capital -272 4 883 272 4 883 Balance carried forward 92 806 823 -882 632 299 299 11 123 392 103 346 883 of which external funds 9 983 344 88 689 10 072 033 73 Note 21 Pension provisions Note 26 Guarantee commitments s e SEK thousand 2008 2007 On 12 October 1995, Banverket and the Swedish Road Administration jointly issued ot nts N a capital adequacy guarantee to protect SVEDAB’s shareholders’ equity. This gua- Banverket has taken on commitments to pay early retirement pensions. rantee is not limited in terms of amount and time. The shareholder contribution

o u Outstanding commitments at year-end have been put at SEK 11 million.. to SVEDAB has been provided through the issuing of payment commitments. Opening provisions 15 087 19 228 cc Banverket and the Civil Aviation Board have jointly issued a capital adequacy

a + Pension costs for the year 3 386 4 818 guarantee to protect Arlandabanan Infrastructure AB’s shareholders’ equity. This - Pension payments for the year -7 552 -8 959 guarantee is not limited in terms of amount and time. l l ia Closing provisions 10 921 15 087 The Government Offices have taken over administration of the shares inVE S DAB c and Arlandabanan Infrastructure AB. The decision to transfer the administration of the shares does not affect the capital coverage guarantees that Banverket has issued. Banverket is responsible for guaranteeing loans raised by Skandfast Ett HB for

Finan Note 22 Other provisions leased property as detailed in Note 27. SEK thousand 2008 2007 Provisions have been made for the following purposes - Provision for environmental measures -260 437 203 900 - Provision for decommissioning costs, real estate -25 182 27 440 Note 27 Lease commitments - Provision for rectification of faults in final inspection -28 530 43 955 Banverket’s premises at Jussi Björlings Väg 2 in Borlänge has been leased for a - Provision for guarantee undertakings -807 967 period of 25 years, until 30 March 2016. The agreed rent relates to capital expen- - Provision for future payments to redundant employees diture equivalent to an acquisition value of approximately SEK 147 million. The till uppsagd personal 0 410 agreement includes an option regarding the purchase of the property. - Provision for estimated payments to personnel who have been offered early retirement -5 879 9 467 - Provision for claims for damages in contracts -18 725 20 025 Estimated rental cost (SEK thousand) Total other provisions -339 560 306 164 2009 11 900 2010 13 100 2011 14 400 2012–2016 80 900 Note 23 Loans from the National Debt Office In December 2008, Banverket has received appropriations in order to repay all loans relating to rail infrastructure that have burdened the line of credit and other lines of credit. Banverket’s total borrowing from the National Debt Office at the end of 2008 amounts to SEK 900 million. All loans relate to loans for production equipment Note 28 Transfer amount brought forward (fixed assets). During 2008, loans of SEK 2,980 million have been raised and loans of Pursuant to the Government decision on 19.12.2007 SEK 14,380 million have been repaid. Average interest expenses including charges in - the appropriations balance in excess of 3% is not utilised for appropriations 2008 amounted to 4.16% (3.79%). There were no variable loans at the end of 2008. 22 36:3 ap 1 and ap.2, and for appropriation 22 36:5 ap 1 - for appropriation 22 36:4, the entire appropriation savings are utilised. SEK thousand 2008 2007 Loans at beginning of year 12 300 000 14 200 000 Loans raised during the year Note 29 Change in allocation for the year - priority rail projects 1 200 000 1 129 000 Pursuant to the Government decision on 23.10.2008: - other 1 780 000 2 720 000 Repayments during the year the allocation to appropriation item 36:4 ap.4.1 has been raised - early implementation of investments -4 438 000 -3 379 000 by SEK 86,615 thousand. - other -9 942 000 -2 370 000 Loans at year-end 900 000 12 300 000 Pursuant to the Government decision on 04.12.2008: SEK 50 thousand has been redistributed to appropriation item 36:3 ap.1 from Loan facilities granted 16 400 000 17 300 000 Banverket to the Government Offices SEK 86,615 thousand has been redistribu- ted to appropriation item 36:4 ap.4.1 from the Swedish Road Administration to SEK thousand Loans frame Banverket the allocation to appropriation item 36:4 ap.4.4 has been raised by Interest account credit 0 1 407 400 SEK 13,390,000 thousand. Loan facilities, fixed assets 900 000 1 000 000 Loan facilities, other credit 0 15 400 000 Pursuant to the Government decision on 29.01.2009, SEK 4,293 thousand has - Of which priority investment projects 0 5 400 000 been redistributed to appropriation item 36:5 ap.1 from the Swedish Maritime Administration to Banverket.

Note 24 Other liabilities Other liabilities include leasing debts of SEK 3,830 million (SEK 156 million in 2007). Note 30 Transfer amount carried forward The leasing debts fall due for payment as follows. The utilisation of appropriation credit for all appropriation items is within the available credit allowance. The reported balance carried forward entails Year Amount the following utilisation of disposable appropriation credit. 2009 -13 511 Appropriations Disposable Appropriation Transfer 2010-2013 -349 995 SEK thousand appropriation credit credit utilised amount 2014-2050 -3 466 374 36:3.1 19 823 28 766 Also included are payment commitments to SVEDAB for a conditional 36:4.1,2 700 1 701 shareholder contribution of SEK 916,431 thousand. 36:4.2 39 200 -15 229 36:4.3 18 900 69 546 36:4.4 *) 1 287 594 240 108 Note 25 Accruals 36:5.1 12 780 -12 350 total 1 378 997 -27 579 340 121 SEK thousand 2008 2007 *) 36:4.4 individual sub-items Accrued expenses relating to employees 416 569 371 359 36:4.4.1 715 100 -372 342 Accrued expenditure interest 46 455 189 821 36:4.4.3 460 994 135 541 Prepaid rental income 42 696 43 652 36:4.4.4 111 500 476 909 Other accrued expenses/prepaid income 1 269 350 1 070 729 *Banverket utilises the appropriation credit in appropriation item 36:4.4, and Unutilised grants 4 655 7 606 this may be distributed among sub-items as Banverket considers appropriate Total accruals 1 779 725 1 683 166 without the total amount for the appropriation item being exceeded.

74 Note 31 Appropriations as per interest account model Note 34 Employees and payroll expenses s e SEK thousand 2008 2007 SEK thousand 2008 2007 ot nts Total appropriations as per the Appropriation account 27 925 744 16 723 788 Number of non-tenured employees at year-end 6 542 6 493 N of which appropriations as per the

of whom men 5 177 5 220 o u interest account model 27 925 744 16 723 788 of whom women 1 365 1 273 Appropriation payment on account 27 824 409 17 135 789 cc

Payroll expenses, SEK thousand 2 605 817 2 475 186 a Adjustment -409 514 29 693 Amount owed to/by the National Debt Office The following salaries and taxable benefits have been paid to the following indi- for the year’s appropriations 101 335 -412 001 viduals appointed by the Government: l ia c Minoo Akhtarzand, Director-General from 01.02.2008 1 288 787 Per-Olof Granbom, Director-General until 31.01.2008 114 445 Note 32 Statement of source and application Mats Hulth, Chairman of the Board 60 000

of funds – Operations, expenditure Lisa Warsén, Board member, Deputy Chairman 30 000 Finan SEK thousand 2008 2007 Anders Ahlgren, Board member 30 000 Runar Brännlund, Board member 30 000 Operational expenditure according to the Income and expenditure account 12 398 981 11 300 371 Carina Holmgren, Board member 30 000 Adjustment for items with no influence on liquidity Bengt A. Hägglund, Board member from 01.02.2008 30 000 - depreciation and write-downs -2 620 091 -2 929 480 Katarina Kämpe, Board member 30 000 - value adjustment Arlandabanan Marie S. Arwidson, Board member 30 000 Infrastructure AB and SVEDAB -225 Total items with an influence on liquidity 9 778 665 8 370 892 Mats Hulth is a Director of SHR Service AB, Stockholmsmässan AB, Mässfastighe- ter AB, Diös & Kuylenstierna AB, PAUS presentkort AB and Svensk Turism AB. Marie S. Arwidson, is a Director of IVL Svenska Miljöinstitutet AB and Nestor AB. Note 33 Statement of source and application Katarina Kämpe is a member of the Swedish Data Inspection Board’s of funds – Operations, income from grants supervisory council. Anders Ahlgren is a Director of Högskolan Dalarna University, Kommunernas SEK thousand 2008 2007 Hus AB, Falun/Borlänge regionen AB, Dala Energi AB, Dala Nät AB, Dala Vatten o Operational income from grants according Avfall AB, Gagnef Teknik AB, Gagnefbostäder AB and Gagnline Affärsutveckling AB. to the Income and expenditure account 120 083 349 522 Carina Holmgren is a Director of Advokatfirman Carina Holmgren AB. - grants received for investment -88 689 -256 371 Total income from grants for operations 31 394 93 151

Note 35 Relationship between results for the year and the financial accounts Income and expenditure for Sectoral Duties and Track Provision, as well as income from commissions carried out for external customers are accounted for in Results for the year. The table below shows how this income and expenditure is accounted for in the Income and expenditure account and the Balance sheet respectively. It also shows the Income and expenditure account divided into operational areas. Investment in rail infrastructure is shown as an asset in the Balance sheet. SEK million

Operation Resultat- Income and expenditure account Balance sheet redovisning Operation Transfer Investments expend- Revenues Appropri- Grants Income Appropri- Capitalised Appropri- iture and grants ations paid ations net ations Grant loans Railway development New investments 10 552 749 786 51 239 239 9 564 7 425 88 2 051 Total 10 552 749 786 51 239 0 239 9 564 7 425 88 2 051

Delivery of train paths Operations management 757 757 0 757 Maintenance 3 424 3 421 696 2 725 3 3 Other 28 28 28 Reinvestments 1 717 11 11 0 1 706 1 171 535 Total 5 926 4 217 707 3 510 3 0 3 1 706 1 171 0 535

Sectoral duties and exercise of public authority Overall sectoral activities 107 107 6 101 0 Research, development and demonstration 55 33 33 22 22 Timetabling and track provision 4 4 4 Grant to the Inland Line 111 111 111 Payment to the Öresund Consortium 289 289 289 Contingency planning 13 13 13 0 Total 579 446 19 427 133 0 133 0 0 0 0 Commission operations, external 2 963 2 880 2 963 Administration 647 647 647

Total operations 20 667 8 939 4 475 4 635 375 0 375 11 270 8 596 88 2 586

Other factors affecting Income and expenditure account and Balance sheet Other sales 42 42 Interest etc. 1 037 50 987 26 26 Depreciation of rail infrastructure 2 291 327 Appropriation settlement, investments that are temporarily financed by loans 12 949 32 -32 Other financial items 57 57 0 Interest on payment commitment 33 Total Income and expenditure account and Balance sheet 12 399 4 624 18 898 375 0 375 11 296 8 654 88 2 554 Net change in capital for the year 11 123 0 75 ort Signing of the Annual Report l Rep

a Borlänge 20 February 2009 u We certify that the annual accounts provide a true and fair picture of the operation’s results as well as of costs, income and the authority’s nn financial position. We also judge that the internal management and control of the authority are satisfactory. he A

igning t ot Mats Hulth Minoo Akhtarzand Lisa Warsén S Chairman Director-General

Marie S. Arwidson Carina Holmgren Katarina Kämpe

Anders Ahlgren Runar Brännlund Bengt A Hägglund

76

Auditors’ Report ort ’ Rep 11 March 2009 Auditors’ Report for Banverket ditors The Swedish National Audit Office (Riksrevisionen) has audited Banverket’s annual ac- Au counts, adopted 20 February 2009, for the 2008 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 submitting 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 special 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 Kerstin Jönsson reached the decision in this matter. Assign- ment manager Henrik Söderhielm reported on the matter.

Kerstin Jönsson Henrik Söderhielm

77 Board of Directors tors ir ec f D o oard B

Mats Hulth Minoo Akhtarzand Lisa Warsén Anders Ahlgren Chairman Director-General Consultant, Municipal commissioner Managing Director of Sveriges MINSANN Consulting AB in Gagnef Local Hotell- och restaurangföretagare

Runar Brännlund Carina Holmgren Katarina Kämpe Marie S. Arwidson Professor, Umeå University Lawyer, Fylgia Head of Information, Managing Director Post och telestyrelsen of Skogsindustrierna

Bengt A Hägglund Stig Blomberg Jerk Wiktorsson Gunnar Larsson Director Staff representative Staff representative Staff representative SACO (Swedish Confederation ST (Swedish Union of Civil SEKO (Swedish Union for of Professional Associations) Servants) Service and Communication Employees)

Staff representatives are not members of Banverket’s Board of Directors, but are entitled to attend Board meetings and to express their opinions in all matters brought before the Board.

78 Management group up gro

nt eme Manag

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

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

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

79 80 Goals and results An accessible transport system 781 85 Borlänge, Sweden Tel: +46 (0) 774-44 50 50 www.banverket.se