The Swedish Transport Administration Annual Report 2013 Contents

Contents

2 The Swedish Transport Administration Annual Report 2013 Contents

The Director-General’s Report 4 The S wedish Transport Administration in brief 6 Development in transport 8 Goods transports 9 Passenger transports 10 Results 12 the state of the transport system 14 transport policy goals and delivery quality 14 summary of the year’s developments 15 Punctuality 16 Capacity 18 Robustness 20 Usability 21 safety 24 environment and health 26 Results of the operations 32 Introduction 32 Planning in the transport system 34 Maintenance 45 traffic management, traffic operation, and other operations 51 Rebuilding and new construction 53 Disbursement of grants, support, and co-financing 67 Contract work 71 Cross-business area work 74 Productivity and efficiency development 78 external productivity 78 Internal efficiency 80 employees 82 staff structure 83 Measures for competence provision 83 Reorganisation work 83 Work environment 84 Analysis of competence provision in relation to operational goals84 Internal governance and supervision 85 overall approaches 85 High risks 85 Financial report 86 Income and expenditure account 87 Balance sheet 88 Appropriation account, including presentation of authorisation 89 Analysis of financing 91 summary of key figures 92 notes 93 Signing of the Annual Report 100 Auditor’s Report 101 Board of Directors 102 Management group 103

About the Annual Report: Certain figures are followed by an additional figure in parentheses. Unless otherwise indicated, these refer to the previous year’s figures. Since the annual report contains numerous monetary amounts, the following abbreviations are used: TSEK (thousand SEK), MSEK (million SEK), and BSEK (billion SEK).

The Swedish Transport Administration Annual Report 2013 3 The Director-General’s Report

The Director-General’s Report

Administration has. We have therefore made some strong priorities in our planning work. Firstly, operational and maintenance measures have been prior- itised, as have measures for remedying deficiencies in the transport system. The Swedish railways are in need of improvement. The Swedish Transport Administration has therefore described an alternative in its plan proposal, which involves faster improvement of the rail network during the planning period. This means that more appropriation funds will be needed during the first few years, since we estimate that the track access charges comprising a significant portion of the financing will gradually increase during the planning period. Operation and maintenance of the roads should also be prioritised so that these do not worsen over the long term. Lately, there has been a debate around the maintenance and safety of the railways. I would like to em- phasize that we take the incidences that occurred seriously, as we do the information about deficiencies in safety that has come out. Every accident or near-accident is one too many. We can never jeopardize safety. The railways have a high degree of safety, but it can of course always be better. I have therefore decided upon an additional action plan to strengthen the safety and mainte- A large part of 2013 was characterised by the Swedish Transport Ad- nance of the railways. ministration’s work on developing a proposal for a national transporta- Results, 2013 tion system plan for 2014–2025. The plan proposal was developed in a The Swedish Transport Administration fruitful collaboration with municipalities, industry, regional representa- began a special safety year in 2013. The focus on safety shall contribute to meet- tives and other government agencies. The proposal was presented to ing our traffic safety goals for 2020, both the Government in June, and has since been circulated for comment. on the railways and the roads. The safety year shall also contributed to reach- ing our target of zero accidents at our The proposal of the Swedish Transport and investments are one part of that. But workplaces. Everyone is responsible for Administration emphasizes the impor- today’s deficiencies cannot be built away; safety, and everyone can also be better in tance of looking after the infrastructure instead, I think that it requires a combi- the culture of prevention. Together, we we have and using it more efficiently. nation of many types of measures, which can increase safety and reach the obvi- We also propose reconstruction and the Administration and others in society ous point of zero tolerance: no deaths in new construction in infrastructure in need to work on in common. traffic and no accidents and near-acci- order to improve society and to develop The wishes, demands and need for dents in our facilities. new solutions as well. Naturally, the infrastructure measures described in Over the years, traffic safety on the Administration wishes to increase its various parts of the country are signifi- road has had a favourable development. capacity within Swedish infrastructure, cantly greater than the resources the Unfortunately, this does not apply to

4 The Swedish Transport Administration Annual Report 2013 The Director-General’s Report

railways; no trendy improvements in budgeted cost. The planning of Förbifart Efficiency work is the same manner as on the roads have Stockholm is also going as planned, and nearing its goal been seen. Measures against suicide are start of construction is growing nearer therefore high priority, as suicide rep- in 2014. The Swedish Transport Administra- resents a large percentage of fatalities on tion finances its operations primar- the railways. Future challenges ily through appropriations from the Passenger and heavy goods vehi- and threats Swedish Parliament and the Swedish cle traffic on the public road network Government. Back in 2010, we began increased somewhat during 2013. The At the end of August, the rail industry comprehensive work on streamlining number of air traffic passengers also gathered together for the first results operations, thereby getting our appro- continued to increase during 2013, both conference for increased punctuality. priations to be sufficient for additional for domestic and international traffic. The industry has now instituted long- efforts in operations and infrastructure Rail traffic also increased in total during term systematic work in common so maintenance. Over the years, significant 2013. Goods traffic, however–both rail that the trains will run on time. On-time sums have been freed up for efforts in and shipping–are still being consumed trains are a high priority within the priority areas. I can therefore not em- by problems with sagging volumes, Swedish Transport Administration. Last phasize the importance of our efficiency dependent primarily on the prevailing year’s gathering of forces for punctual- measures enough. In 2013, we carried market conditions. Despite increasing ity has yielded good results, but those out efforts in areas such as the follow- rail traffic, punctuality has become bet- results subsided when the project was ing for increased streamlining and cost ter over time. It is gratifying to be going completed. The new approaches are savings: introducing a new maintenance in the right direction, but we have a inspired by Sweden’s successful work on strategy, deciding on new national traffic long way to go before our goals are fully traffic safety on the roads, and the zero management, developing our role as achieved. A lot of work remains for the tolerance vision. The Swedish Transport client, working with new planning mod- Swedish Transport Administration and Administration and the rail industry els and efficiency measures in IT and the entire rail industry. have also set up long-term goals for the Purchasing and Logistics. We achieved Both energy use and greenhouse gas work on punctuality. From now until our goal for 2013 of freeing up funds in emissions from the transportation sys- 2020, the number of trains that do not our internal efficiency work. The annual tem have again decreased during 2013. arrive on time will be halved. We will go goal of freeing funds up for external The trend of decreased emissions began from today’s level, where 90 percent of productivity has also been reached, back in 2007. In general, the develop- the trains arrive on time, to 95 percent of and even exceeded by several hundred ment within the environmental field is the trains arriving at the right time. It is million SEK. going slowly, however, and new solutions an ambitious target that will require ma- The Swedish Transport Administra- will be required for the transportation jor efforts by the Administration and the tion has now been working for nearly sector to achieve its long-term goals. other entities within the railway system. four years, and I can state that the The work of the Swedish Transport Apart from the branch-wide work on transfer from the previous government Administration on being an attractive punctuality, the Administration began agencies has gone well, but there is still a employer has led to several honours work on improving traffic information good deal of work to do. The perspective during the year. Our results in Karriär- and station environments in 2013. We embracing all modes of transportation Barometern led to the “rocket” award hope that the results of this work will be has had great success, but we need to and a place in “Sweden’s Best Employ- appreciated by passengers in the coming become even better at finding the most ers” top 50. The Administration has also years. effective measures based on the perspec- won the ST prize as a dream employer What we see ahead of us is an tive of the route and the whole journey. for youth. increased need for capacity in public The Swedish Transport Adminis- We have pursued systematic pro- transportation and foot and bicycle tration is a major government agency, motion of gender equality during the traffic, as well as good traffic in rail and we need to be humble in the face of year. This has produced a better basis and shipping. The demand for person- the great and important task we have: for appointments and contributed to al and goods transport is expected to together, with other operators, to design the Administration being able to recruit increase drastically through 2050. This a transportation system that contributes more women to leading positions, and increase in demand cannot be fully met to societal development. being able to make special efforts in the by investment in new capacity for many revision of the pay scale. reasons, including economic ones. The Borlänge, February 2014 This year, we inaugurated a new rail- ‘four step’ principle must be the starting way and road through Motala, which has point for the selection of measures in the supplied us with valuable capacity. The transportation system, which must also advances in the major infrastructure be used in a smarter, more efficient, and project have in general gone well. The more sustainable manner. More efficient Norra länken and Citybanan projects are transfers between modes of transporta- GUNNAR MALM both ahead of schedule and under the tion need to be facilitated. Director-General

The Swedish Transport Administration Annual Report 2013 5 The Swedish Transport Administration in brief

The ‘four step’ principle is a fundamen- tal starting point in the planning work of the Swedish Transport Administra- tion. It involves: • firstly, measures that can affect the need for transport and the choice of mode of transport; • secondly, measures that make the use of infrastructure and vehicles more efficient; • thirdly, limited reconstruction measures; and • fourthly, new investments and larger reconstruction measures. The Swedish Transport Administration in brief

The Swedish Transport Administration Annual Report 2013 The Swedish Transport Administration in brief

The Swedish Transport Admin- as the roads being passable, the trains portation and comprises 522 billion SEK istration is responsible for long- arriving on time, and traffic information for operation, maintenance, and invest- working properly. And that all trips and ments in the transportation system. In term infrastructure planning for transports take place as safely as pos- collaboration with regions, municipali- road traffic, rail traffic, shipping sible, and with the least environmental ties, and other operators, the Adminis- and air transport, and for con- impact possible. tration shall see to creating the greatest When all this works, we have an ac- possible social benefit for its money, structing and operating roads and cessible Sweden that creates conditions regardless of whether it is an issue of railways. for growth and welfare that improves building something new or looking after society. Regions can expand when what we already have. commuting functions. Both city envi- Sometimes the Administration needs We contribute to ronments and the countryside can be new construction, but often it is enough improved when transportation oppor- to think differently: can the transpor- societal development tunities are adapted to people’s needs. tation system be used in a smarter way? Industry transports become more effi- Will a small measure be enough to gain Travel and transport is necessary for cient when all modes of transportation major advantages? This is a challenge our society to work. People want to be are utilized together. These are a few of and a great responsibility. We know that able to choose where they live and still all the issues that the Swedish Trans- what we do affects the daily lives of a get to work and school, travel to family port Administration pursues together great many people. and friends, conduct business and travel with the regions, the municipalities, and We want to continue to think. But on holiday. Food must get to the shops, industry. we’re not doing it alone. To really be able iron ore to the steelworks, and the forest The Swedish Transport Adminis- to create a society everyone wants to live to the paper mills. Citizens and indus- tration is working on a national plan for in, we need to work in close collabora- try depend on a reliable transportation how the transportation system is to be tion with others. Together, we can make system. developed between 2014 and 2025. The life in all of Sweden easier. This is social In practice, this means such things plan applies to all four modes of trans- development in action.

Board of Directors

Internal Audit

Director-General

Central Functions Finance and Control Procurement and Logistics

Strategic Development Legal Matters and Plan Review

Human Resources and Organisation IT

Communication and Information Management Business Areas

Market and Trac Maintenance Investment Major Projects Profit Centres Planning Management

Business Area Market and Planning all modes of transportation so that the system is tions. The Profit Centres are Road Ferries, Driving Market and Planning plans for the country’s state- used safely and effectively. Tests, Rail Vehicle Management, the Railway owned road and rail infrastructure, and over the Training Centre, Swedish National Road Consulting long term for sea and air transport as well. Market Business Area Investments AB (SweRoad) and the Swedish Transport Admin- and Planning is the main entry into the Swedish Investments is responsible for procuring, implement- istration Museums. Transport Administration for citizens, industry, ing, and monitoring the main part of the Administra- The Delegation for Maritime Transport Aid is also collaborative partners and operators with whom tion’s reconstruction measures and new investments part of the Swedish Transport Administration. we have agreements. (projects with a budget of under 4 billion SEK). The Swedish Transport Central functions Business Area Maintenance Business Area Major Projects Within the Administration there are seven func- Maintenance manages, maintains, and improves Major Projects is responsible for procuring, imple- tions that work centrally within various areas, each the road and rail system, and improves and man- menting, and monitoring several of the country’s of which has an overall responsibility for its area in ages the technical systems that are part of the road largest infrastructure projects (projects with a the Administration as a whole. These functions are Administration in brief and railway system. budget of over 4 billion SEK). Finance and Control, Strategic Development, Hu- man Resources and Organisation, Communication Business Area Traffic Management Profit Centres and Information Management, Procurement and Traffic Management supervises and directs traffic The Profit Centres operate designated sections Logistics, IT, and Legal Matters and Plan Review. on roads and rail, and delivers information covering where operations are run under business condi-

The Swedish Transport Administration Annual Report 2013 7 Development in transport

Development in transport

The Swedish Transport Administration Annual Report 2013 Development in transport Goods transports

Goods transports decreased, due to a deepened recession. Passen- ger transports increased, which is explained by such things as increased disposable household income and decreased real fuel prices. Improvement increases the burden on both the road and the rail networks.

Goods transports Transport volume

Long-distance transport volume–that is, all rail and sea transports as well as was substantially larger during the 2009 21.1 (21.2) billion tonne-kilometres in commercial vehicle transports over 100 recession that in the current one. 2013, which can be compared with the km–had a preliminary total of 82.6 (84.7) Long-distance transport volume with 2009 recession level, which was 19.5 billion tonne-kilometres in 2013. This commercial vehicles had a preliminary billion tonne-kilometres. Norway to is a decrease of 12.2 billion tonne-ki- total of 30.7 (30.2) billion tonne-kilome- Norway transit traffic through Sweden lometres since the peak year of 2008. tres in 2013. This upturn can primarily is not included in this figure. One factor, Short-distance transport volume–that is, be linked to the iron/steel and chemical apart from the weakened state of the commercial vehicle transports up to 100 sectors. Commercial vehicle transports market, that strengthened the downturn km–had a preliminary total of 6.7 (6.5) for steel export have increased, chiefly in the railways was the gradual price billion tonne-kilometres. because commercial vehicles were given increases over the last few years for the The decrease in transport volume an improved competitive situation vis- majority of the flows. can be linked to the declining state of à-vis the railways owing to changed sets Steel transports decreased during the international market. In comparison of goods. the recession, which can be linked to with 2009, for the current recession The sectors involving the forest reduced investments. China’s production it is chiefly the crisis in Europe that is decreased, or remained relatively un- of steel increased, however, which con- negatively influencing development in changed. In the forestry sector, the 2012 tributed to increasing ore transports by Sweden. In the initial phase of the reces- level was high owing to the clearance in rail through such things as an old mine sion, the products of industry were pri- the aftermath of Dagmar. The develop- being re-opened and a new mine being marily affected. During 2013, Sweden’s ment in the timber sector can be linked opened. basic industries were also affected by to the economic problems in parts of Eu- Sea transport volume had a prelimi- the downturn. The recession is thereby rope having decreased demand, which to nary total of 30.8 (33.3) billion tonne-ki- inhibiting both exports and domestic a certain extent was compensated for by lometres in 2013. The decrease, like consumption. The differences between exports to Africa and Asia. the one for commercial vehicles and these recessions is also reflected in the Rail transport volume with commer- rail, can be assigned principally to the downturn in transport volume, which cial vehicles had a preliminary total of worsening recession. International sea

DIAGRAM 1 DIAGRAM 2 Long-distance goods transport volume, Amount of goods transported internationally, excl. billions tonne-kiolmetres iron ore and oil, millions tonnes International shipping Domestic shipping Railway Commercial vehicle Shipping Railway Commercial vehicle

100 120 90 100 80

70 80 60 50 60 40 40 30

20 20 10 0 0 2009 2010 2011 2012 2013 2009 2010 2011 2012 2013

The Swedish Transport Administration Annual Report 2013 9 Development in transport Passenger transports

lesser roads. This can be linked to the increase in long-distance and decrease in short-distance transport volume. An increase in lighter, highly-processed goods over the past few years is noted, while the value of both highly-processed and less-processed goods is increasing. Traffic volume for goods traffic on the public rail network had a preliminary total of 37.5 (39.1) million train kilome- tres in 2013. This downturn is explained by the reduction of rail transport volume and by certain changes to the transport structure.

Passenger transports

transports had a preliminary decrease railway. Approximately one-fourth of sea Transport volume of 2.4 billion tonne-kilometres to 24.2 transports relate to transoceanic trans- Long-distance (interregional) transport billion tonne-kilometres between 2012 ports. These also compete with overland volume had a preliminary total of 40.5 and 2013, while domestic sea transport means of transport on several stretches, (40.2) billion passenger kilometres in remained unchanged during the same as they can be replaced by feeder trans- 2013. The increase is due to such things period. port to and from the Port of Gothenburg as a preliminary increase in travel Despite an unchanged level for do- or to and from central European ports. consumption of 1.5%, which is linked mestic sea transports, a decrease in the Over the past few years, combined above all with a 4.1% increase in car forestry and pulp/paper sectors can be traffic has been struck by quality and consumption. Car ownership per 1,000 noted. Transports of sand, gravel, and profitability problems. This led to Carg- persons remained unchanged, however, minerals also decreased, which can be oNet’s decision in 2011 to discontinue its between 2012 and 2013 despite increased linked to a downturn in transports for intermodal operations in Sweden. This, purchases, since the population had the construction sector. The decrease in turn, had a dramatic effect on 2012 increased. for international sea transports applied developments, where certain sections Long-distance passenger car trans- to sectors such as pulp and paper, where of the operations were taken over by port volume had a preliminary total of it became harder to pass certain paper other rail companies and other parts 28.4 (28.0) billion passenger kilometres products on the global market. were transferred to commercial vehicles. in 2013. This increase is explained by Of the amount of goods–excluding This process came to a partial standstill such facts as the real price of petrol ore and oil–transported internation- in 2013, and this is why the transport decreased 3.2%, while real household ally in 2013, transports by commercial volume level remained relatively un- disposable income increased 2.3%. The vehicle stood for 38%, rail for 7%, and changed compared with 2012. price of petrol can thus be regarded as sea transport for 55%. A large part of the being much lower in 2013 than in 2012. transports to and from the Continent, by Traffic volume Long-distance rail transport volume rail and above all by commercial vehicle, Commercial vehicle traffic on the public had a preliminary total of 6.0 (6.2) bil- is still carried out by ferry despite the road network increased by 0.8% in 2013 lion passenger kilometres in 2013. fact that traffic across the Öresund compared with 2012. Despite the upturn, SJ AB improved its selection by bridge has increased, primarily on the there was a decrease of 4% for the inaugurating high-speed train traffic

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

45 100 40 90 35 80 70 30 60 25 50 20 40 15 30 10 20 5 10 0 0 2009 2010 2011 2012 2013 2009 2010 2011 2012 2013

10 The Swedish Transport Administration Annual Report 2013 Development in transport Passenger transports

on the Stockholm–Umeå route with the ERTMS-equipped SJ 3000 high-speed train. SJ AB also began operating the Stockholm–Dalarna and Stockholm– Karlstad route with similar trains. The price level of trips on SJ was raised in 2012, which had a restraining effect on travel in 2013 despite a major increase in the number of low-price tickets. As a consequence of deregulation, sleeper car traffic was inaugurated between Malmö/ Gotheburg and Vemdalen by Inlandsba- nan AB during the winter season. Air transport volume had a prelimi- nary total of 3.4 (3.4) billion passenger kilometres in 2013. The unchanged level is linked to the recession, which primarily negatively affected business travel while the relatively high level of private travel increased further. This is explained by such things as increased offerings from new operators with low- price profiles. though the development has been neg- Underground and tramcar transport Aviation benefited from this positive ative for this traffic in certain respects. volume increased in 2013 as compared development in disposable income and The discontinuation of an aviation bus to 2012. This is explained primarily an upturn in household assets. It did not line from central Stockholm to Arlanda by an expanded tram network and an benefit from the decrease in fuel prices, can be mentioned as one example. increased population. which primarily negatively affected Short-distance rail transport volume train and bus traffic. As with 2012, had a preliminary total of 5.8 (5.5) bil- Traffic volume increase in travel can be noted in certain lion passenger kilometres in 2013. The Traffic volume for passenger car traffic respects. This is due to such things as a increase can be linked to such things as (vehicle kilometres) on the public road reallocation of travel between various the completion of the double track be- network had a preliminary increase of airports as a consequence of changes in tween Gothenburg and Öxnered, which 1.1% compared with 2012. The upturn the offerings to smaller airports. involved Västtrafik beginning to operate was lower on the lesser roads, which Short-distance (regional and local) the Gothenburg–Trolhättan–Vänersborg is linked to the development of the transport volume had a preliminary route with high-speed regional trains. long-distance and short-distance trans- total of 100.5 (99.2) billion passenger The Gothenburg–Älvängen route has port volumes respectively. kilometres in 2013. also begun operating with commuter Traffic volume for rail passenger traf- Short-distance bus transport volume trains. A commuter rail line between fic flows on state-owned rail infrastruc- has gradually increased. This is due Stockholm and Uppsala via Arlanda ture had a preliminary total of 106.4 primarily to local public transportation has been inaugurated in the Stockholm (99.8) million train kilometres in 2013. increasing in many towns, which in region. Commuter rail traffic between The upturn is explained by an increase many cases is due to improved offerings. down-town Stockholm and the harbour in offerings, especially for regional The upturn is also linked with a gradual in Södertälje was resumed after having traffic. expansion of regional bus traffic, even been closed since 2011.

DIAGRAM 5 DIAGRAM 6 Rail trac volume, Road trac volume, millions train kilometres millions road kilometres (index) Passenger trac Freight trac Passenger trac Commercial vehicles

160 110 100 140 90 120 80 100 70 60 80 50 85,2 86,0 85,4 86,6 86,1 60 40 40 30 20 20 10 0 0 2009 2010 2011 2012 2013 2009 2010 2011 2012 2013

The Swedish Transport Administration Annual Report 2013 11 Results

RESULTS

The Swedish Transport Administration Annual Report 2013 Results Results The state of the transport system

This chapter describes our ability long-term sustainable supply of transpor- In order to improve the governance to contribute to a safe and acces- tation for citizens and industry across the and monitoring of the Swedish Transport country. The overall goal has also been Administration’s contribution to these sible transportation system that defined exactly in a functional objective goals, the Government has commissioned takes the environment and health for accessibility and a strategic objective the Administration to develop a new gov- into consideration. On the whole, for safety, the environment, and health. erning framework. An important part of The functional objective for accessi- this framework is “delivery quality”. This the results for 2013 are shown as bility involves the design, function and describes, with the support of a number delivery qualities. use of the transport system contribut- of indicators, the Administration’s ability ing to providing everyone with basic, to deliver a safe and accessible trans- good-quality accessibility and usability, portation system that takes the envi- and contributing to the entire country’s ronment and health into consideration. The state of the forces for development as well. The The delivery qualities must describe the transport system must be equitable–that status and development of the transpor- transport system is, it must meet the respective transpor- tation infrastructure over time and can tation needs of men and women equally. be regarded as concretising the Swedish Transport policy goals The strategic objective for safety, the Transport Administration’s contribution and delivery qualities environment, and health means that the to the transport policy goals. design, function and use of the transport Together with the Ministry of Enter- Together with other operators in society, system must be adapted so that no one is prise, Energy and Communications, the the Swedish Transport Administration killed or seriously injured. It must also Administration has developed six deliv- shall work towards attaining transport contributed to attaining the overall gener- ery qualities that cross between business policy objectives. ational objective for the environment and areas. These delivery qualities are: punc- The overall transport policy objective the environmental quality objective, as tuality, capacity, robustness, usability, is to ensure an economically effective and well as contributing to increased health. safety, and environment and health.

Delivery qualities linked to the functional objective of Accessibility

Punctuality Capacity Robustness Usability The ability of the transpor- The ability of the transpor- The ability of the transpor- The ability of the transpor- tation system to meet or tation system to handle tation system to withstand tation system to manage deliver planned travel and the requested volume of and manage disruptions the transport require- transport times, as well as travel and transports ments of client groups its ability to rapidly pro- vide correct information in the event of disruptions

Delivery qualities linked to the strategic objective of Safety, the environment, and health

Safety Environment The ability of the transpor- and health tation system to minimise The ability of the transpotation the number of fatalities system to minimise its nega- and serious injuries tive impact on the climate, the landscape, and health, as well as its ability to promote their positive development

The new governing framework was measurements in a few cases. This way, development towards the objectives is partially introduced in 2013, but several we can provide a more comprehensive negative or slow, and where Swedish parts need to continue being developed. picture of delivery quality, and of how the Transport Administration efforts are The 2013 annual report has been transport policy objectives are being met. judged to have great significance for the adapted to the governing framework The Environment and Health fulfilment of objectives. Development as much as possible. We report on the delivery quality does not cover the in the other environmental areas is not results for the indicators that can be 16 environmental quality objectives reported here, but measures that have measured today. Where there are no singled out in the strategic objective. affected development towards the goals indicators developed or measurable, we The delivery quality focuses on the is described in the section on the results report on the results from supplementary environmental and health areas where of the activities.

14 The Swedish Transport Administration Annual Report 2013 Results The state of the transport system

Summary of the year’s Table 1 developments Summarised results for delivery qualities Other important Insignificant or Railway Major city Major routes Lesser traffic routes no traffic Reporting the results is primarily based Punctuality → → → on established indicators per delivery → → Capacity → → → → quality and per road and track type, and →→ → Robustness → is placed in relationship to the estab- → → Usability → lished target values. → Safety The arrows show the 2013 outcome compared to 2012. The colours illus- Environment and health → trate the degree to which the objectives were fulfilled. Green means the delivery Designated Roads Major city Trunk roads Commuting important for Lightly trafficked quality objective was met during 2013. industry Yellow means that the level for the year Punctuality → is relatively good, but that additional Capacity → improvements are needed. Red means → Robustness → that the level for the year is far from the Usability → objective. Several indicators still lack Safety objective levels. These assessments are → Environment and health → therefore based on which requirements can reasonably be imposed within the respective delivery qualities. Punctuality in the railway system On the road system, shortages in ing few restrictions for heavy traffic on improved during the year for goods capacity occur chiefly in the major the roads, for example impaired bearing traffic and was at a somewhat higher cities, where they lead to problems with capacity and shut-down in the event of level for passenger traffic than 2012. The congestion. Measurements of travel soil frost thaw. The portion of the public trend arrows relate to changes in punc- time in peak traffic show that conges- road network with impaired bearing ca- tuality per track type. The ambition is to tion is still high, but a certain improve- pacity increased somewhat during 2013. further improve punctuality for all types ment was indicated during the year. In Altogether, usability in the railway of trains and all types of track. Gothenburg, a congestion charge was system was assessed, from a client Improved traffic information in introduced in 2013, and the flow at pay perspective, to be further away from the connection with disruptions that affect stations decreased by approximately 11% desired condition than the road trans- punctuality have been given high priori- (up through October) compared with the port system. ty. During the year, forward planning in equivalent period the year before. Safety in the railway system, information improved while the margin Robustness in the railway system, measured in the number of killed and for error in the forecasts worsened expressed in the number of train delay seriously injured, is not developing somewhat. hours owing to faults in the infrastruc- in phase with the Swedish Transport Punctuality in the road system is ture, are fairly unchanged in 2013 as Administration goal of a maximum of 55 more difficult to assess, since there are compared with 2012. None of the track deaths by 2020. The 2013 outcome was rarely any timetables to link to. One types reached the levels of 2008–2009. somewhat higher than 2012. important part is providing travellers On the road system, robustness is ex- The number of people killed in road with up-to-date, reliable information pressed as the number of vehicle hours traffic decreased compared with 2012, about disruptions. Our ability to quickly as a consequence of a total stoppage. and remains stable during the develop- process and convey information about The number of hours continued to de- ment required to achieve the Govern- accidents improved during the year. crease during 2013, although not in the ment’s milestone for 2020. As regards Capacity in the railway system is major cities. A contributing cause to the serious injuries, an upturn occurred in described here with an indicator that increased was the flooding of the E6 in 2013, but the trend is still judged to be relates to capacity utilisation–that is, Gothenburg at the end of July. in line with what is required to meet the the percentage of time that a track is Usability of the railway system is as- milestone for 2020. in use. Capacity utilisation during 2013 sessed her according to such indicators Within health and environment increased somewhat compared to 2012, as the number of stations adapted for , the Swedish Transport Administra- as seen both throughout the day and persons with disabilities. Many stations tion contributed measures for reduced during peak hours. This increase took in the prioritised network are still not carbon dioxide emissions during the year. place primarily on the larger routes. adapted, and the pace of adaptation has Altogether, however, the conditions for Capacity is utilised to a great degree on fallen off over the past few years. As delivery quality lie far from the desired many sections of track in the major cit- regards the roads, adaptation for persons levels. It is chiefly the pace of develop- ies, which makes them very vulnerable with disabilities has also fallen off. ment for certain sections within the areas to disruptions. Industry is dependent upon there be- of health and landscape that are too slow.

The Swedish Transport Administration Annual Report 2013 15 Results The state of the transport system

Punctuality For the railway, punctuality is described with four indicators: two relating to arrival punctuality and two relating to traffic information. During the year, the industry came to an agreement that by 2020, 95% of all trains must arrive at the latest five minutes after the arrival time according to the timetable. Punctuality on the roads deals chiefly with predictability: that people travel- ling must be able to estimate travel times and plan their trip. The measurement used today shows how quickly the Swed- ish Transport Administration processes information on recorded accidents and conveys it to the travellers.

Punctuality on the railway The arrival punctuality of passenger trains is measured as the percentage of trains that arrived at their final destina- tion within five minutes of the arrival time according to the timetable. In 2013, punctuality for passenger traffic was 91.2%. This is 0.2 percentage points higher than 2012. It is also higher than 2011 and 2010, when punctuality was 88.5% and 87.1% respectively. Much of the planned and emergency track work during the year involved speed reductions and single-track oper- ation, which affects the punctuality of trains. The larger portion of this track work was not part of the train plan for Table 2 2013, and they thus affect punctuality Results for delivery quality Punctuality negatively. There were also a couple Major Other import- Insignificant Railway Major city Lesser traffic routes ant routes or no traffic of major derailments during the year, which also involved reduced speeds, Punctuality → → → → → single-track operation, and re-routing. Percentage of arrivals within Arrival punctuality at the final 95.1% 90.3% 90.4% 91.0% 82.6% 5 minutes, passenger traffic destination is also shown divided into Percentage of arrivals within 78.6% 78.4% 76.3% 82.0% 81.6% long-distance trains including high- 5 minutes, goods traffic speed trains, regional trains, and Percentage of information and forecasts submitted in 61.8% commuter trains. For long-distance advance1 prior to departure and regional trains, arrival is measured Percentage of information and within five minutes of arrival time forecasts exceeding a 23.5% according to the timetable; for commuter 20% margin of error trains it is two minutes. The difference 1“In advance” means 1.5 times the actual length of the delay in relation to departure time according to timeta- ble in measurement of punctuality is due to both geographical conditions and to

Designated customer requirements. Lightly Roads Major city Trunk roads Commuting important for trafficked The diagram shows arrival punctu- industry ality for the three types of trains from Punctuality → 2009 to 2013. For long-distance trains including Percentage of recorded accidents processed into infor- high-speed trains and regional trains, 72% mation within 5 minutes and arrival punctuality in 2013 was margin- conveyed to travellers

16 The Swedish Transport Administration Annual Report 2013 Results The state of the transport system

ally worse than the preceding year. For DIAGRAM 7 Punctuality of passenger trains, percentage that arrived no commuter trains in the major cities, the later than 5 minutes after scheduled arrival time, percent level is unchanged. Altogether, no major 100 92,3 91,0 91,2 changes occurred in comparison with 87,1 88,5 2012. 80

The punctuality of goods traffic is 60 measured based on the time for the 40 train’s arrival at the rail freight depot. This measurement thus does not say 20 whether the delivery to the client from 0 the goods operator is on time. Punctual- 2009 2010 2011 2012 2013 ity in this regard can be met even if the train did not arrive in the rail freight de- DIAGRAM 8 Punctuality for long-distance trains, percentage that arrived pot in time. Arrival punctuality of goods no later than 5 minutes after scheduled arrival time, percent traffic is also measured as the percent- 100 age of trains that arrived at their final 79,8 79,6 79,4 destination within five minutes of the 80 67,8 70,1 arrival time according to the timetable. 60 For goods traffic, punctuality was 40 80.0% in 2013, compared with 77.0% in 2012 and 68.7% in 2011. This is an 20 improvement of 3.0 percentage points as 0 against 2012, and 11.3 percentage points 2009 2010 2011 2012 2013 as against 2011. The rail companies and DIAGRAM 9 the Swedish Transport Administration Punctuality for regional trains, percentage that arrived no are working for departures at the right later than 5 minutes after scheduled arrival time, percent time, which is an important factor for 100 91,6 89,9 89,3 increasing arrival punctuality. Another 86,4 88,1 significant factor is that the winter was 80 favourable, compared to the preceding 60 year. Disruptions that affected punctual- 40 ity negatively, for example, were a couple of major derailments and major track 20 work on the main lines. 0 Traffic information is a priority area 2009 2010 2011 2012 2013 within the Administration. Informa- DIAGRAM 10 tion in the event of disruptions on the Punctuality for commuter trains in major cities, percentage railways is important, and something that arrived no later than 2 minutes after scheduled arrival that the Administration is continually time, percent working on. The objective is for the first 100 89,1 90,7 91,0 forecast to be submitted as far ahead of 84,2 85,1 80 departure time according to the timeta- ble as 1.5 times the length of the delay in 60 at least 70% of all delayed train depar- 40 tures. It is thus future planning in the first delay forecast measured, which we 20 began monitoring in 2012. The outcome 0 2009 2010 2011 2012 2013 was 61.8% in 2013, which is higher than DIAGRAM 11 2012 when 60% of the forecasts were Punctuality for goods trains, percentage that arrived no within the framework. later than 5 minutes after scheduled arrival time, percent Another indicator that the Adminis- 100 tration uses is the percentage of delayed 80,0 80 75,8 77,0 68,7 train departures where the first delay 65,6 forecast is more than 20% incorrect. 60

During 2013, the Administration ex- 40 ceeded 20% of the margin of error in 23.5% of the cases. This is slightly worse 20 compared with 2012, when the Admin- 0 2009 2010 2011 2012 2013

The Swedish Transport Administration Annual Report 2013 17 Results The state of the transport system

istration exceeded the margin of error in Table 3 Results for delivery quality Capacity 21% of the cases. Major Other Insignificant Railway Major city Lesser traffic Major efforts have been made to routes important routes or no traffic guarantee the forecasts, both through Capacity working with entrepreneurs and → → → → → through developing our own approaches. Capacity utilisation, number of line sections: Punctuality on the roads Capacity 81–100% 10 8 4 0 0 Punctuality on the roads is difficult Capacity 61–80% 3 17 12 5 1 to measure, since most often there is Capacity <60% 21 51 56 42 16 no timetable to relate to. Instead, the Major track work 0 0 1 0 0 Administration is trying to measure Traffic volume (million train km) goods 2.5 18 14.5 2 0.5 predictability in travel. People should be traffic Traffic volume (million train km) able to judge and plan their travel time 28.3 45.2 23.2 9.6 0.3 passenger traffic themselves. What affects punctuality most are traffic jams and obstacles in Designated Trunk Lightly the road–accidents, for example. The Roads Major city Commuting important for roads trafficked Administration wants to improve pre- industry dictability through informing travellers Capacity → about disruptions so they can choose a new travel route or change their plans for the trip. We have therefore been working since 2012 on an indicator for Table 4 Utilised rail capacity 2011, 2012 and 2013, whole day and 2 max hrs traffic information concerning how large 2011 2012 2013 2011 2012 2013 Number of line sections with a percentage of recorded accidents have Day Day Day 2 max hrs 2 max hrs 2 max hrs

been processed into information and Utilised capacity 81–100% 19 17 22 95 87 93

conveyed to the travellers within five Utilised capacity 61–80% 35 37 38 56 63 63

minutes. Utilised capacity <60% 192 189 186 95 93 90 The year’s results show that we Major track work 3 3 1 3 3 1 managed this time limit in 72% of all Total number of line sections 249 246 247 249 246 247 recorded accidents, compared with 67% in 2012. The improvements are largely due to amended routines that allow for the message to go out with a smaller age of time the track is occupied by The capacity utilisation per day for amount of known information. Addition- trains. The percentage depends on the 2013 has increased somewhat compared al indicators for punctuality on the roads number of trains, types of train, vehicle with 2012. The increase applies to the are being developed. performance and the design of the traffic larger routes and not in the major city management system, as well as whether regions, which are indicated with ar- Capacity it is a single or double track. rows. Capacity utilisation during the two Capacity in the rail network is described When the capacity used exceeds 80%, hours with the highest traffic loads show by an indicator that relates to capacity the vulnerability to disruption is high the same development, namely a small utilisation, as well as one concerning and the average speed low, and there increase compared with 2012. traffic volume for goods and passenger are major problems in finding time to Passenger traffic increased 6.7%, and traffic. Shortages in road network capac- maintain the track. Capacity utilisation goods traffic decreased 4.2%, as mea- ity are reflected in a “congestion index”, of 61–80% means that there must be a sured in train kilometres. In total, traffic which describes how the congestion sit- balance between the number of trains increased 3.6%. uation during rush hour develops in the on the track and the traffic requirements Larger infrastructure projects that major cities. Development for also being for quality. The traffic is vulnerable to were completed during 2013 are the able to track shortages in capacity at disruption, and it is difficult to find time Motala–Mjölby and Södertälje harbour– other critical places in the road network to maintain the track. When the capacity Södertälje central expansions to double is under way. used is under 60%, there is space for track. The Emmaboda–Karlskrona route additional traffic or time for track main- has been improved with new tracks, re- Rail capacity tenance. mote control, contact wires and passing Capacity utilisation is estimated both The capacity utilised for 2013 has stations. On the Haparanda Line, a new- for the day as a whole and for the two been estimated for the entire country. ly-constructed electrified single track hours of the day when the track is most The changes between 2011, 2012, and between Bredviken and Haparanda was utilised (the “2 max hours”). Capacity 2013 have been analysed for capacity opened to traffic. In this connection, utilisation reflects how large a percent- utilisation per day. the Morjärv–Haparanda route has been

18 The Swedish Transport Administration Annual Report 2013 Results The state of the transport system

taken out of use. On the Nynäs track, the Table 5 Utilised capacity. Comparison by day, major city single Västerhaninge–Tungelsta track 2012 2013 has been expanded to a double track. The East Coast Line has gotten three Number of line sections with capacity 81–100% 9 10 new passing stations between Söder- Number of line sections with capacity 61–80% 3 3 hamn and Sundsvall. A new passing Number of line sections with capacity <60% 20 21 station has been built on the Markaryd Number of line sections with major track work 1 0 Line, and one on the Coast-to-Coast Line Total number of line sections 33 34 between Emmaboda and Kalmar. On the Iron Ore Line, Kiruna Central has been closed and replaced with a Table 6 platform at Kiruna malmbangård. The Utilised capacity. Comparison by day, major route goods yard in Kirunavaara began being 2012 2013 used last year. Number of line sections with capacity 81–100% 4 8 Further capacity-increasing mea- Number of line sections with capacity 61–80% 18 17 sures such as intermediate block signals, Number of line sections with capacity <60% 55 51 and opportunities for concurrency at Number of line sections with major track work 0 0 operational locations, depot extensions, Total number of line sections 77 76 and platform extensions have also been completed.

Table 7 Road capacity Utilised capacity. Comparison by day, other important routes On the road network, there are next to 2012 2013 no capacity problems as seen over the Number of line sections with capacity 81–100% 4 4 entire year and the entire system. On the Number of line sections with capacity 61–80% 11 12 other hand, capacity problems arise at Number of line sections with capacity <60% 56 56 certain times and on certain routes, es- Number of line sections with major track work 0 1 pecially in the major cities. The Swedish Total number of line sections 71 73 Transport Administration carries out measurements in the three major cities, which are compiled into a congestion index relating to travel time in peak traffic on the public road network. Mea- surements of travel time during peak traffic show that congestion is still high, but there are indications of improvement in 2013. Stockholm has a substantial flow of people moving into the city. Conges- tion on both the roads and on public transportation has long been great. In Stockholm, bus lanes on the E18 from Danderyd to Viggbyholm were specially built, capacity on the E4 from Järva Krog to Kista was improved so that the road has five lanes in each direction, and the E4/E20 has gotten improved capacity in the connection to Södertälje. The Administration’s measurements in Stockholm had entirely too little quality during 2013 for estimating the conges- tion index to be possible. On January 1, 2013, a congestion charge was introduced in Gothenburg. This led to the flow at pay stations decreasing by approximately 11% up through October compared with 2012. Travel on public transportation in the

The Swedish Transport Administration Annual Report 2013 19 Results The state of the transport system

Gothenburg region increased ap- Table 8 proximately 10% up through October Congestion index 2006 2007 2008 2009 2010 2011 2012 2013 compared with 2012. Measures were im- plemented in Gothenburg as part of the Stockholm 100 112 100 105 121 118 105 West Swedish Agreement; among them Gothenburg 100 102 98 95 103 106 98 88 were bus lanes, underpasses, measures Malmö 100 99 101 104 101 101 for intersections and trimming of traffic lights, as well as measures for foot and Table 9 cycle traffic. Results for delivery quality Robustness In Malmö, the congestion situation is Other Insignificant or Railway Major city Major routes Lesser traffic much like it was in 2012. important routes no traffic → → Robustness → Robustness → → Robustness relates to the transport Train delay hours due to faults in the 4,961 10,009 6,223 1,146 218 system’s ability to withstand and handle infrastructure disruptions. The system must be able to

guarantee transports in the event of dis- Designated Lightly Roads Major city Trunk roads Commuting important for ruptions caused by landslides, avalanch- trafficked es, wintry conditions, storms, floods, industry → accidents and other unexpected events. Robustness → Indicators that can provide a clear Vehicle hours as a conse- picture of robustness are still lacking. quence of stoppages on the 112,400 626,200 For the rail network, the number of public road network train delay hours due to faults in the infrastructure is described; for the road Table 10 network, the number of vehicle hours as Train delay hours caused by faults in the railway infrastructure 2008–2013, updated by track type

a consequence of stoppage. 2008 2009 2010 2011 2012 2013

Total 2,719 2,664 6,041 5,374 5,088 4,961 Rail robustness Major city Per million train km 202 169 159 135 A properly-maintained rail infra- Total 5,635 4,619 14,292 11,167 9,291 10,009 structure is the basis for avoiding and Major routes Per million train km 239 177 148 146 better withstanding disruptions. When Total 3,251 3,475 6,458 6,275 5,626 6,223 disruptions occur, it is often difficult Other import- ant routes to re-route traffic while waiting for the Per million train km 179 166 160 158 infrastructure to be repaired. Effectively Total 553 410 823 775 1,175 1,146 Lesser traffic handling faults that arise is important Per million train km 102 89 113 98

for the repairs to go quickly. Insignificant Total 59 105 195 169 475 218 Compared with 2012, train delay or no traffic Per million train km 288 250 820 371

hours increased approximately 4% in All track Total 12,217 11,273 27,809 23,760 21,655 22,557 2013. The increase took place on larger types routes and other important routes, while the other track types had fewer delays during the year. The high values in 2010 and 2011 are largely due to poorly maintained parts of the system being un- able to handle the stresses of the harsh winters. Even though the delay hours decreased during 2013, the level was significantly higher than during 2008 and 2009. Those parts of the railway system that caused the most train delay hours during 2013 were contact wires, tracks, positioning systems, signal controls, and track switches. Together, these stood for approximately 60% of the delay hours. Only contact wires decreased 13% during 2013, while tracks stood for the

20 The Swedish Transport Administration Annual Report 2013 Results The state of the transport system

DIAGRAM 12 DIAGRAM 13 Train delay hours caused by infrastructure faults Total stoppages on the public road network, 2008-2013, number of hours vehicle hours 2008 2009 2010 2011 2012 2013 Duration 5 minutes to 2 hours Duration more than 2 hours

16 000 2 500 000 14 000 2 000 000 12 000

10 000 1 500 000 8 000

6 000 1 000 000

4 000 500 000 2 000

0 0 Major city Major routes Other important Less trac Little or no routes trac 2009 2010 2011 2012 2013

greatest increase, 23%. Positioning sys- Transport Administration measures management was given high priority in tems, signal controls, and track switches total stoppage in the number of vehicle relation to the other measures, which increased only a few percent over the hours (number of vehicles affected mul- affects not only robustness but also preceding year. tiplied by the stoppage time in hours), usability, punctuality, and safety. which involved the number of hours Road robustness when there is a stoppage in at least one Usability Robustness on roads relates to their direction on multi-lane roads, and in The delivery quality of usability deals ability to withstand disruptions, but both directions on two-lane roads. with the ability of the transportation also our ability to handle disruptions. As During 2013, the number of vehicle system to handle transport opportu- regards our ability, measures are needed hours as a consequence of total stoppag- nities based on the needs of various to guarantee transports in the event of es decreased from groups. The groups we proceed from are disruptions caused by severe weather 1,306,000 to 738,600, or 43% compared children, adults and the elderly, trans- conditions, accidents, or other unex- with 2012. Disruptions on the road port suppliers, shippers, and the tourism pected events. One example is detour network in major cities increased 35% industry. Usability is a broad area, and roads that can be used while waiting for compared with 2012, on the other hand. the Swedish Transport Administration a section of road to be repaired. Planning Favourable weather contributed to is working on developing indicators the detour road network is therefore an this positive development, other than that can provide a relevant picture. important measure, like rapid repair of concerning the increase in major cities The current indicators are therefore the road section concerned. primarily due to the flooding of the E6 in supplemented here with other descrip- Every stoppage or disruption reduces Gothenburg at the end of July. tions that illustrate usability. Important accessibility on the roads. The Swedish Among these measures, winter road needs for citizens are, for example, opportunities to choose bicycles or public transportation for travel to work, Table 11 Assessment of the impact on delivery quality Usability and good accessibility nationally and

Major Major Other import- Insignificant regionally. Travel times and travel costs, Railway Lesser traffic city routes ant routes or no traffic and predictability so that the transports are efficient, can be named among the Usability → important needs for industry. Currently Percentage of interchange points1 adapted An additional 6 stations were adapted during 2013. Since 2010, altogeth- it is not possible to submit safe and more for persons with disabilities er a total of 62 out of 150 designated stations (41%) were adapted. detailed condition assessments or im- pact assessments for the delivery quality Designated Major Trunk Work com- Lightly Roads important for of usability than at this level. Even if city roads mute trafficked industry the target levels are not yet established, we have estimated the development Usability → based on an aggregate assessment of the Percentage of interchange points1 adapted An additional 35 bus stops were adapted during 2013. Since 2010, processes. As far as rail is concerned, the for persons with disabilities altogether a total of 632 out of approximately 2,000 designated bus stops (32%) were adapted. level was assessed to be further away Temporarily reduced bearing capacity for from the target levels than where the 0 7,05 4 heavy traffic on roads (km) roads are concerned.

Roads, rail, and aviation Usable interchange points Accessibility in interregional public The Administration’s efforts during 2013 resulted in accessibility for 88 of The work to facilitate travel for persons transportation the country’s municipalities being maintained at a higher level than if no efforts had been made. with disabilities continued throughout the year. It thus contributed to the acces- 1 The Administration’s portion of the prioritised national net

The Swedish Transport Administration Annual Report 2013 21 Results The state of the transport system

sibility objective in transport policy and were adapted. Since 2010, altogether a aggregate index for usability in Swedish to the three partial objectives for the total of 62 out of 150 designated stations long- and short-distance public transpor- 2012–2016 disability policy strategy. (41%) and a total of 632 out of approxi- tation was measured at 0.46. To monitor The work on adapting interchange mately 2,000 designated bus stops (32%) development, new measurements will be points for persons with disabilities in were adapted. made in 2014, 2015, and 2017. the nationally prioritised public trans- One model for monitoring the percentage Travel habit surveys (RES 2005/06, portation network (partial objective 1) of persons with disabilities who feel they RVU 2011, RVU 2012) show that persons has continued, in accordance with the have the opportunity to use the trans- with disabilities travel less than others, 2010–2021 National Transportation portation system (partial objective 3) and those with mobility impairments System Plan. Certain adjustments have has been developed for nine groups with travel least (see diagram below). As been made against the plan in consulta- various disabilities. It measures long- and regards choice of conveyance, drivers tion with the regional public transporta- short-distance traffic on all modes of in passenger cars are the most frequent tion authorities, such as from the traffic transportation for these nine groups. It means of travel. This is followed by maintenance programme. The Swedish is based on six sub-indexes that measure going on foot, passengers in cars, and Transport Administration regions have different parts of the entire trip with the public transportation. As regards causes played a supporting role. During the year, values 0 and 1. During an initial mea- of travel, leisure activities and visits an additional 6 stations and 35 bus stops surement, carried out during 2013, the were the most common reason for travel for persons with disabilities. For the entire group, travel between home and DIAGRAM 14 work was the most common. Travellers with disabilities, percentage 2005/2006 2011 2012 Accessibility in interregional

90 public transportation 80 One of the Swedish Transport Admin- 70 istration’s tasks is to work towards 60 50 fundamental accessibility in interre- 40 gional public transportation through 30 such things as agreements on traffic. We 20 assess fundamental accessibility based 10 0 on eight criteria which must be met for a All Disabled Impaired Impaired Impaired Allergy mobility hearing sight municipality to have proper accessibility. The criteria cover accessibility to and from Stockholm, respectively; inter- Table 12 national travel; major cities; regional Temporarily reduced bearing capacity for heavy traffic on roads (km) and university hospitals; university and 2009 2010 2011 2012 2013 college towns; other major towns; and 4,373 5,267 5,265 5,459 7,05 4 the tourism industry.

22 The Swedish Transport Administration Annual Report 2013 Results The state of the transport system

The Administration’s efforts during Table 13 Results for delivery quality Safety 2013 resulted in accessibility for 88 of Major Major Other Insignificant Railway Lesser traffic the country’s municipalities being main- city routes important routes or no traffic → tained at a higher level than if no efforts Safety had been made. Without Administration Number of fatalities in 105 efforts, 13 municipalities would have the rail transport system had an unacceptable level of accessi- Number of seriously injured in 18 bility within all criteria. Through the the rail transport system Administration’s efforts, the number of Number of fewer fatalities as a result of Swedish Transport Administration 2.05 municipalities with unacceptable levels measures of accessibility decreased to 4. The

Administration is also making efforts in Designated Major Lightly Roads Trunk roads Commuting important for these four municipalities, but they are city trafficked industry unable to reduce travel times to a level where it is possible to achieve good or Safety → Number of fatalities in acceptable accessibility. The correspond- 264 the road transport system ing figures for 2012 were that accessibil- Number of seriously injured in 4,700 ity was maintained at a higher level in 96 the road transport system municipalities, and that 13 municipali- Number of fewer fatalities as a result ties would have had unacceptable levels of Swedish Transport Administration 3.5 measures of accessibility without Administration efforts. 270,000 people had longer travel times by more than 4 minutes during the year. Accessibility for vehicle traffic during 2013. This estimation relates In total, 61,000 people had shorter within and between regions to the number of people who have travel times on the road to their chief Accessibility for vehicle traffic within more than one half-hour travel time to town, regional centre or nearest major and between regions is assessed accord- regional centres, and whose travel times city during 2013, while 329,000 people ing to the number of people whose travel changed by more than one half-minute had longer travel times. The aggregate times to chief towns, regional centres during the year. accessibility effect during the year can and major cities have changed. During 2013, nearly 9,000 people be compared with 2012, when nearly In rural areas, nearly 6,200 people had shorter travel times to major cities, 106,000 people had shorter travel times had shorter travel times to the nearest while 51,000 people had increases in and nearly 54,000 people had longer regional centre during 2013, while travel their travel time. Accessibility to major travel times. The fact that more people times increased for 8,900 people. This cities is assessed according to the num- had longer travel times than shorter means that 3.8% of those who live in ber of people who have more than one during 2013 is due to changed in speeds rural areas had improved accessibility hour travel time on the road to national on the road network. Speeds have been to the nearest regional centre, while centres /(Stockholm, Gothenburg, or reduced for more travellers than they accessibility worsened for 5.5%. This es- Malmö) and whose travel times changed were raised for. timation relates to the number of people who have more than one half-hour travel DIAGRAM 16 time to regional centres, and whose Fatalities in rail trac, international comparison, travel times changed by more than one Number per millions train-kilometres 2012 half-minute during the year. Killed Suicide

Travel times to regional centres de- Norway United Kingdom creased for 46,000 people, while Luxembourg Italy Denmark DIAGRAM 15 Sweden Austria Fatalities in the railway transport system and development France necessary to reach the objective of reduction by half, Spain Germany number Finland Deaths, other Suicide Development necessary to reach the objective Slovenia Belgium 120 Latvia The Netherlands 100 Czech Republic Poland 80 Greece Romania 60 Estonia Hungary 40 Bulgaria Lithuania 20 Portugal Slovakia 0 0,00 0 ,50 1, 00 1,50 2,00 2,50 2006 2007 2008 2009 2010* 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Source: ERA

The Swedish Transport Administration Annual Report 2013 23 Results The state of the transport system

Accessibility, bicycles the passenger car is such a predominant and 6,000 transport authorisations for According to the report Cykling i Sverige: means of travel. Likewise, good regional the railways, where each application en studie av variationen mellan regioner public transportation can contribute to concerns up to 7 trains. The railway is, och kommuner (Cycling in Sweden: a increased equality, but also to sustain- in many cases, the only alternative for study in the variation between regions able regional expansion and thereby really heavy transports, for example of and municipalities, K. Spolander, 2013) economic growth and access to more transformers. Our measurements show the percentage of passenger travel at the attractive workplaces. that turnaround times are short for both national level has remained unchanged exemption applications on roads and at 9% over the last five years. The report Bearing capacity on the roads special transports on the railways, and also shows the percentage of cycling in It is important for heavy transport in that applicants are satisfied. Both factors municipalities with over 40,000 inhab- industry, especially forest management, are important for industry transports. itants. The percentage varies greatly, to have few bearing capacity restric- from 1% (Borås) to 24% (Landskrona). tions. The number of kilometres of Tourism The study also shows major differences road with bearing capacity restrictions One of the strategic challenges of the between counties, from 1.9% (Västernor- decreased drastically after 2007, when a Swedish Transport Administration is rland) to 15.9% (Kronoberg). new, more restrained direction for tem- that our efforts must contribute to travel porary reductions in bearing capacity and transports for the tourism industry Equal usability was adopted. The portion of the public becoming more attractive and more envi- Similarities and differences in travel road network with reduced bearing ronmentally friendly. The Administration patterns for men and women mirror so- capacity increased somewhat, however, has taken part in development work on ciety in general. Travel by passenger car during 2013. It is worth noting that the destinations in Kiruna and Åre, which predominates for both men and women. increased problems during the 2013 meant that the tourism industry and the Women travel more by public transpor- soil frost thaw do not apply to northern Administration have gotten better insight tation, go on foot more, and move within Sweden; instead Halland, Kronoberg, into the most important measures. We a more limited area than men. Men have Jönköping and Östergötland counties also collaborate with the organizers of greater access to cars, travel farther to had the greatest increases. major events such as the Vasaloppet, the and from work, use cars more often on Vätternrundan and IRONMAN Kalmar, the job and are also more willing to take Transport exemptions and which has contributed to the events being cars to central locations. The differences special transports carried out with proper security and in travel patterns also reflect the size of Every year, the Swedish Transport Ad- properly-functioning logistics for partici- the labour market regions, where wom- ministration receives approximately pants and the public. en’s are generally smaller with fewer 23,000 applications on exemptions for jobs to choose among. weight, width or length for road trans- Safety Efforts that increase the actual ports. Dialogue with the applicants led In the field of safety, the Swedish freedom to choose the means of travel to only 43 applications being rejected in Transport Administration monitors the and otherwise increase accessibility in 2013. If the Administration cannot find number of fatalities and serious injuries the transportation system can produce a suitable route on the roads with a view in the road and rail systems. In addition, positive effects for equality, both for to bearing capacity, we may recommend an estimate of the number of human women and for men. It could be an issue that the applicant apply for rail transport lives saved as a result of Administration of efforts that increase the availabil- instead. Approximately 70% of all goods measures is shown. ity and the attractiveness of foot and traffic on the railways deals with some bicycle traffic and public transportation, type of special transport. The Swedish Safety on the railway including those that reduce delays in Transport Administration annually han- The Administration’s goal is to halve public transportation–at least as long as dles around 1,000 conditions of carriage the number of fatalities on the railway system from the 2010 level by 2020. DIAGRAM 17 This involves a decrease from 110 dead Number of fatalities in road trac accidents, 2006–2013 in 2010 to a maximum 55 dead in 2020. and development necessary (based on 2006–2008 average This figure includes suicides. values) to achieve the objective of 220 fewer fatalities by 2020 The information relates to the public Actual development Suicide Development necessary to achieve interim target railway infrastructure. This means that 500 what happened on the Roslag Line, the 450 Saltsjö Line, and the Inland Line, as well 400 350 as at private or municipal terminal areas, 300 rail freight depots and sidings, are not 250 From 2010, suicides and deaths 200 in road traffic accidents are included in this report. reported separately. This method 150 development has resulted in The death count for 2013 does not 100 more suicides being found. indicate a development in phase with 50 Since 2012, the report has been 0 judged as being done using an Administration goals; see Diagram 15. 2006 2008 2010 2012 2014 2016 2018 2020 equivalent method.

24 The Swedish Transport Administration Annual Report 2013 Results The state of the transport system

On the public railways, 105 (97) peo- DIAGRAM 18 Fatalities in road trac, international comparison ple were estimated to have been killed number per 100,000 residents in 2012 and in Sweden 2013 and 18 (16) seriously injured during 2013. Malta 2,6 Sweden 2013 2,7 People who were injured so seriously in United Kingdom 2,8 Norway 2,9 a railway accident that they received at Sweden 3,1 The Netherlands 3,2 least 24 hours of hospital care are count- Denmark 3,2 Ireland 3,6 ed as “seriously injured”. Approximately Spain 4,1 Japan 4,1 86% of the deaths were suicide. Germany 4,4 Finland 4,8 Over the last ten years, the number of Slovakia 5,5 EU 5,5 people killed has increased an average France 5,6 Australia 5,8 Slovenia 5,9 of 2.0% per year. Suicides comprise this Hungary 5,9 Cyprus 6,1 entire increase. Italy 6,2 Austria 6,4 13 (19) people were killed at level Luxembourg 6,5 Estonia 6,5 crossings in 2013, of which 6 (10) were Belgium 6,8 New Zealand 6,9 suicides. 9 (5) people were seriously in- Czech Republic 7,1 Portugal 7,1 jured. Not only places where the railway Bulgaria 8,2 Latvia 8,7 Greece 9,1 is crossed by a road at the same level Romania 9,3 Poland 9,6 are counted as level crossings, but also Lithuania 10 where cyclists and pedestrians cross the United States 10,8 0 2 4 6 8 10 12 rails at bicycle and pedestrian crossings. Source: IRTAD and CARE. Source for Sweden’s 2013 value the Swedish Transportation Administration. During the year, 4 (4) children were killed on railway infrastructure, of which 2 (3) were suicide. 3 (1) children collisions with people. During the year, as expressed in the number killed per were seriously injured. People ages we continued repairing these sections. million train kilometres. 0–17 are counted as children. Safety for Firstly, we set up fences, but level cross- passengers on trains is high. Over the ing measures have also been carried Safety on the roads last ten years, only one person has been out. According to a theoretical impact The Swedish Parliament decided in 2009 killed on a train. estimation, this should have resulted in that the number of people killed in road The Swedish Transport Admin- saving 2.0 human lives. traffic should be halved between 2007 istration has identified a number of In a European comparison, safety and 2020. This entail a maximum of 220 places and routes with a higher risk of on Swedish railways is relatively good, fatalities in 2020. According to the same

The Swedish Transport Administration Annual Report 2013 25 Results The state of the transport system

decision, the number of seriously injured Table 14 Results for delivery quality Environment and health in road traffic must be reduced by one- Environment and health fourth. → Transportation system emissions of carbon dioxide “Total road traffic emissions were 17,400,000 tons ofO C 2. During 2013, 264 (285) people are es- equivalents, of which emissions changed as a result of Reduction by Swedish Transport Administration, over 99,000 timated to have been killed in road traf- Administration efforts tonnes of CO2” fic accidents. This outcome is well under Impact of the transportation system on disability-ad- the level necessary to reach the goal for justed life-years (DALY), of which impact as a result of Measurements under development Administration efforts 2020, and indicates that the positive Percentage of state infrastructure that is land- trend over the last few years continued scape-adapted, of which effects as a results of Measurements under development in 2013 as well. Approximately 25 (36) of Administration efforts the road traffic fatalities are estimated to have been suicides. cide. The average for the EU countries system on the strategic transport policy It is primarily the number of cyclists during 2012 was 5.5, according to the objectives and the national environ- and passengers killed in cars that has latest available statistics. The EU previ- mental quality objectives. The concept decreased compared with 2012. On the ously decided on halving the number of consists of the sections on climate, public road network, 210 (210) people killed from 2010 to 2020, which involves and health and landscape, which also are estimated to have been killed. On on our part a reduction from 266 to a constitute delivery qualities. This covers other road networks, 47 (65) people were maximum 133 killed. Sweden is not in both the condition of the transportation killed on the municipal road network line with the development necessary system and the result of the efforts made and 7 (10) on private roads. The division to achieve this objective. The level for to minimize negative impact and favour by gender between women and men development towards this goals is esti- a positive development in these regards. among those killed is 197 (218) men and mated to be at most 216 killed in 2013. Currently, the Swedish Transport 67 (67) women. The number of children Meeting the milestone on the serious- Administration has an indicator for the age 0–17 estimated to have been killed in ly injured requires that the number must delivery quality of climate. Development road traffic is 11 (17). This is the lowest decrease by almost 3% every year from of indicators for health and landscape number of children killed since statistics 2007 to 2020. “Seriously injured in road are under way. For the concept of health, began to be kept. Over the last ten-year traffic” is defined as a person or people we use the number of years of life lost by period, this number has halved. who, in connection with an accident, re- means of the DALY (disability-adjusted The reduced number of killed in 2013 ceived an injury that resulted in at least life-years) indicator. For landscape, the can be explained by the fact that speed 1% medicinal invalidity. The number of indicators, must show the percentages of continues to be reduced and that work seriously injured in 2007 was estimated the infrastructure that meet established on measures that increase traffic safety to be 5,500 people. In 2013, 4,700 (4,400) quality requirements. continued. Safer vehicles are considered people were estimated to have been Climate: Total road traffic emissions to be the most important explanation of seriously injured. The milestone means in 2013 were 17,400,000 tons of CO2, the positive trend, with fewer and fewer that the number of seriously injured may Emissions decreased by nearly 500,000 killed. Measures on the public road net- total a maximum of 4,100 by 2020. From tonnes of CO2 during 2013, of which the work during 2013 are estimated to have 2007, the number of seriously injured Administration’s own measures, and a theoretical effect of 3.5 (6) fewer killed. has decreased 15%. Even if there was an measures in collaboration with other The lower result compared with 2012 is upturn during 2013, this is in line with operators, reduced emissions by over primarily due to the fact that speed lim- the necessary development. 99,000 tonnes of CO2. its were not lowered to the same extent. Health:The majority of the indicators The number of those killed in road Environment and health are estimated to be under target levels. traffic per 100,000 inhabitants in 2013 is Environment and health is a generic The efforts made are of the same scope estimated to be 2.7 (3.1), excluding sui- term for the impact of the transportation as 2012. Landscape: The majority of the indica- tors are estimated to be under target

DIAGRAM 19 levels. The efforts made are of the same Carbon dioxide emissions from new passenger cars, scope as 2012. g/km Norway Finland Denmark Sweden Germany United Kingdom Germany EU-15 Climate and energy 200 Energy use and climate impact are 190 intimately associated, especially within 180 170 the transport sector where up to 89% of 160 the energy use for domestic transport 150 140 consists of petroleum products. During 130 2012, domestic transports accounted for 120 33% of Sweden’s greenhouse gas emis- 110 100 sions. If the fuel pumped in Sweden for 2001 2003 2005 2007 2009 2011 2013

26 The Swedish Transport Administration Annual Report 2013 Results The state of the transport system

international shipping and air transport Table 15 Greenhouse gas emissions by means of travel (million tonnes) is counted, the transportation sector ac- 1990 2005 2010 2011 2012 2013 counts for 47% of Sweden’s greenhouse gas emissions. Emissions from domestic Passenger car 12.9 12.9 12.1 11.7 11.1 10.9 transports are dominated by road traffic, Light commercial vehicle 0.8 1.4 1.7 1.7 1.7 1.6 which accounted for 95% in 2012. Air Bus 0.8 0.9 0.8 0.8 0.7 0.7 transports follow with 3%, shipping 2%, Heavy commercial vehicle 3 4.6 4.7 4.7 4.3 4.1 and last is rail traffic with 0.4%. Emis- Motorcycle/moped 0.04 0.09 0.11 0.1 0.1 0.1 sions from construction, operation and Total road traffic 17.6 19.9 19.4 18.9 17.9 17.4 maintenance of infrastructure is also Railway, passenger traffic 0.02 0.02 0.02 0.02 added to this. Railway, goods traffic 0.05 0.05 0.05 0.05

Over the last few years, the emissions Total rail traffic 0.11 0.07 0.07 0.07 0.07 of greenhouse gases from transport have Domestic shipping 0.6 0.6 0.5 0.5 0.3 decreased in Sweden. They peaked in Domestic aviation 0.7 0.7 0.5 0.5 0.5 2007, when emissions from domestic Total domestic transports 1 19 21.1 20.1 19.6 18.8 transports were 12% greater than in 1) Excluding commercial machinery 1990. Since then, they have decreased 11%, so that in 2012 they were 1% less than in 1990. Road traffic emissions in percentage of renewable energy has in- as a goal for vehicle traffic that carbon Sweden decreased 3% during 2013 and creased. During 2013, the percentage of dioxide emissions must decrease 80% by are now lower than they were in 1990. renewable energy in road traffic in Swe- 2030 compared with 2010. With current This is a trend that can be seen in large den increased from 7.9% to 9.8%. This developments, this means an ever larger parts of western Europe. Emissions from increase is due in large part to increased gap between predicted development and domestic transport in the original 15 EU mixing of hydrotreated vegetable oil, or goals. Over the last few years, forecasts countries decreased by 7% between 2007 HVO, into diesel fuel. on continually increased traffic have and 2011. This positive development is Improvements to energy efficiency been questioned. A number of people due to several different factors. and an increased percentage of re- argue that current stagnation in traffic The most important cause is the newable energy has had full impact on development cannot only be explained substantial improvements to the energy emissions through traffic not having by a weak economy, but that it is an issue efficiency of cars, which is a result of increased since 2008, either for cars or of a greater social transformation where EU requirements on the carbon dioxide heavy commercial vehicles. At the same the car is no longer as self-evident as a emissions of new vehicles. Together time, Swedish Transport Administration means of transport. There are a number with national control measures, this has forecasts point to increases in traffic of trends that indicate such a develop- raised carbon dioxide emissions and for some time to come. This will make ment, such as cities having becoming energy efficiency on the agenda so that it so that emissions, despite measures more dense over the past few decades, it has become a competitive weapon for decided on and control measures for from previously having thinned out. car manufacturers. Within the 27 EU more energy efficient cars and light Urban development in central parts countries, carbon dioxide emissions commercial vehicles, will at best de- of the cities also have greater focus on for new cars decreased between 2006 crease somewhat up through 2030. In its pedestrian and bicycle traffic, and public and 2012 from 162 g/km to 132 g/km, a report from the end of 2013, the study on transportation. At the same time there decrease of 17%. Sweden has long been fossil fuel-free vehicle traffic proposed are countervailing trends leading to one of the countries that had the highest carbon dioxide emissions in new cars, but they have decreased 25% between 2006 and 2012 from 189 g/km to 135 g/ km so that Sweden has now neared the EU average. The reporting does not cover all passenger cars. If all new pas- senger cars are included, emissions from cars decreased from 138 g/km in 2012 to 136 g/km in 2013. The lower rate of de- crease compared with previous years is a result of an increase in new four-wheel drive vehicles from 23% in 2012 to 30% in 2013. This percentage has more than doubled since 2009, when it was 14%. Another important factor in reduced carbon dioxide emissions is that the

The Swedish Transport Administration Annual Report 2013 27 Results The state of the transport system

places of residence. Traffic on roads and railways are thus the sources of noise that affect the most people in Sweden. High noise levels result in negative effects on health and well-being, for ex- ample feelings of discomfort and pertur- bation, increased risk of cardiovascular disease, sleep disorders and effects on learning and performance. A newly-pre- sented report also shows a connection between road traffic noise and diabetes. Reduced exposure to noise therefore yields significant health benefits. Vibra- tions can also give rise to disorders and impact people’s health. The aggregate disorder increases substantially if a resi- dence is simultaneously exposed to both noise and vibrations. Along public roads, 200,000 people are estimated to be exposed to higher noise levels than the guideline value that Parliament has decided should apply indoors. For railways, the corresponding number is 380,000. Total noise in society has decreased somewhat over the years as a increased car use, such as a greater num- number of the collaborations that con- consequence of protective measures that ber of external shopping establishments. tributed to quantified results for reduced have been carried out. Together with Another trend is that fewer people have energy use and climate impact, thus the changes to traffic, protective measures driving licences, and that this is also lower contributions in 2013. in the most exposed environments have going further up into the age groups. resulted in the number of people ex- During 2013, Administration mea- Health posed to traffic noise above the guideline sures led to transport sector carbon The transport policy objectives specify value indoors has decreased by about dioxide emissions decreasing by 99,459 that the transportation sector must con- 6,000 people during 2013. There are, tonnes (counted in carbon dioxide tribute to decreased poor health. Work however, uncertainties in both the sta- equivalents) and that the sector’s energy towards a reduced number of killed and tistical basis and the calculation model. use decreased by 321 GWh. The greatest seriously injured in traffic has long been At the same time, however, the trend contribution came from the opening of self-evident, and road safety is its own is for more people being exposed to traf- the Haparanda Line, as well as increased objective in transport policy, not sorted fic noise outdoors. The principal reasons public transportation. Other contribut- under environment and health. The are that more people are moving to the ing measures are power savings in train change in name of the objective from major cities, and housing is being built in operations, eco-driving requirements in “environment” to “environment and locations susceptible to noise. driver’s tests, and energy- and carbon health” indicates that an increased focus The connection between noise dioxide-saving measures in infrastruc- on health issues is desired. exposure and impact on health has not ture construction. Up through 2010, The Swedish Transport Administra- been completely made clear. There are the results consist of the National Road tion will be developing an indicator for several studies about the health impacts Administration’s measures, primarily in health that is built on the number of of road traffic, but the impact from rail the form of collaboration for increased disability-adjusted life-years (DALY). It traffic has been less thoroughly studied. observance of speed limits and better covers both direct risks of fatality, and Research shows that even at noise levels choice of vehicle, fuel, and means of health risks such as sleep and breathing just over the guideline value of travel. The results increased concur- disorders, which in turn can lead to oth- 55 dBA, there is an increased risk of rently with improvements in approach- er forms of poor health. The indicator heart attack. Based on international es, and it became possible to calculate will initially summarise the effects of studies, 350 to 800 fatalities from car- the effects of more measures. Reduced noise, air quality, and active travel. diovascular disease in Sweden per year energy use has also been reported from Around two million people are esti- can be linked to exposure to road traffic the formation of the Swedish Transport mated to be exposed to traffic noise that noise. This is only one part of the impact Administration. Beginning in 2013, the exceeds the guideline value of 55 dBA of traffic noise on health. Currently, Administration has phased out a large equivalent sound level outdoors at their knowledge of the total negative health

28 The Swedish Transport Administration Annual Report 2013 Results The state of the transport system

Table 16 Result of Swedish Transport Administration measures to reduce transportation sector carbon dioxide emissions and energy use Total 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2002–2013 Reduction as a conse- quence of measures imple- 20 25 23 22 45 40 73 123 101 115 173 99 859 mented (kiloton CO2) Reduction as a conse- quence of measures imple- 239 539 321 1,099 mented (GWh energy)

effects of traffic noise is lacking. During ter and early spring. This is due to the objectives according to the specifications 2014, therefore, the Swedish Transport fact that a predominant portion of the that exist for nitrogen oxides and parti- Administration will initiate development emission of breathable particles (PM10) cles in urban areas, is even more difficult work in order to calculate the total effect in street environments takes place as to achieve. The objective for ground-lev- of road and railway traffic on Sweden’s roads are worn down and particles are el ozone is also difficult to achieve. population. The goal is to account for the thrown into the air, caused primarily by There is much research that shows health effects in the DALY (disability-ad- studded tires. the connection between physical activity justed life-years) standard. According to calculations, 35,000 and a number of lifestyle diseases. By The 2012 WHO report “Burden of healthy life-years are lost every year replacing short car trips with walking or disease from environmental noise” owing to traffic-related air pollution in cycling, significant health benefits can calculated how many healthy life-years Sweden (Report VV 2009:3). Over two be achieved. Health benefits can also were lost each year in Europe as a con- thousand people die prematurely and be achieved by getting motorists over sequence of environmental noise. These others are afflicted with lung disease, to public transportation, since travel by calculations, however, cannot be directly cancer, or problems with their hearts public transportation is often combined applied to Swedish conditions. For and blood vessels. Improved methods with walking or cycling. A study from example, in the larger items–sleep dis- are being developed to monitor changes Umeå University shows that people orders and general disturbances–it has in the number of people exposed and im- who regularly walk, cycle, or ride public not been noted that Swedish houses are pact on health, but it is to early to show transportation to work run a 40% lower well insulated and that people normally any results. One assessment is that the risk of suffering a heart attack compared sleep with the windows closed. It can be number of healthy life-years lost owing with people who drive a car to work. One assumed, however, that the situation in to air pollution has likely decreased study of 28,000 people in Copenhagen Sweden follows similar patterns and that since the beginning of the 2000s, but shows that the risk of dying prematurely impacts on health are significant. there is still a long way to go towards the is 28% lower for those who commute to Air quality in Swedish urban areas objective of fresh air. work by bicycle. has generally become better over the The content varies between different Other studies show that sitting still in past few decades. But the positive devel- years, primarily owing to meteorological itself has negative health effects that are opment is not as obvious as previously. factors. According to an air quality index independent of the amount of physical Cleaner motors and fuel have yielded (see diagram), the content in urban areas activity. major reductions in emissions, but road has decreased 26% since the beginning Work on developing indicators to traffic is still a significant source of air of the 2000s up through the winter of calculate DALY for physical inactivity is pollution. The impacts on health are 2011/2012. Nitrogen oxide contents have under way. The potential for health can significant. The problem is greatest in not continued to decrease over the past be illustrated with a few indicators and urban areas, both because more people decade, and the environmental quality trends. are exposed and because closed-off norms prescribed by law for outdoor air • 29% of car trips during 2012 street space yields higher content. are also still exceeded in several urban were under 5 kilometres, com- Traffic on rails is a smaller problem, areas close to traffic. Complete data pared with 30% in 2011 and 29% in 2005–2006. but it can be significant in underground for 2013 will not be available until the environments. Even if shipping accounts spring of 2014, but preliminary informa- • 35% of trips to and from work for a large part of emissions, it does not tion points to the environmental quality by car during 2012 were under 5 kilometres, compared with 38% notably affect the content in urban areas norm for particles, PM10, having been in 2011 and 42% in 2005–2006. except in certain harbour towns. exceeded in some urban areas during Compared with other countries, Swe- 2013. It is likely that local measures such This does not mean that all car trips den has low background content of ni- as dust binding and a ban on studded under 5 kilometres can be replaced. This trogen oxides and particles; on the other tires has contributed to lowering con- provides, however, an indication of the hand, particle contents in street space tent, but it is not enough to cope with the theoretical potential for switching to may be among the highest in Europe established norms. The environmental cycling. when the weather dries out in late win- quality norm for fresh air, above all the Efforts that favour cycling and

The Swedish Transport Administration Annual Report 2013 29 Results The state of the transport system

The three objectives are: 1. Adapt the infrastructure to the surrounding landscape. This is complex, resource-intensive work. It is a question of whether the infrastructure must harmonise with functions and qualities in its surroundings. Examples of such ef- forts are passages over a road or railway for animals, measures to benefit species diversity in side areas, protection for watercourses and protection of surface and groundwater. 2. Administer the infrastructure’s own natural and cultural values such as cultural roads, cultural bridges and avenues, and species-rich infrastructur- al environments such as road verges and track areas. The work entails caring for and maintaining these environments. In certain cases, new environments of this type are constructed to strengthen cultural-historical connections and ecological functions. walking also have favourable effects on ucts. Even if the safety data sheets of the 3. Develop and sustain the experience accessibility for those who lack access to products have deficiencies, the condi- values for travellers. This is an issue of a car. Additionally, they contribute to the tions for working with phase-outs and strengthening and clarifying the expe- climate goal through reducing short car risk reduction according to the objective rience of the surrounding landscape, trips. Increased percentages of cycling for a toxin-free environment are signifi- as well as making the qualities of the and walking also have positive effects cantly better for chemical products than landscape visible for the traveller and on congestion, noise, and air quality, and for materials and goods. making them more accessible. contribute to more effective land use. Based on a random sampling, the The Swedish Transport Administration Landscape percentage of infrastructure that is is developing key figures to measure how Landscape is a very broad concept that adapted to the landscape has decreased many life-years won a more attractive, contains natural and cultural values, for species-rich infrastructural environ- accessible city can provide, as well as ecological functionality and cultural his- ments. Changes that can be attributed what economic effects it yields. tory, as well as natural resources such as to decreased barrier effects or mea- The transportation system also water, cultivated land, and forest. This sures aimed at cultural environments affects our health in other ways. Diffuse work has three objectives. These are also and avenues linked to infrastructure propagation of pollutants into ground the structure that the Swedish Trans- are marginal. By imposing particular and water, electromagnetic fields and port Administration uses to monitor and requirements on landscape-adapted stress are some examples. The scope has report conditions and results in terms of management, this trend should be not been made clear, but measures to “percentage of road and track networks broken. Requirements of this type have limit the effects are still being taken. that meet established requirements on been imposed in 8 of 11 procurements of The Administration is working to landscape adaptation”. operational areas for roads during 2013. not use and build in substances and materials that are hazardous to the en- DIAGRAM 20 vironment and to health. Our reviews of Population-weighted index for background air quality, chemical products that carry a labelling 2000/2001–2011/2012, percent NO2 SO2 Benzene PM10 Total index obligation have yielded good knowledge 140 of which chemical products are used in 120 constructing, operating, and maintain- 100 ing infrastructure. The products are 80 documents in a chemical management 60 system. The Administration collaborates 40 with the rest of the construction and 20 infrastructure industry, and uses BASTA 0 criteria in classifying and assessing

materials, goods, and chemical prod- 2010/2011 2011/2012 2000/2001 2001/20022002/20032003/20042004/20052005/20062006/20072007/20082008/20092009/2010

30 The Swedish Transport Administration Annual Report 2013 Results The state of the transport system

The Swedish Transport Administration Annual Report 2013 31 Results of the operations

The Swedish Transport Admin- indicated in our instructions and the division decided upon. The results of the istration is responsible for long- appropriations letter. This division is so operations in the form of products and that we can better monitor the results services (deliveries) are reported in the term planning in the transportation of our operations, both its volumes and respective chapters. system for road traffic, rail traffic, costs, and the actual results that the The total volume of operations in shipping and air transport, and Administration has achieved during 2013 was 49.9 billion SEK, which is 2 bil- the operational year. Within the Ad- lion SEK or 4% lower than the preceding for constructing, operating and ministration, the Annual Report and year. The volume of investments is 3.5 maintaining public roads and rail- Budget Documentation Ordinance (SFS billion SEK lower than the preceding 2000:605) is fulfilled by the concept of year. The change in volume is primarily ways. Our tasks concern creating deliveries. in accordance with applicable project efficient, safe, and sustainable The Administration’s operations are plans and is due to a few major projects divided up as follows: concluding or entering their final phase. travel and transports for citizens • planning in the transport system; Compared with the preceding year, maintenance operations increased by 1.3 and industry. • more effective use of the trans- port system; billion SEK. This increase was divided evenly between roads and railways. For • maintenance; road maintenance, the 2013 costs on Results of • traffic management, traffic oper- the whole agreed with the applicable ation, and other operations; transport plan. For railways, the efforts the operations • rebuilding and new construction; of the past few years have led to a level • disbursement of grants, support, that is considerably over the applicable and co-financing; and transport plan. During the year, the Introduction Government decided on a transfer of • contract work. The Swedish Transport Administration appropriations from the appropriation also performs work that is common for The results of these operations are item on interest and amortisation to the the entire operation, including within expressed as deliveries that shall be sus- appropriation item on maintenance. This strategic and operational customer tainable over time. This makes monitor- contribution made the urgent replace- work, research and innovation, collabo- ing and analysis more meaningful, and ment of tracks, bridges, contact wires ration for more effective crisis manage- can contribute to suitable external and and signal controls possible. ment and international work. internal reporting, as well as to benefit The current operational divisions in the internal governance of operations. for the Swedish Transport Administra- Report on operational volume The Administration has decided on tion were decided on and introduced in and deliveries deliveries at two general levels. 2012. For 2011, it has not been possible The Administration has divided up its Table 17 shows the operational vol- to completely follow the same opera- operations according to the information umes in accordance with the operational tional division for costs and revenue.

Table 17 Operational volume, million SEK

Planning in the More effective use of the trans- Maintenance Traffic management, traffic -oper Rebuilding and new construc- Disbursement of grants, sup- Contract work Total transport system port system ation, and other operations tion port, and co-financing

2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013

Operational volume 517 709 770 758 820 902 13,642 15,196 16,445 2,405 2,552 2,592 25,274 24,509 21,089 2,938 3,850 4,173 3,452 3,252 2,861 48,986 50,887 48,832

Allocated support costs 16 17 20 23 19 23 419 355 420 74 60 66 776 573 538 1,308 1,023 1,067

Total 532 726 790 781 839 925 14,061 15,551 16,865 2,479 2,611 2,658 26,050 25,081 21,627 2,938 3,850 4,173 3,452 3,252 2,861 50,294 51,910 49,899

Financing

Appropriations 516 709 772 480 525 549 12,628 13,940 15,184 2,421 2,561 2,618 15,572 17,036 15,823 2,938 3,847 4,087 34,555 38,618 39,032

Loans 170 433 288 6,656 3,497 1,500 6,826 3,930 1,788

Grants 5 4 4 3 2 2 13 7 34 11 11 2 1,194 2,318 2,255 2 87 4 1,226 2,348 2,384

Revenues from fees and other revenue 12 12 14 305 337 404 995 1,171 1,359 46 40 38 2,629 2,230 2,049 3,588 3,361 2,930 7,575 7,151 6,794

Utilisation of previously accumulated surplus 255 255

Total financing 533 726 790 788 864 954 14,061 15,551 16,865 2,478 2,611 2,658 26,051 25,081 21,627 2,939 3,849 4,173 3,588 3,365 2,930 50,437 52,048 49,998

Results from external assignments and -7 -25 -29 -136 -113 -70 -143 -138 -99 public law fees

For a description of the relationship between the income and expenditure account and the financial report, see Note 40 of the financial report.

32 The Swedish Transport Administration Annual Report 2013 Results of the operations Introduction

This means that the operational volume costs within More effective use of the decided on by the Swedish Government of these operations is not fully compa- transportation system. in 2011 and covers 3.6 billion SEK for rable between years. The percentage The main part of the operations are measures on the railways and 1.4 billion of the cost that it has not been possible financed with appropriations. For 2013, SEK for measures on the road network. to allocate between Maintenance and 78% (74%) of operations were financed The emphasis for the investment was Traffic Management, traffic informa- with appropriations. Table 18 shows operation and maintenance, and rein- tion and other operations is shown as how the operations were financed with vestments as well as trimming measures costs within Maintenance. In the same different appropriations and appropria- and the years covered, 2012–2013. The manner, costs that could not be allocated tion items. Swedish Transport Administration has between Planning of the transportation now implemented measures within the system and More effective use of the The “Five Billion” investment investment with the emphasis that the transportation system are shown as The “Five Billion” investment was Government established. On the railways, measures on heavily

Table 17 trafficked tracks and important freight Operational volume, million SEK routes were prioritised. The measures im- Planning in the More effective use of the trans- Maintenance Traffic management, traffic -oper Rebuilding and new construc- Disbursement of grants, sup- Contract work Total plemented positively affected punctuality, transport system port system ation, and other operations tion port, and co-financing for example on the freight route through 2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013 2011 2012 2013 Bergslagen and the Western main line. Ex- amples of measures that could have been Operational volume 517 709 770 758 820 902 13,642 15,196 16,445 2,405 2,552 2,592 25,274 24,509 21,089 2,938 3,850 4,173 3,452 3,252 2,861 48,986 50,887 48,832 brought forward are track replacements, Allocated support costs 16 17 20 23 19 23 419 355 420 74 60 66 776 573 538 1,308 1,023 1,067 bridge repairs and trimming measures Total 532 726 790 781 839 925 14,061 15,551 16,865 2,479 2,611 2,658 26,050 25,081 21,627 2,938 3,850 4,173 3,452 3,252 2,861 50,294 51,910 49,899 to increase capacity. The funds have also contributed to more frequent ongoing

Financing maintenance of contact wires, oiling of

Appropriations 516 709 772 480 525 549 12,628 13,940 15,184 2,421 2,561 2,618 15,572 17,036 15,823 2,938 3,847 4,087 34,555 38,618 39,032 switches and more rapid remedial work.

Loans 170 433 288 6,656 3,497 1,500 6,826 3,930 1,788 The measures on the roads focused

Grants 5 4 4 3 2 2 13 7 34 11 11 2 1,194 2,318 2,255 2 87 4 1,226 2,348 2,384 on favouring commuting, as well as traffic safety and the environment. Revenues from fees and other revenue 12 12 14 305 337 404 995 1,171 1,359 46 40 38 2,629 2,230 2,049 3,588 3,361 2,930 7,575 7,151 6,794 Examples of measures are public trans- Utilisation of previously accumulated surplus 255 255 portation lanes, lane separations, and Total financing 533 726 790 788 864 954 14,061 15,551 16,865 2,478 2,611 2,658 26,051 25,081 21,627 2,939 3,849 4,173 3,588 3,365 2,930 50,437 52,048 49,998 pedestrian and cycle paths. In Stock- holm, conditions have been improved Results from external assignments and -7 -25 -29 -136 -113 -70 -143 -138 -99 public law fees so as to better manage disruptions to commuter routes on the roads, which For a description of the relationship between the income and expenditure account and the financial report, see Note 40 of the financial report.

The Swedish Transport Administration Annual Report 2013 33 Results of the operations Introduction

produces positive effects on accessibility backlog of needs for paving measures Planning in the in the area. The money was also used could thereby be reduced. transport system for new road paving and measures for The extra money also means that the improved bearing capacity on the roads, Administration could invest in improved This section describes the Swedish for example through frost-proofing. The traffic information. Rapid, reliable traffic Transport Administration’s planning information is important for passengers. of measures that will contributed to

Table 18 Appropriation utilisation per operational area, in million SEK

Planning in the More effective use of the Rebuilding and new Maintenance Traffic management, Disbursement of grants, Governance and Total appropriation transport transport system construction traffic operation, and support, and co-financing supervision utilisation system other operations

1:1 Road maintenance (framework funding)

12 Other initiatives to increase the efficiency of the transportation system 49 237 31 316

13 Exercise of authority 15 132 147

14.1 Grants for maintenance of private roads 1,048 1,048

14.2 Specific grants within the traffic system 44 44

16.1 Investments in the national plan 105 4 5,667 350 6,127

16.2 Investments in regional plan 31 1 1,849 733 2,613

16.3 Operation and maintenance 56 25 8,712 1,106 9,899

16.5 Bearing capacity, frost-proofing and reconstruction 5 1,584 1,589

Tot 1.1 Road maintenance (framework funding) 260 398 9,101 8,712 1,106 2,205 21,783

1:2 Track maintenance (framework funding)

8.1 Establishment of train and railway plans 3 3

9 Grants for Inlandsbanan AB and the Öresund Bridge Consortium 419 419

10.1 Investments in the national plan 30 4,804 582 5,417

10.2 Operation, maintenance and traffic management 130 5 6,011 1,448 7,594

11 Other initiatives to increase the efficiency of the transportation system 2 108 110

Tot 1:2 Track maintenance (framework funding) 165 114 4,804 6,011 1,448 1,001 13,542

Total 1:3 Administration (framework funding) 316 14 1,038 1,368

1:6 Maintenance funding for non-state-owned airports (framework funding)

1 Maintenance funding for non-state-owned airports 63 63

3 Emergency airports 7 7

Tot 1:6 Maintenance funding for non-state-owned airports (framework funding) 70 70

Total 1:7 Traffic agreements (framework funding) 810 810

Total 1:10 EU budget-financed support for Trans-European networks 393 393

1:11 Congestion charges in Stockholm (framework funding)

3 Congestion charges admin – portion to the Swedish Transport Administration 506 506

6 Congestion charges Stockholm – surplus con. charges, portion to the 5 0 31 36 Swedish Transport Administration

Total 1:11 Congestion charges in Stockholm (framework funding) 5 506 31 542

1:14 Congestion charges in Gothenburg (framework funding)

1 Congestion charges Gothenburg – admin portion to the Swedish Transport 8 21 29 Administration

2 Congestion charges Gothenburg – Investments portion to the Swedish 494 494 Transport Administration

Total 1:14 Congestion charges in Gothenburg (framework funding) 8 494 21 523

Total 753 527 15,299 14,775 2,553 4,087 1,038 39,032

34 The Swedish Transport Administration Annual Report 2013 Results of the operations Planning in the transport system

the transport policy objective of an economically effective and long-term sustainable supply of transportation for citizens and industry across the country. Planning comprises everything from early analysis of which measures are to

Table 18 Appropriation utilisation per operational area, in million SEK

Planning in the More effective use of the Rebuilding and new Maintenance Traffic management, Disbursement of grants, Governance and Total appropriation transport transport system construction traffic operation, and support, and co-financing supervision utilisation system other operations

1:1 Road maintenance (framework funding)

12 Other initiatives to increase the efficiency of the transportation system 49 237 31 316

13 Exercise of authority 15 132 147

14.1 Grants for maintenance of private roads 1,048 1,048

14.2 Specific grants within the traffic system 44 44

16.1 Investments in the national plan 105 4 5,667 350 6,127

16.2 Investments in regional plan 31 1 1,849 733 2,613

16.3 Operation and maintenance 56 25 8,712 1,106 9,899

16.5 Bearing capacity, frost-proofing and reconstruction 5 1,584 1,589

Tot 1.1 Road maintenance (framework funding) 260 398 9,101 8,712 1,106 2,205 21,783

1:2 Track maintenance (framework funding)

8.1 Establishment of train and railway plans 3 3

9 Grants for Inlandsbanan AB and the Öresund Bridge Consortium 419 419

10.1 Investments in the national plan 30 4,804 582 5,417

10.2 Operation, maintenance and traffic management 130 5 6,011 1,448 7,594

11 Other initiatives to increase the efficiency of the transportation system 2 108 110

Tot 1:2 Track maintenance (framework funding) 165 114 4,804 6,011 1,448 1,001 13,542

Total 1:3 Administration (framework funding) 316 14 1,038 1,368

1:6 Maintenance funding for non-state-owned airports (framework funding)

1 Maintenance funding for non-state-owned airports 63 63

3 Emergency airports 7 7

Tot 1:6 Maintenance funding for non-state-owned airports (framework funding) 70 70

Total 1:7 Traffic agreements (framework funding) 810 810

Total 1:10 EU budget-financed support for Trans-European networks 393 393

1:11 Congestion charges in Stockholm (framework funding)

3 Congestion charges admin – portion to the Swedish Transport Administration 506 506

6 Congestion charges Stockholm – surplus con. charges, portion to the 5 0 31 36 Swedish Transport Administration

Total 1:11 Congestion charges in Stockholm (framework funding) 5 506 31 542

1:14 Congestion charges in Gothenburg (framework funding)

1 Congestion charges Gothenburg – admin portion to the Swedish Transport 8 21 29 Administration

2 Congestion charges Gothenburg – Investments portion to the Swedish 494 494 Transport Administration

Total 1:14 Congestion charges in Gothenburg (framework funding) 8 494 21 523

Total 753 527 15,299 14,775 2,553 4,087 1,038 39,032

The Swedish Transport Administration Annual Report 2013 35 Results of the operations Planning in the transport system

be implemented to provide for a need, to During 2013, the Swedish Transport The foundation of the Administra- prioritised action plans with projects for Administration began systematising and tion’s priorities in the proposal for a plan which planning is complete. documenting the methods and routines is firstly to look after the infrastructure Operations in planning the trans- used to collect the necessary planning we have and use it more efficiently. An portation system have expanded over structure. important area in the plan is operation the past few years. This is largely due and maintenance of the railways. The to the work on developing the consulta- Action plans developed and plan proposal also presents a strategy for tion version of the 2014–2025 national prioritised in collaboration reinvestments and preventive mainte- transportation system plan presented in On June 14, 2013, the Swedish Transport nance so that the robustness and reli- June 2013, as well as the development Administration submitted the proposal ability of the rail network can increase. required when changes concerning plan- for a 2014–2025 national transportation In the environmental area, efforts in ning are implemented. Changes of this system plan to the Swedish Government. such things as noise measures, polluted type have taken place in both economic The starting points for the proposal areas, the water, and the landscape are as well as physical planning. were the Government’s infrastructure taking place. Measures that affect the proposition and directive that the Ad- use and design of the transportation Data collected ministration received in December 2012. system contribute to achieving the and analysed The Government decided on 522 billion environmental quality objectives, for A quality-assured basis for the devel- SEK for measures in the transportation example through control measures and opment of both development of traffic system between 2014 and 2025. The collaboration with other operators, so- and transport and of the condition of wants, requirements, and needs exceed cial planning with regard to the climate, the infrastructure is a fundamental this level. Priorities need to be made and efficient logistics for goods transports, prerequisite for being able to analyse efficiency measures need to be taken the increased use of public transportation, and plan measures in the traffic system. entire time. walking and cycling, and environmental measures in the existing infrastructure as well. Table 19 Operational volume and deliveries for planning of the transport system, in million SEK There are traffic safety measures in

2011 2012 2013 the form, for example, of adapting speed

Deliveries limits to the standard of the roads, a

Data collected and analysed 146 218 180 drastic increase in the number of traffic

Action plans developed and prioritised in collaboration 253 322 383 safety cameras, and lane separations. To improve the capacity for passenger and Planned traffic on railways 117 142 171 goods traffic, things such as new inter- Total deliveries, planning in the transport system 516 682 734 sections and public transportation lanes are being built. On the railways, these Research and innovation 1 27 36 measures deal, for example, with trim- ming the track and signalling system Total operational volume, planning in the transport system 517 709 770 in order to make higher speeds, more Financing frequent train sequences, more efficient Appropriations utilisation of rail freight depots, and - 1:1 Item 12 Other initiatives to increase the efficiency of 46 44 49 effective connections to industry and the transportation system, roads loading sidings via goods terminals. The - 1:1 Item 13, Exercise of authority, roads 5 4 15 Government has identified a number of - 1:1 Item 16.1 Investments in the national plan, roads 82 100 105 investment measures in the directive, - 1:1 Item 16.2 Investments in regional plan, roads 24 22 31 for example the first sections of a new - 1:1 Item 16.3 Operation and maintenance, roads 41 46 56 Järna–Linköping and Mölnlycke–Bol- - 1:1 Item 16.5 Bearing capacity, frost-proofing and reconstruction, roads 4 4 5 lebygd main line. A special investment - 1:2 Item 8.1 Establishment of train and railway plans, rail 3 for mining in northern Sweden and - 1:2 Item 10.1 Investments in the national plan, rail 35 32 30 Bergslagen is also indicated. Along with

- 1:2 Item 10.2 Operation, maintenance and traffic management, rail 126 129 130 the others, the Swedish Transport Ad-

- 1:2 Item 11 Other initiatives to increase the efficiency of the ministration will develop knowledge of 4 3 2 transportation system, rail effective control measures that promote - 1:3 Administration 134 306 316 development for energy-efficient, clean, - 1:11 Item 3 Congestion charges admin – portion to the Swedish 2 5 quiet and road-safe vehicles. The plan Transport Administration contains proposals for emphasizing - 1:14 Item 1 Congestion charges Gothenburg admin – portion to the 8 innovation and research efforts that, for Swedish Transport Administration the first time, captures the needs of all Grants 5 4 4 modes of transportation. Revenues from fees and other revenue 12 12 14

Total financing 517 709 770

36 The Swedish Transport Administration Annual Report 2013 Results of the operations Planning in the transport system

Social planning and development in the early stages The work in the early stages of social planning is an important part of the Administration’s efforts to be an active community developer. In the very early stages, there is a significantly greater opportunity for finding smart, effective solutions based on the ‘four step’ prin- ciple that cover all modes of transpor- tation. The Administration therefore conducts dialogue with entities such as municipalities, regional planners, and representatives of industry. Broad agreements will be signed with several of the growing municipalities in the country. Developing the agreements is an important process that firms up the forms of collaboration between us and the municipalities. This contributes to a balanced discussion with the ‘four step’ principle as a starting point. Further- together with the Public Health Agency ment projects will thus be covered by more, we collaborate with and support of Sweden and SARAL–began to develop three Government decisions before the municipalities in their work with devel- their experiences so that they would be Administration is given the mandate for oping traffic strategies. These strategies of use to more people. At the same time, start of construction. are good tools for the municipalities we began to benefit from the experienc- A preliminary review took place in in taking a holistic approach to traffic es in the Administration’s part of the June 2013 in connection with the Ad- issues also related to social planning as a physical planning. ministration reporting the proposal for a whole–localization, for example. national plan for 2014–2025. A decision Preparatory work has been conducted New planning system from the Government is expected during in starting the “Attractive Region” proj- The Swedish Parliament decided on a the spring of 2014. ect (Den attraktiva region), which will new planning system for transport infra- be a collaboration between the Swedish structure in the spring of 2012. This sys- Studies of choice of measures National Board of Housing, Building tem means that the physical planning of Before the planning process for road and and Planning, SARAL, the Swedish the transportation infrastructure takes rail infrastructure begins according to Energy Agency, the Swedish Agency for place in a coherent process instead of the Road Traffic Act and the Railway Economic and Regional Growth and the several steps. The new coherent process Construction Act begins, a study of the Swedish Transport Administration, as was put into use on January 1, 2013. choice of measures must be carried out. well as the counties and regional asso- The decision also contains a new model This involves a methodology for a broad- ciations. The project aims at developing for the economic portions of the plan- er viewpoint and closer interaction with interaction around a transportation ning system. The Government will now other operators during problem solving. system that contributes to regional make a special decision on which major The work is characterised by dialogue development, eco-efficient mobility and investment projects the Administration with other operators and stakeholders. social sustainability. can begin building within three years. The approach must stimulate innovative The Government will also decide which and cost-effective solutions that must The influence of children and young major projects will be prepared for start often be more rapidly implementable people onsocial planning of construction during the following than traditional solutions. The Administration and the National three years. Renewed decisions will be During 2013, the Administration Board of Housing, Building and Planning made each year. This way, the Govern- implemented approximately 200 studies worked together with six municipalities ment will gain increased insight and of choice of measures. from 2010 to 2012 on a Governmental influence over how long-term plans are The introduction of these studies commission on the influence of children carried out, and the priorities that need leads to being able to remedying more and young people on social planning. to be made will have political support. deficiencies through simpler, more effi- After the results were shown to the Min- This also means more stringent quality cient or cost-effective measures accord- istry of Social Affairs and the Ministry requirements for the data on which the ing to the first three steps of the ‘four of Industry, Employment and Commu- decisions are based. step’ principle. Fewer road and railway nications in January 2013, the agencies– In the long term, all major invest- plans are thus needed.

The Swedish Transport Administration Annual Report 2013 37 Results of the operations Planning in the transport system

necessary maintenance measures can be carried out. This entails gradual raises apart from the general cost development. There is a proposal to change the charge structure so that it provides incentive for use of track-friendly vehicles and effec- tive capacity utilisation. This way, the track charges can contribute to better functionality through fewer disruptions. As concerns the roads, congestion charges are levied in Stockholm, and in Gothenburg as well beginning Janu- ary 1, 2013. Together with the Swedish Transport Agency, the Administration is responsible for the implementation and continuous functionality of the system for charging the tax. A model for key figures on cost per identified chargeable passage has been developed. The cost for a taxed passage in 2013 is shown in Table 20. The purpose of congestion charges Studies of choice of measures have but it has now been introduced and is is to improve accessibility and to reduce been carried out in some places around being used in all areas, for example con- the environmental impact of traffic. The the country where earlier bypass solu- trol measure analysis and maintenance taxes shall also contribute to financing tions were desired. In Ystad and Kivik operations. infrastructure investments as part of the Administration has, together with the Stockholm Agreement and the West the municipalities and other stakehold- Rail and road charges Swedish Agreement, which are also ers, found through studies of choice The Swedish Transport Administration included as parts of the Administration’s of measures that less costly trimming levies charges for the use of the rail national plan. The Administration has measures on existing roads solved the infrastructure. These charges contribute additionally been commissioned with problems better and more in keeping to financing our management of the rail assisting the Stockholm negotiations, with the objectives. infrastructure and yields an additional which the Government established, with contribution to the funds appropriated the documentation for changing the con- Cost-benefit and traffic forecast work for operation and maintenance. The rail gestion charges. Together with the KTH The new economic planning system charges are mandatory, and the Swed- Royal Institute of Technology, we have entails such things as the Administra- ish Transport Administration levies worked out a background document. tion being expected to be able to present them by virtue of the Railway Act (SFS Based on the 2011 Road Toll Study, updated analyses and traffic forecasts an- 2004:519). The more detailed principles the Government put forth a proposition nually. The Administration has adapted for rail charges, like the charges relating (2013/14:25) during the autumn of 2013 all of its operations as regards effect rela- to services connected to the railways, on charging fees on the bridges along tionships, cost-benefit analysis and traffic are reported yearly in a Network State- Highway 50 in Motala and on the E4 in forecasts to this yearly planning cycle. ment (JNB in Swedish). Sundsvall. During 2013, a large number of bases During the year, the Administration for decision were developed in the form deepened its consideration of how track Planned traffic on railways of cost-benefit analyses, forecasts in fees can be designed as an economic Sweden has the most deregulated rail traffic and transport development, and control measure. This was shown to the market in Europe. The Swedish Trans- aggregate impact assessments. This has Government at the end of May 2013. port Administration has agreements on largely been linked to producing the ba- During the planning period for 2014- traffic with 86 companies. Since 2012, sis for the Administration’s proposal for 2025, we intend to gradually adapt track the rail market has been completely de- a national transportation plan and to the charges to the level requires so that the regulated, and in 2013 two new railway regional proposals for county transport plans. All bases for decisions on public Table 20 finance are audited for quality and then Cost per taxed passage, 2013 decided upon and presented. Stockholm Gothenburg Total By tradition, cost-benefit analysis Total cost excl. capital expenditure 96,796 116,894 213,690 has primarily been used in the field of Number of taxed passages 62,278,065 62,216,950 124,495,015 transport for analysis of investments, Cost per taxed passage 1.55 1.88 1.72

38 The Swedish Transport Administration Annual Report 2013 Results of the operations Planning in the transport system

companies applied for the first time tion seminars with the industry in order where the overall objective was to create for capacity on the tracks in order to to inform them of capacity conditions a better base for improved collaboration conduct commercial passenger traffic to and to identify conflicts of interest early and understanding of our different roles. a greater extent between Stockholm and on in the process. All parties thereby The meeting resulted in a list with eight Gothenburg. get a better insight into the conditions points that is now mapping the course The conditions for capacity alloca- and opportunities for implementing the for our continued work. The Administra- tions, for example what infrastructure proposed traffic. The Administration tion is now looking at a part of what is on exists as well as restrictions and fees, understands that this approach has been the list, for example internal processes are indicated in what is known as the appreciated by the rail companies. around issuance of permits, supplement- Network Statement. It means much for capacity and the ro- ing governing documents and routines, All trains must have a timetable, and bustness of the rail infrastructure to get and a review of how our external infor- they must have capacity allocated on the as much use as possible out of track work mation looks, chiefly as regards earlier railway tracks. The process for this is times. The “Optimised Track Work Man- phases. Here, the industry naturally has regulated in places such as the Rail- agement” project was therefore started the desire to obtain information early on way Act. Capacity is allocated in what in the spring of 2013, with the task of about where and when the Administra- is known as a train plan. The railway developing proposals for how track work tion plans measures, in order to itself be company applies for capacity eight planning can be optimised to make the able to better plan for an expansion of months before the train plan becomes necessary investment and maintenance its fibre-optic network. The “Ledning- valid–that is, in April. Prior to the 2014 measures possible while taking the need skollen” (Cable Check) interface does not Train Plan, fully 7,500 applications for for trafficking into account. The project currently have that functionality, but it capacity came in, corresponding to ap- resulted in an 11-point programme with a would be a good tool. The Swedish Post proximately 1.5 million trains per year. number of concrete measures. and Telecommunications Agency has This is roughly the same number as the therefore been tasked by the Govern- preceding year. Canalisation along roads ment to try to supplement the system. The increasing desire to operate train and railways The Administration has also asked traffic imposes greater demands on our According to the letter of appropriation, the industry to better organise itself so ability to allocate capacity. The Admin- the Swedish Transport Administration that the flow of information and areas istration is therefore running a larger must show which measures were taken of contact are simpler, somewhat like programme to develop more efficient concerning canalisation in the road the “Svensk kraft” grouping, which rep- methods and tools–Future Capacity Al- network–that is, the creation of space resents the various energy suppliers. location–together with the rail industry for cables within the road network. The In October another workshop was and research institutes. The planning Administration organised a workshop conducted, where the Administration process also includes several consulta- with the telecom industry in June 2013, together with the industry looked more

The Swedish Transport Administration Annual Report 2013 39 Results of the operations More effective use of the transport system

closely at such things as the regulations for Administration also works actively with More effective passenger access to road and rail areas respectively. gathering business intelligence, research, transports During 2012, the Administration sold and development and innovation within overcapacity in broadband communica- the transport sector. Public transportation tions to 70 companies for a total of 123 This section accounts for operations As part of the Swedish Doubling Project, million SEK. according to Administration deliveries. and together with SARAL, the Swedish The “Measures implemented to affect More effective use of the Transport Administration has identified usage of the transport system” and needs and prioritised continued work on transport system “Expert support, tools, and methods to the infrastructure of public transporta- affect usage for efficient passenger and tion. The results form the basis for Based on transport policy objectives, goods transports and sustainable social continued collaboration, for example a the Swedish Transport Administration development” are not reported separate- compilation of good examples of works on developing a transportation ly. Instead, these deliveries are reported regional traffic provision programmes. system that is sustainable over the long collectively, but divided into the sections The Administration contributes support term through dialogue with industry “More efficient passenger and goods for the agreement committee that was organisations, government agencies, transports”, “Traffic safety” and “Envi- formed as part of the Doubling Project, universities and colleges, and others. This ronment and health”. and we have provided support for the collaboration takes place on the local, re- Measures to affect the use of the regional public transportation authori- gional, national and international levels, transport system that were previously ties in their work on developing traffic and the perspective covers all modes of carried out as part of the sector respon- provision programmes. transportation. The Administration gath- sibility have been phased out since the ers information on the need for improve- Administration was formed, as they are Stations ments in the transportation system and not part of the Administration’s com- Six stations in the prioritised public disseminates knowledge about effective mission. This phaseout has now been transportation network have been goods and passenger transports. The completed. adapted for persons with disabilities. Simpler measures have been carried out Table 21 on stations outside the prioritised net- Operational volume and deliveries for more effective use of the transport system, millions SEK work. The Administration has developed 2011 2012 2013 guidelines and a handbook for stations, Deliveries and others. The work on station issues Measures implemented to affect usage of the transport system 59 39 8 has been reinforced with clearer coordi-

Expert support to affect usage for efficient passenger and goods trans- 190 174 188 nation and prioritisation of operations. port, and sustainable social development

Official decisions for efficient use of the transport system 137 140 123 Bicycles Driving tests conducted 290 311 367 Collaboration on bicycling is taking Museum operations 36 47 47 place in the national Cycling Council. A

Total deliveries, More effective use of the transport system 713 713 733 guide for regional cycling plans has been produced. The guide contains proposals

Research and innovation 45 108 170 for cycling plan structures, as well as a process for developing cycling plans. The object is for national, regional, and Total operational volume, More effective use of the transport system 758 820 902 municipal planning to be uniform. Financing

Appropriations Equality - 1:1 Item 12 Other initiatives to increase the efficiency of the trans- 186 232 237 port system In the Swedish Transport Adminis-

- 1:1 Item 13, Exercise of authority, roads 140 138 132 tration’s work on equality, things like ensuring that the opinions of various - 1:1 Item 16.1 Investments in the national plan, roads 4 groups appear in infrastructure plan- - 1:1 Item 16.2 Investments in regional plan, roads 1 ning are important. To contribute to - 1:1 Item 16.3 Operation and maintenance, roads 28 22 25 this, we have improved the search for - 1:2 Item 8.1 Establishment of train and railway plans, rail 2 2 consultation and opportunities to obtain - 1:2 Item 10.2 Operation, maintenance and traffic management, rail 3 7 5 and submit information and viewpoints - 1:2 Item 11 Other initiatives to increase the efficiency of the trans- 85 87 108 via the Internet. The accounting method portation system, rail for an overall impact assessment (SEB - 1:3 Administration 13 17 14 in Swedish) has been improved so as to Grants 3 2 2 better capture aspects of equality. Revenues from fees and other revenue 305 337 403

Total financing 765 846 931

Results of statutory operations, Drivers -7 -25 -29

40 The Swedish Transport Administration Annual Report 2013 Results of the operations More effective use of the transport system

Railway More efficient goods injuries by 40% between 2010 and 2020. transports Work on tracks is linked to risks of se- The Swedish Transport Administra- Comprehensive development is un- rious accidents, especially in work with tion has developed an agreement on a der way of the rail’s siding system in heavy work equipment that runs on the common focus for the 2013 operational dialogue and collaboration with market rails. The Swedish Transport Adminis- year, on commission from the National entities and stakeholders. The siding tration is working on proposals for mea- Collaboration Group for Roads. In the system is that part of the railway system sures to reduce the risks. Over the year, agreement, increased observance of that covers infrastructure and func- we tightened the rules for setting up and speed limits was indicated as the most tions for loading and unloading, vehicle decommissioning heavy work equipment important factor in achieving both ob- maintenance and service, passenger that runs on the rails. jectives. It also discusses the fact that in- services off the platforms and long-term The Administration is implementing creased focus on unprotected travellers parking of railway vehicles. The views safety-increasing measures on sorting is central in achieving the goal of fewer of the various stakeholders on different sidings. The number of people killed due serious injuries. aspects have been accounted for through to electrical accidents and to being run The Administration is planning three an operator survey. over must decrease, the protection of major measurements, covering the en- In dialogue with the county planners hazardous goods must be improved, and tire country, of the observance of speed and industry, the Swedish Transport the working environment must be better. limits through the period up until 2020. Administration has developed regional Most of the cases where a person was The first measurement was carried out goods flow studies for Regions Stock- run over by a train occur on a limited in 2012. It shows that the percentage holm East and West. portion of the railways. Suicide is the of traffic volume within the applicable The Administration takes part in the major problem. The most frequent places speed limits on state-owned roads was National City Logistics Campaign. Fol- have been inventoried for measures, pri- 46%. The goal is that observance shall be lowing the developments in city logistics marily setting up fences but also video 80% by 2020. The Administration is also is important, as the flow often affects surveillance. carrying out simpler measurements that state infrastructure when the goods In Skåne, the Administration is work- only show changes in speed. Since 2005, enter or leave a city. ing with the police, rescue services, SOS these measurements have shown a trend The Administration takes part in Alarm and rail companies to prevent towards decreasing speeds, which also “Climate-neutral goods transports on people from being run over. When an continued during 2013. roads”, the objective of which is that unauthorised person enters the track The 2014-2025 national plan proposes emissions from a typical Swedish goods area, traffic management is immediately a focus on the continued systematic ad- transport on the roads must be halved notified, and they stop train traffic or aptation of the speed limits to the stan- by 2020 in comparison with 2005. The order reduced speed. Both sabotage and dard of the roads. If this is established 2011 and 2012 results have yielded an suicide have been prevented this way. by the Government, more systematic aggregate savings of 286,000 tonnes of adjustments of speed limits will be able carbon dioxide. Road traffic to take place beginning in 2015. The work on increased traffic safety During 2013, agreements were signed Traffic safety starts from management by objectives, with a new supplier of equipment for The Swedish Transport Administration which is the foundation for collaboration. automatic traffic safety control (ATSC) sees potential for improvement regard- The current milestone means that the with cameras, since the previous equip- ing the culture of safety on railways and number of fatalities must be halved, and ment had reached the end of its techni- roads. The background consists of things the number of serious injuries reduced cal lifetime. The new equipment resulted such as the number of serious incidents. by 25% between 2007 and 2020. EU in higher data quality for the police At the same time, zero tolerance is an thereafter adopted a goal of halving the investigations. A review of how the obvious starting point for all safety total number of fatalities in road traffic ATSC system can be made more effective considerations. and reducing the number of very serious has begun.

DIAGRAM 21 DIAGRAM 22 Relative development of average speed on public road Percentage of new cars with the highest Euro NCAP safety ratings networks, index (1996=1) 2003–2012, and desired development through 2020, procent Average speed (full year) Average speed, bare ground (Apr–Sep) Percentage of passenger cars in new car sales with highest Euro NCAP safety ratings 1,01 Development necessary 100 1 90 0,99 80

0,98 70 60 0,97 50 0,96 40 0,95 30

0,94 20 10 0,93 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 0 2003 2005 2007 2009 2011 2013 2015 2017 2019

The Swedish Transport Administration Annual Report 2013 41 Results of the operations More effective use of the transport system

DIAGRAM 23 Seat belt use in passenger car front seats 1996–2013, and development necessary through 2020, percentage Seat belt use in passenger car front seats Development necessary

100

90

80

70

60

50 1996 2000 2004 2008 2012 2016 2020

DIAGRAM 24 Sober drivers, based on police check data 2007–2013, and development necessary through 2020, percentage

Sober tra c Development necessary

100,0

99,8

99,6

99,4

99,2

99,0 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

DIAGRAM 25 Cyclists observed wearing bicycle helmets 1996–2013, and development necessary through 2020, percentage

Bicycle helmet use Necessary development, if new laws

80

70

60

50

40

30

20

10

0 1996 2000 2004 2008 2012 2016 2020

In 2001 the first cars achieved the The use of seat belts in the front Governmental commission on the future highest safety rating–five stars–in Euro seats of passenger cars is, in principle, design of Smadit (Association against NCAP tests. The target level is that 100% unchanged as compared with 2012. Of Drugs and Alcohol in Traffic). The com- of the cars tested in 2020 receive five drivers, 98% (98%) use their belts; of mission is being carried out in collabora- stars. In 2013, 87% of new cars had the passengers in the front seat, 97% (98%) tion with organisations like the Swedish highest safety rating. use it. Police, the Swedish Customs Adminis- Research in the field of vehicle safety The Administration is collaborat- tration, the Swedish Coast Guard and has dealt with such things as models for ing with other entities to expedite the the Swedish National Board of Health predicting gains in safety from various improvement of vehicle safety. During and Welfare. safety systems, as well as the basis for 2013, the percentage of traffic with cars A project of the Personalised Number the Government commission on e-calls that have seat belt reminders increased Plate Fund with automatic sobriety in passenger cars–that is, systems for au- to 67% (60%). In 2020, it is estimated the checks at a ferry station during the tomatic alarms in the event of accidents. percentage will be close to 100%. autumn yielded good results. During In collaboration with a number of en- The percentage of sober drivers the project, significantly fewer drunk tities, the Administration has developed increased from 99.72% in 2007 to 99.77% drivers were detected upon arrival in a strategy for increased safety in connec- (99.78%) in 2013. Sweden, and this provided a possible tion with riding four-wheeled ATVs. The Administration has received a concept for an expanded operation.

42 The Swedish Transport Administration Annual Report 2013 Results of the operations More effective use of the transport system

During 2013, observed bicycle helmet Table 22 Chemical products with substances to be phased out according to Swedish Transport Administration criteria use was 36% (33%). Despite a clearly 2009 2010 2011 2012 2013 positive development over the past three years, usage is not in line with the neces- Chemical products with substances to be phased out 76 37 13 8 11 sary development for 2020. Today, cyclists are the group of trav- ellers who represent the most serious injuries: 2,000 out of a total of 4,500. through linking a special adviser and an Noise and vibrations During 2013, the Administration–to- expert to the study. The Administration During the year, the Swedish Transport gether with a number of other entities– also contributed other documentation to Administration developed an action plan developed a strategy for safer cycling. the study. in accordance with the ordinance and Almost 80% of serious injuries occur in In March 2013, the Administration directive on ambient noise. single-driver accidents, and road-related and the Swedish Environmental Protec- The work on measures to reduce the factors are the causes of approximate- tion Agency together organised a climate number of people exposed to noise on ly 60% of accidents. It is primarily an forum on the theme of transports. public roads and railways continues. The issue of deficiencies in operation and Over the year, we laid the foundation 2013 measures meant that 5,300 fewer maintenance, but also of road design. Of for a systematic approach to assessing people are exposed to road traffic noise the accidents related to operation and and monitoring, using a climate calcula- over the guideline value for indoor noise maintenance, nearly 70% are caused by tion, the climatic influence of roads and in their houses (of which 4,200 are near sliding due to ice, snow, gravel or leaves. railways from a life cycle perspective. public roads and 1,100 near municipal During 2013, the Swedish Transport Currently, the calculation only covers roads), and 2,900 fewer people are ex- Administration supported municipali- the construction phase, but we plan on posed to railway noise over the guideline ties in inventorying and surveying safe working in the effects of maintenance values. The noise-dampening measures pedestrian and cycle paths, and we efforts during 2014. An early version of (noise barriers and façade measures, for developed measurement methods for climate calculation was used to assess example) can be both targeted environ- maintaining them. the climatic influence of constructing mental measures for those most exposed the investment objects in the proposal to noise, and measures that are part of Environment and health for the 2014-2025 national plan for the larger investment projects. Climate and energy transport system. The Swedish Transport Adminis- During 2013, Swedish Transport Ad- Increased physical activity leads to tration, SARAL, the Swedish Environ- ministration measures reduced energy better health and reduces impact on the mental Protection Agency, the Swedish use by 321 GWh and carbon dioxide climate at the same time, and it improves National Board of Housing, Building emissions by 99,459 tonnes. The greatest air quality and reduces noise in cities. and Planning and the Swedish Nation- contribution came from collaboration There is great potential for transferring al Board of Health and Welfare have with public organisations, with things short car trips to bicycles, as every other continued to improve their collaboration such as increased public transportation car trip in a medium-sized Swedish mu- around the problems of noise. (67,723 tonnes and 207 GWh), eco-driv- nicipality is shorter than five kilometres. ing in driver’s tests (19,200 tonnes and The connection between more active Air quality 63 GWh), and rail investments (13,352 travel, exercise, and health effects are Action plans must be developed for tonnes and rightly well-known. This work is con- places where environmental quality 44 GWh). Measures in operation and tinuing, with a focus of translating this norms for air quality are being exceeded. maintenance contributed decreases of into a number of disability-adjusted life The Swedish Transport Administration 2,371 tonnes and 18 GWh. Construc- years (DALY). has little opportunity to affect high air tion-phase measures contributed to a reduction of 1,213 tonnes and 4 GWh. Studded tire use increased during the year, which entailed an increase of 6,110 tonnes of carbon dioxide and 20 GWh. Road investments entail increased traffic volume and raised speeds, which during 2013 increased carbon dioxide emissions by 4,625 tonnes and energy use by 16 GWh. In 2012 and 2013, the Administration took part in the study on fossil fuel-free vehicle traffic, both through loans of staff to the secretariat of the study and

The Swedish Transport Administration Annual Report 2013 43 Results of the operations More effective use of the transport system

provided, and managed are significant for water. The Swedish Transport Administration plans its operations so that we prevent, as far as possible, leaks that lead to the pollution of surface or groundwater, both in construction and operation phases. The Administration works to ensure water quality both in existing and potential catchment areas, as we do with bodies of water that have great natural value along both roads and railways. With a changing climate, it is becoming increasingly important that our infrastructure is robust and dimen- sioned for changed flows and levels. pollutant content with targeted mea- approximately 5% of the need. Points of contact between road and sures. In Gothenburg, Stockholm, and Barriers for aquatic animals such as rail infrastructure and the water are Örnsköldsvik, however, dust-binding otters and fish were fixed to approxi- numerous. During the year, the Ad- agents have been disseminated on dry mately the same extent as 2012, which ministration continued its work on days during late winter and early spring was approximately 70 repairs and corre- protecting surface and groundwater to reduce the number of breaches of sponds to 1% of the need for repairs. The so as to contribute to the environmen- PM10, the environmental quality norm EU “LIFE ReMiBar” project is continu- tal objectives regarding water, and in for particles. ing in the northernmost counties, and is accordance with our responsibility The Administration is taking part attending to conflict points for fish and within the action plan for Swedish water in EU Commission work on developing otters. 7 measures for batrachians were management. We have conducted risk rules for exhaust emissions for light carried out in all of Sweden. assessments on fully 300 of the highest vehicles, heavy vehicles, and commercial The Swedish Transport Administra- priority “conflict stretches” for bodies of machinery. The regulations contribute tion architectural council must give the groundwater that are of significance for to increasing the requirements and Administration management and advice the supply of drinking water or that have improving air quality over the long term. on complex planning and design issues. great natural value. The analysis shows The focus is now on getting the rules The council includes seven indepen- that the risk in many of these locations for Euro 6/VI to produce good results in dent external experts, and the Director is unacceptable, and comprehensive actual traffic as well. General as chair. The 2013 Architecture measures will be required to obtain an Prize was awarded to Umeå’s Eastern acceptable situation across the country. Materials and chemical products railway station with the justification that Over the year, the Administration The Swedish Transport Administration is it beautifully conjoins two city districts. has conducted in-depth investigations phasing out the use of chemical products The routes between the facility’s desti- and studies of choice of measures on the with substances that are to be phased out. nations are marked by a logic, breadth, need for water protection measures for The number of products with substances and variation that makes orientation six conflict stretches. Physical protec- to be phased out has decreased from 76 to easy. The building has a strong, expres- tion measures have been taken at four 11 over the past five years. sive architecture with elaborate details locations and administrative measures A number of targeted measurements and spaces that are nearly sacral through at two locations. that limit the consequences of polluted their height and light, but at the same areas have been implemented. Inven- time they radiate warmth and intima- Official decisions for more tories, studies and risk assessments cy. Umeå’s Eastern railway station is a effective use of the transport have been carried out at 35 locations. A generously designed public space that system number of measures have been planned, welcomes people. The Swedish Transport Administration and checks and follow-ups have also be has simplified the routes of contact for conducted in 15 locations. Efforts made Water those applying for signposting, erection as part of investment projects where The operations of the transport sector of other road signs, transport exemp- areas with polluted land were concerned and the infrastructure that is built, tions and other traffic-related matters. should be added to this.

Landscape Table 23 Driving tests and theory tests, average waiting time for the whole country 17 cultural roads and 41 avenues were repaired in 2013, which is around 2% of 2009 2010 2011 2012 2013 the need for repairs. A little more than Average driving test waiting time, number of days 13 7 11 13 20 240 milestones were restored, which is Average theory test waiting time, number of days 8 5 6 5 7

44 The Swedish Transport Administration Annual Report 2013 Results of the operations Maintenance

We have improved our web application inspectors began in autumn 2013 as a being more costly. form and also created an e-service for response to the demand for tests. These For rail infrastructure to maintain forest management. newly-trained inspectors will be at the its performance and function reliably, Requirement and advisory docu- testing facilities in the summer of 2014. it must be maintained continuously ments for road work have been revised The demand for driving tests has and renovated as it wears out or breaks and adapted to AMA coding in order increased by 4% compared with the down. to support the Administration’s client preceding year. For theory tests, the de- In analysing and governing main- organisation. Work is under way on mand decreased by 5% during the year. tenance, we differentiate between pre- proposals for new regulations and direc- The number of driving tests and theory ventive and remedial maintenance. The tions on private road maintenance. tests were 278,000 (267,000) and 311,000 most fundamental step in safeguarding (329,000) respectively. train traffic with a high degree of punc- Driving Tests Out of the total number of driving tuality is avoiding disruptions through New fees for tests went into effect on tests, 60% (58%) were taken by men and working on preventive maintenance. In September 1, 2012. The new fees had 40% (42%) by women; out of the total principle, remedial maintenance consists their full effect during 2013, which number of theory tests, 61% (60%) were of repairing or exchanging components affected the results positively. The previ- taken by men and 39% (40%) by women. that are damaged or worn out; often, ous raise was implemented in 2008. The difference between women and this must be done on short notice and A new licence for four-wheel trailers, men is smaller if only driving and theory adapted to traffic. the B96, was introduced starting on tests for passenger cars (‘B’ licence) are As much maintenance as possible January 19, 2013. The demand for this counted. should be preventive and done in a care- type of test has drastically exceeded The percentages of approved ‘B’ fully prepared manner before the system expectations. licence theory tests were 50% (48%) becomes defective and its function is The average waiting time for driving for men and 57% (56%) for women. The impaired. This assumes a large amount tests increased somewhat during 2013. percentages of approved driving tests of knowledge about the condition of the Access to tests varies across the country. were 54% (55%) for men and 55% (55%) infrastructure and how long it can func- Despite inspection resources increas- for women. tion acceptably. ing through establishing things such as For the road network, it also refers to holiday agreements with delayed leave, Maintenance the need for continual maintenance and waiting times during the summer period During 2013 the conditions of public reinvestments of a scope sufficient for it increased like they did last year. The railways and roads worsened due to to retain its function and be reliable. The average waiting time for driving tests maintenance and re-investment not technical conditions on the roads change was 20 days, an increase of 7.1 days com- being at the same level as breakdown primarily through wear from traffic and pared with 2012. The average waiting and wear. weather conditions. Heavy transports time for theory tests was 6.8 days, an The situation on the rail network are responsible for the majority of road increase of 1.5 days since 2012. At the is strained. The amount of traffic has break-up (deformities), while passenger end of 2013, the queue time for driving increased over the past few years, and cars are responsible for the majority of tests was 31.1 (23.4) days on average. Our heavier, wider, taller and longer trains wear and tear on paving. In addition, resources have been reinforced through are being run, which directly affects road construction degrades to different the addition of newly-trained inspectors, the need for maintenance. The tracks extents depending on the climate, for ex- but at the same time staff has decreased are also more difficult to access as a ample the present of water and periods in number owing to retirement and consequence of the increased amount of freezing and thaw during soil frost other resignations. Training of 42 new of traffic, which leads to maintenance thaw. As traffic and climate vary, so does

DIAGRAM 26 DIAGRAM 27 Deviations from maintenance standards on roads, Road length deviating from maintenance standard, km percent

2009 2010 2011 2012 2013 Roughness, IRI Rut formations Rim formations

14 2000 1800 12 1600 10 1400

8 1200 1000 6 800 4 600 400 2 200

0 0 Metropolitan roads Other Commuter Other roads Other Metropolitan Other main Commuter routes Other roads Other lightly main roads routes and service important to lightly tracked roads roads and service roads important to tra­cked important to public industry roads important to public industry roads transportation transportation

The Swedish Transport Administration Annual Report 2013 45 Results of the operations Maintenance

the need for maintenance on different Condition of the infrastructure traffic deforming the road surface, or parts of the road network. A crucial factor in the need for mainte- studded tires wearing down the road nance and reinvestment is the condi- surface. Often, it is due to a combination Factors that affect our tion of the infrastructure. The scope of these. Rim formation occurs when operations of Swedish Transport Administration traffic deforms the roads near the edge maintenance of roads and railways, of the pavement. This indicates deficien- Weather and how we prioritise it, also has cies in the structural properties of the The winter and spring were fairly consequences for the development of road. undramatic, seen from the perspective the technical condition. This, in turn, Since 2012, the Swedish Transport of the weather. Then came a warm but impacts our ability to achieve the goals Administration has had an established somewhat rainy start to the summer for delivery qualities. maintenance standard for the condition before the dry season took over. August of paved roads, expressed as IRI, rut and September were predominantly Roads formation, and rim formation. These warm and dry, but also offered tor- Smooth, unbroken road surfaces are standards describe the conditions under rential downpours with local flooding important both for travellers and for which maintenance measures should as a consequence. The most dramatic transport. Road surfaces are also nor- be put into action, and are based on weather event in October, of course, was mally that part of the road where wear economic assessments. They include the storm Simone, which struck with and tear (breakdown) is most obvious. both the functional condition, which is full force against southern Götaland. This is due to such factors as traffic load, important for today’s travellers, and the November was mild, overwhelmingly climate impact, and age. The condition technical condition, which is important dry, and in some places very windy. The of road surfaces is regularly surveyed; for the road’s stability and therefore for storm Hilde struck with full force over data on a number of properties such future travellers. The limit values relate central Norrland. When the storm abat- as roughness is recorded during the to the road surface, but the causes of a ed, the damage to the forests was ex- surveys. Vehicle costs, travel time, and given condition may lie lower down in tensive, and many were without power. comfort are most affected by roughness. the construction. The measures that are This stormy autumn continued on into Roughness is described both along of interest in improving the condition December. In Götaland, the storm Sven the length and across the width of roads. must therefore be directed at the road was an almost identical copy of Simone. Roughness along the length is described construction and the road surface. A At the other end of the country, the using the International Roughness Index road that meets maintenance standards storm Ivar struck hard against central (IRI). A new road has an IRI of approx- has lower economic costs, but it does not Norrland, where it caused more damage imately 1; higher values indicate greater necessarily need to be perceived as good and felled more forest than Hilde, which roughness. Across the width of roads, by the travellers. passed by on largely the same track roughness is described as rut depth and The condition of the paved road approximately a month earlier. rim depth. Rut formation is due to heavy network was reported for the first time

46 The Swedish Transport Administration Annual Report 2013 Results of the operations Maintenance

DIAGRAM 28 DIAGRAM 29 Replacement needs per year, track switches, number Replacement needs per year, track, km Backlog of needs Replacement needs Backlog of needs Replacement needs Current Including exchange of phase-out products Current 600 350 500 300 400 250

200 300

150 200

100 100 50 0 0 1992 1982 2012 1996 1998 1986 1988 2016 2018 1994 1984 2014 1990 1980 2010 2032 2022 2036 2038 2026 2028 2034 2024 2042 2030 2002 2020 2050 2046 2048 2006 2044 2008 2004 2040 2000 1981 2011 1975 1972 1993 1978 1987 2017 1969 1996 1999 1984 2014 2041 1990 2035 2023 2032 2038 2026 2029 2047 2050 2005 2002 2020 2044 2008

DIAGRAM 30 DIAGRAM 31 Replacement needs per year, contact wires, km Number of faults reported per km track

Backlog of needs Time for exchange Rolling 5-year average 2007 2008 2009 2010 2011 2012 2013

1000 12 900 800 10 700 8 600 500 6 400 300 4 200 2 100 0 2009 2010 2011 2012 2013 0 Major city Major routes Other important Less trac Little or no trac 1991 2011 1993 1997 1995 2013 2031 2017 2015 2051 2021 1999 2019 2041 2001 2033 2037 2035 2023 2027 2025 2039 2029 2043 2047 2045 2003 2007 2005 2049 2009 routes

DIAGRAM 32 Railway Number of new routes with C faults per track type and year

2009 2010 2011 2012 2013 Analyses of maintenance and reinvest-

2500 ment needs were conducted for a num- ber of technical areas. In the analyses, 2000 a division of the infrastructure by age

1500 forms the foundation for estimating future needs for maintenance and rein- 1000 vestments. 500 Diagrams 28-30 show an assessment

0 of the future annual reinvestment needs Major city Major routes Other important Less trac Little or routes no trac for track, track switches and contact wires. To eliminate the backlog of needs, the rate of reinvestment must be greater in relation to the maintenance standards few years is one of a positive develop- than the annual need for many years to in 2013. Corresponding data was also ment for major city roads and other come. produced for preceding years, so it is main roads, which is due to a conscious The total number of faults report- possible to run a relevant follow-up on investment in measures to increase ed per kilometre of track during 2013 the development of conditions. The con- capacity on these roads. On commut- increased on all track types compared dition measurements and their outcomes er routes, the trend is that conditions with previous years except tracks with against the maintenance standard is remain unchanged or have improved little or no traffic. The increase in the calculated for every 100 metres of road. somewhat. Other road types have had a number of faults can be explained to As it is rarely economical or practical to weakly positive development–that is, the some extent by the fact that changes in repair stretches as short as 100 metres, percentage of roads that do not meet the the reporting routine entailed increased the reported length cannot be put on an standards decreased somewhat. conscientiousness in reporting faults in equal footing with the length of road For less-trafficked road types, rough- the infrastructure. that should be repaired in the event of ness (IRI) dominates the deviations One measurement of the breakdown deviations against the maintenance against the maintenance standard. On of a track is deviations against the ideal standards. major city roads, other main roads, and track bed. The deviations result in major The percentage of roads that do not commuter routes, it is primarily major forces on the rails, fasteners, sleepers meet the standards decreased somewhat rut formations that cause deviations and ballast, and aid in the breakdown during the year. The trend of the last against the maintenance standards. of these. Deviations in the form of a

The Swedish Transport Administration Annual Report 2013 47 Results of the operations Maintenance

single point of failure are divided into different tolerance intervals: A-, B-, and C-faults, and faults that could lead to derailment. If warping faults and gauge faults where tolerances exceed the C-fault level are not repaired, faults that could lead to derailment will arise over time. Diagram 32 shows the number of routes with C-faults from approximately 80% of Swedish Transport Administra- tion tracks between 2008 and 2013. The decrease during 2013 can partially be explained by an improved data set. The increase in the number of C-faults may be linked to decreased preventive maintenance and a reduced technical lifetime on the track. Work on improving the assessment of track conditions will begin during 2014.

Measures carried out

Table 24 Table 24 shows reinvestments and Infrastructure volume, measures carried out reconstruction carried out for reasons Infrastructure type Unit 2011 2012 2013 of stability for the years 2011 to 2013. It

Roads does not report the total volume carried out, as continuous maintenance and Paved roads m2 23,993,910 26,138,279 28,177,698 lesser measures are not counted as rein- 2 Bridge m 7,717 498 639 vestments or reconstruction for reasons Tunnel m 3,160 2,960 290 of stability. In comparing economic Railway outcomes for the year, allowance should

Bridge m2 2,488 1,190 0 be made for the fact that infrastructure volume is only counted in the year it is Contact wiring km 50 150 130 completed, but the time for repairs can Track km 62 76 90 run over several years. Track switch piece 37 17 25

Tunnel m 600 0 275 Roads The decrease in other road equipment consists to some extent of the fact that Table 25 damage repair is now being report- Operational volume maintenance, millions SEK ed separately. The costs for repairing 2011 2012 2013 damage in 2011 and 2012 is reported Operational volume maintenance, roads 7,732 8,348 9,028 primarily under “other road equipment” Operational volume maintenance, railway 5,910 6,848 7,417 and covers the costs for such things

Total operational volume maintenance 13,642 15,196 16,445 as an increase in the number of acci- dents–the accident on Tranarp Bridge, Financing for example–and increased costs per Appropriations instance of damage, primarily costs for - 1:1 Item 16.3 Operation and maintenance, roads 7,571 8,141 8,712 barrier damage. The higher amount for - 1:2 Item 10.2 Operation, maintenance and traffic manage- 4,867 5,423 6,011 measurement services, planning, and ment, rail consultancy assignment contracts is ex- - 1:11 Item 3 Congestion charges admin – portion to the 35 31 21 plained by enhanced information during Swedish Transport Administration accounting entry. - 1:14 Item 1 Congestion charges Gothenburg, admin – por- 31 tion to the Swedish Transport Administration Major cities and other main roads have

Loans 170 433 288 been prioritised over the past few years, 2013 included. In total, 28.2 million m2 of Grant income 6 3 29 pavement were laid down during the year, Revenue from fees and compensation 992 1,165 1,353 which corresponds to approximately 4.9% Total financing 13,642 15,196 16,445 of the total paved road network.

48 The Swedish Transport Administration Annual Report 2013 Results of the operations Maintenance

Table 26 addition, we replaced 15 large Variable Operational volume for measures carried out – road maintenance, millions SEK Message Signs on the roads. 2011 2012 2013 New equipment for automatic traffic Maintenance safety control (ATSC, traffic enforce- Paved roads 2,548 2,940 3,247 ment cameras) has been purchased. Gravel roads 290 322 299 The new contract means that all 1,100 Bridges 646 759 798 cameras can be replaced beginning in Tunnels 132 106 128 2014, and 200–300 new cameras can be Traffic information equipment 144 204 180 set up per year. Other road equipment 707 766 590 In the Lundby tunnel, all traffic and

Other road infrastructure 409 403 383 safety equipment has been replaced. We

Winter services 1,759 1,822 1,761 also expanded with redundant power

Damage repair 247 supplies in the Göta tunnel and updated

Other maintenance 15 14 106 the control system in Södra länken. A large amount of parking slots has Total for maintenance measures 6,649 7,336 7,738 been built in connection with places for VVIS (road weather information system) Research and innovation 94 54 59 equipment and near ATSC cameras for the purpose of increasing safety and Basic operating measures reducing contract costs. Staff costs 385 367 428 During the year, a large amount of Consultancy costs 455 325 295 new equipment has also been handed Measurement services, planning, and consultancy assignment 17 100 240 over for maintenance. Examples of this contracts are the congestion charges system in Other costs 132 165 269 Gothenburg, as well as additional opera- Total basic operating measures 989 957 1,232 tions for approximately 300 million SEK.

Total operational volume, road maintenance 7,732 8,348 9,028 Railway Accessibility to tracks for maintenance Financing measures is a general problem, chief- Appropriations ly on the heavily trafficked network. - 1:1 Item 16.3 Operation and maintenance, roads 7,571 8,141 8,712 Planned word takes place at nights and

- 1:11 Item 3 Congestion charges admin – portion to the 35 31 31 on weekends, but for unplanned work Swedish Transport Administration such as remedial work, the problem - 1:14 Item 1 Congestion charges Gothenburg, admin – portion 21 becomes extremely clear. Such work has to the Swedish Transport Administration major consequences for traffic, as there Grant income 2 2 20 are no margins in the capacity alloca- Revenue from fees and compensation 123 173 243 tion. Maintenance costs are therefore Total financing 7,732 8,348 9,028 also affected by accessibility. Costs per unit are lower for the reinvestments The expenses incurred for road bridges Safety work in the Gnistäng tunnel that can be performed continuously on fell short of the need. The bridges on has been completed, and minor mainte- a closed track, but they are in certain the highly-trafficked road network has nance measures have been taken in the cases impossible to carry out owing to been given highest priority. Measures Viskan tunnel. The maintenance work the difficulty of closing off traffic. have been taken on 12 bridges so that the in the Muskö tunnel has been completed The outcome for the fixed portion of designated industry road network can after three years of work. performance-contracted BAS mainte- comply with bearing capacity class 1. 92 During 2013, a great number of nance varies due to the fact that the level bridges remain to be seen to up through measures were taken for the purpose of compensation depends on different 2021. Measures to safeguard accessi- of reducing energy use and promoting conditions in the agreement. Damage bility and safety on road networks with safety and accessibility. This has led repair costs increased during 2013 due to less traffic have also been taken. The to an increased in energy efficiency of large restoration costs, for example after condition of the pre-stressing system on approximately 4.97 GWh. the derailments on the Bergslag Line our largest suspension bridges has been Beyond the normal maintenance, we and at Stockholms södra commuter rail assessed, with satisfactory results. A have expanded the monitoring of our station. Certain costs due to derailments vulnerability assessment has begun for equipment. By extension, this means at the end of 2012 also burdened the Essingeleden, where we have already that accessibility has been increased year’s outcome. ascertained the risks and initiated risk and Swedish Transport Administration The rate of track replacement has reduction. maintenance costs have been reduced. In been low for a long period. During 2013,

The Swedish Transport Administration Annual Report 2013 49 Results of the operations Maintenance

Table 27 need is 660 track switches that must Operational volume for measures carried out – rail maintenance, millions SEK be replaced; over the next 10–20 years 2011 2012 2013 an additional 1,430 track switches that Maintenance are not part of the standard and man- Track 1,329 3,247 2,430 agement range of products need to be – of which track reinvestments 588 1,131 1,317 replaced. Track switches 404 366 434 A few maintenance and reinvestment – of which track switch reinvestments 192 150 165 measures were carried out on bridges Bridges 228 162 88 during the year. The concrete repair – of which bridge reinvestments 213 154 78 work on the old Årsta bridge is now Tunnels 19 32 87 completed, and the next stage with the – of which tunnel reinvestments 14 2 44 steel bearings has started. Some of the Contact wiring 85 291 310 smaller bridges have been replaced. – of which contact wiring reinvestments 45 268 275 One of the railway bridge replacements Other electrical infrastructure 273 306 373 concerned a steel bridge on the North- – of which other electrical infrastructure reinvestments 139 181 239 ern main line, where an old bridge was Signal and telecommunications infrastructure 218 189 274 tested to the point of fracture so that the – of which signal and telecommunications infrastructure 82 37 95 bearing capacity of three similar bridges reinvestments could be determined. The bearing Other maintenance 809 560 540 capacity information obtained through – of which other reinvestments 332 122 180 the test showed that these three bridges Fixed portion in performance-contracted BAS maintenance 906 1,225 1,056 can be kept. Winter services 314 331 372 Apart from the planned maintenance Damage repair 197 213 275 work on the Aspen tunnel, other mea- Total for maintenance measures, incl. reinvestments 4,782 5,756 6,238 sures in tunnels and rock cutting opera- – of which reinvestments 1,605 2,044 2,393 tions during 2013 consisted primarily of acute remedial work after rock falls. Property and station management 198 226 234 Contact wire projects were carried Research and innovation 96 85 68 out in a great number of places during 2013. The work took place chiefly in Basic operating measures southern, central, and western Sweden. Staff costs 404 312 316 The largest ongoing contact wire proj- Consultancy costs 181 120 124 ects are Mjölby–Nässjö, Laxå–Falköping, Measurement services, planning, and consultancy assign- 4 27 50 Hässleholm–Åstorp and Storvik–Ock- ment contracts elbo. In total, roughly 130 kilometres of Other costs 245 322 388 contact wire were replaced, equivalent Total basic operating measures 835 781 878 to 10% of the estimated total need. This need was outlined in an in-depth anal- Total operational volume, rail maintenance 5,910 6,848 7,417 ysis of maintenance and reinvestment needs carried out in 2012. The measures Financing were primarily an issue of replacing Appropriations older contact wiring that had reached - 1:2 Item 10.2 Operation, maintenance and traffic manage- 4,867 5,423 6,011 ment, rail the end of their technical lifetime. These

Loans 170 433 288 measures create a more robust and reli- able infrastructure and, in many cases, Grant income 4 1 8 also increase capacity on the routes Revenue from track charges 645 649 781 involved. The low rate of replacement Other revenue from fees and compensation 224 343 329 means that an increased percentage of Total financing 5,910 6,848 7,417 the infrastructure is passing the end of its technical lifetime, which affects 90 kilometres of track were replaced to retain track function through avoid- robustness and punctuality. A number of and 20 kilometres of rails were exam- ing the need for speed reductions, which contact wiring failures occurred during ined, which is somewhat more than the lead to lower capacity. the year, which negatively affected preceding year. There is a backlog of The rate of replacement for track punctuality. need on 1,400 kilometres. Replacement switches has also been very low for Approximately 500 kilometres of rail of track with FIST sleepers began during a long period. During 2013, 25 track had tree protection measures carried the year, as these showed an increased switches were replaced, and 1 exchanged out during 2013. So far, 4,000 kilometres rate of breakdown. Tracks were replaced for a used track switch. The backlog of of rail have such protection. Over the

50 The Swedish Transport Administration Annual Report 2013 Results of the operations Traffic management, traffic operation, and other operations

Table 28 Measures and deliveries for rail maintenance, millions SEK

Deliveries–track type

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

Track 250 981 754 224 57 165 2,430

Track switches 155 164 43 15 41 15 434

Bridges 11 6 55 9 4 4 88

Tunnels 44 7 36 – 0 0 88

Contact wiring 12 120 166 2 2 8 310

Other electrical infrastructure 42 44 95 44 0 147 373

Signal and telecommunications infrastructure 57 115 40 22 2 38 274

Winter services 103 70 70 18 10 100 372

Damage repair 63 55 116 25 3 13 275

Fixed portion in performance-contracted BAS 238 388 241 148 26 15 1,056 maintenance

Other maintenance 146 109 126 39 4 117 540

Total deliveries, rail maintenance 2013 1,121 2,058 1,742 546 149 623 6,238

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

Total deliveries, rail maintenance 2011 1,308 1,638 832 503 127 372 4,782 coming two-year period (2014-2015), Our winter services were reinforced on roads and railways, and traffic infor- the Swedish Transport Administration during the year through such things as mation that covers all modes of trans- plans tree protection for an additional increased preparedness and purchasing portation. “Other operations” relates to 650 kilometres of rail. an additional snow clearing machine. managing and maintaining the electrical The Administration conducted a pilot power and telecommunications systems, project where the standard on our traffic Traffic management, and also operation of ferries and mov- information equipment was raised at a traffic operation, and other able bridges. number of railway stations. The results operations In 2011, Business Area Traffic was -di of the pilot project will be used in the vided up into Business Areas Maintenance coming years when the standard will Traffic Management and traffic informa- and Traffic Management. This means that be raised on all the country’s railway tion are directed at the transportation the costs have been allocated differently, stations. The operation covers variable system being used safely and effectively and that the costs for 2012 and 2013 are signs, fixed signs, clocks, and loudspeak- through monitoring and control of traffic therefore not comparable with 2011. ers. A number of smaller reinvestments for substations were carried out for the purpose of maintaining good accessibil- ity to our power supply by the non-line- bound power for the railways. The largest part of the reinvestment funds for signalling and telecommunications infrastructure shown in Table 27 was used for measures directed at preparing for future investment projects such as the replacement of controls in Halls- berg and Alingsås. Other reinvestments concerned the replacement of relay huts on the Iron Ore Line, the repair of signal controls in Stockholm, and adaptation of the Argus dispatching system in Boden. The maintenance funds shown in the table (excluding reinvestments) are distributed as follows: 58% for diverse preventive maintenance measures; inspection operations 2%; seeing to bad inspection marks 6%; and acute remedial work 33%.

The Swedish Transport Administration Annual Report 2013 51 Results of the operations Traffic management, traffic operation, and other operations

Table 29 Traffic information for Operational volume and deliveries for traffic management, traffic operation, citizens and industry and other operations

During the year, the Swedish Transport 2011 2012 2013

Administration introduced new ap- Deliveries proaches within the operations. Today Traffic information for citizens and industry there are traffic information managers Roads 27 38 33 with clear mandates in four locations, as a Railway 127 150 149 part of regional operational management. Total traffic information for citizens and industry 153 188 182 The support system for traffic informa- tion on the railways has been improved Monitored and controlled road and rail traffic through a new announcement system Roads 136 134 174 and a new informational sign manage- Railway 686 837 829 ment system with better functionality Total monitored and controlled road and rail traffic 821 971 1,003 and stability. At the same time, a new Monitored and controlled road and rail infrastructure, and other operations approach was established that, among Roads 783 765 749 other things, means that the rail com- Railway 72 82 134

panies themselves can record the basis Total monitored and controlled road and rail infrastructure, and other 855 848 883 of their announcements. Traffic infor- operations1 mation equipment (signs, loudspeakers, Electrical and telecommunications infrastructure clocks) were inventoried in 2012 at all rail Roads 197 183 171 stations, and we have now begun to repair Railway 378 362 354 the deficiencies. During the year, the Total electrical and telecommunications infrastructure 575 546 524

Administration established and garnered Total operational volume traffic management, traffic operation, and other 2,405 2,552 2,592 support for levels of accessibility to our operations traffic information that we have promised to rail companies, known as “SLA levels”. Financing These levels will be included in the 2015 Appropriations Network Statement. This year’s customer - 1:1 Item 16.3 Operation and maintenance, roads 1,110 1,087 1,106

satisfaction measurements show that - 1:2 Item 10.2 Operation, maintenance and traffic management, rail 1,239 1,416 1,448 92% of travellers on the roads feel that Grants 10 10 1 traffic information during disruptions are Revenues from fees and other revenue 46 39 37 acceptable or good. The corresponding result for train travellers at the end of the Total financing 2,405 2,552 2,592 1 year was 69%. Includes, for example, operations of ferries and ARSC.

Monitored and controlled road and rail traffic has been developed. This rearrangement engineers in fewer locations means During the year, the rate of change has is one of many preparations prior to the uniform approaches with higher quality been high for forming operations encom- introduction of a national train man- in the operations, more coordinated passing all modes of transportation based agement system (NTL in Swedish). By management when we request such on joint processes, a uniform national ap- working in the same manner across the thing as maintenance efforts from our proach, and constant improvements. New entire country, we will obtain a better contractors, and redundancy maintained approaches have been introduced into overview, a higher degree of flexibility during disruptions. our operations. In the spring, routines for and more efficient control and monitor- Infrastructure monitoring, which regional and national operational man- ing. This way, the Swedish Transport was previously found in eight locations, agement were established, and electric Administration can better meet the re- has now been consolidated into four power was consolidated. The Swedish quirements and expectations of the rail locations – one in each traffic manage- Transport Administration has also collo- companies, travellers, and shippers. ment area. Each traffic management area cated the train management function and now has the capacity to monitor larger, road traffic management, and consol- Monitored and controlled more complex infrastructures in order idated infrastructure monitoring. In traffic and road infrastruc- to ensure a high level of accessibility for Gothenburg, intensive work is under way ture, and other operations traffic. Monitoring that encompasses all to coordinate road traffic management in During the year, electric power manage- modes of transportation, where road and a similar way as has already been done ment for the railways was consolidated rail traffic are monitored in a coordinat- in Stockholm. An approved plan for the from eight to two locations: Gothenburg ed manner, began to be created during routes and stations that will be rebuilt and Gävle. This change also means that 2013. over the next few years to make possible electric power management has become Ferry traffic remained largely un- a transition from local to remote control a national function. More electric power changed compared with previous years.

52 The Swedish Transport Administration Annual Report 2013 Results of the operations Rebuilding and new construction

As in previous years, very few runs had un- In this chapter, we report what was im- for power supply and other measures for expected cancellations, which would have plemented in 2013 as part of the plans. The roads, railways, and shipping, however, caused disruptions for the travellers. The total operational volume for investments increased in 2013 compared with 2012. operating year was thus a favourable one. during 2013 was 21,089 million SEK. Beginning in 2013, the Swedish Trans- The Swedish Transport Administration Here, we report primarily on the ma- port Administration is obliged to pur- also upgraded the IT system for automatic jor projects. Apart from these projects, chase property or part of a property if the traffic safety control (ATSC), which makes it a large number of lesser investments property owner requests it, under certain simpler to manage and more safe to operate. are being carried out, which contribute circumstances, even if there is no appli- substantially to achieving the transport cable road plan or railway plan yet. This Electricity and policy objectives. was introduced through new provisions telecommunications Table 30 shows investments in both of the Road Traffic Act and the Railway The railway infrastructure is responsible road and railways in both national and Construction Act. During 2013, 21 cases for a large part of the electricity costs; in regional plans. The table indicates that with a request for early repayment were 2013, these costs totalled 191 million SEK, the operational volume was lower in submitted to the Administration. Of these, which can be compared with 200 million 2013 than in 2012 for the action catego- 12 were rejected. Repayment was allowed SEK from 2012. Weather conditions have ries of motorways, dual carriageways, for 8 cases; negotiations were concluded a major impact on electricity consump- pedestrian and cycle paths, double and for 7 of these. The total repayment costs tion, which means that the costs between multiple tracks, accessibility adaptations for these totalled 21.4 million SEK. In one years can be difficult to compare. of stations, and other capacity measures case, the property owner chose to wait for Operations within traffic management, on railways. The operational volume the establishment of the plan. traffic information, and road infrastructure operation require properly functioning Table 30 communication. In 2013, efforts were made Operational volume for reconstruction and new construction per action category, millions SEK in current prices to further ensure operational management Action categories 2011 2012 2013 and development within this area. Among Motorway 4,899 3,681 3,120 other things, there were reinvestments in Dual carriageways, etc. 3,621 4,342 3,487 new technology for both fixed and mobile Pedestrian and cycle paths 220 301 215 communications, and investments in new Other roads 3,969 4,652 4,696 infrastructure across the country. Total reconstruction and new construction 12,709 12,976 11,517

The Swedish Transport Administra- Double or multiple tracks 6,549 6,597 5,606 tion teletransmission network has been Power supply 369 326 429 modernised and its capacity increased. Accessibility adaptations of stations 86 169 79 MobiSIR, which is the traffic management Other capacity measures, rail 4,424 2,700 1,659 communications system for the railways, Other rail and shipping 1,137 1,741 1,797 was supplemented for the introduction Total reconstruction and new construction, rail and shipping 12,565 11,533 9,569 of ERTMS on the Haparanda Line, and reinforced to increase the robustness of the Total operational volume, reconstruction and new con- 25,274 24,509 21,086 struction system. MobSIR is being adapted for the introduction of ERTMS on the Stockholm– Financing Malmö route and reinforced in order to Appropriations function together with the new 3G and 4G – 1:1 Item 16.1 Investments in the national plan, road 5,615 6,656 5,664 public mobile telephone systems. – 1:1 Item 16.2 Investments in regional plan, roads 1,580 1,644 1,849 Rebuilding and – 1:1 Item 16.5 Bearing capacity, frost-proofing and recon- 1,235 1,503 1,585 struction, roads new construction – 1:2 Item 10.1 Investments in the national plan, rail and 5,655 5,914 4,804 The Swedish Transport Administration shipping is responsible for implementing both the – 1:10 item 5 EU grants, TEN 490 212 393 national plan and the county plans for – 1:11 Item 6 Congestion charges in Stockholm, road 239 550 506 regional transport infrastructure. The – 1:14 Item 2 Congestion charges in Gothenburg – portion to 0 0 494 Government therefore annually assigns the Swedish Transport Administration allocations via letter of appropriation to Loans, road 2,030 324 -303 the Administration to implement these Loans, rail 4,626 3,175 1,803 plans. The current planning period covers Grants, road 418 1,420 790 the years 2010–2021. Operations carried Grants, rail and shipping 765 891 1,458 out are monitored against the plans. Revenues from fees and other revenue, road 1,236 908 1,014 The price level in the plans is that of Track charges, rail 165 225 329 June 2009, and several of the tables are Other revenue from fees and compensation, rail 1,220 1,087 698 therefore at this price level. Total financing 25,274 24,509 21,086

The Swedish Transport Administration Annual Report 2013 53 Results of the operations Rebuilding and new construction

Monitoring of national plan ciency measures for growth and climate, Table 33 shows how the major invest- where the outcome was significantly ment projects advanced during 2013. The national plan comprises the follow- greater than the level of the plan. This The description concludes with a table ing investment areas: is due in part to the measures in these that reports on the forecast for the cur- • the investments named areas already being under way when the rent projects in relation to the national planning period began, to an extent that transport system plan. These forecasts • measures associated with trim- ming exceeded the level of the plan. are indicated in June 2009 price levels and increasing efficiency, as well Table 32 shows the distribution be- so that they are comparable with the as tween different types of roads and bridg- current values in the plan. environmental measures es opened to traffic from 2010 to 2013 for For those items under way (opening • funds for investments in the the specified objects in the national plan to traffic after 2013), the situation is as bearing capacity of roads. and regional plans respectively. During follows: 2013, several larger measures were The City Line is a 6 kilometre-long In total, net investments of completed. Reconstruction and new con- commuter rail tunnel under central 66,914 million SEK at June 2009 price struction are concentrated in the areas Stockholm, with two new stations (City levels were made in these investment of the major cities, other main roads, and and Odenplan) and a 1.4 kilometre-long areas during 2010–2013. The national tracks for goods and passenger traffic. railway bridge at Årsta. With this line, plan specifies 66,746 million SEK for capacity is doubled and trains can run measures during the 2010–2013 period, Ongoing major investments more frequently and more punctually. and 162,511 million SEK for the entire A large number of investment projects, The project has gone very well. 99.9% planning period of 2010–2021. This in various phases from preliminary of the blasting work at Odenplan and means that between 2010 and 2013, the study to production, are under way Riddarholmen is finished. The work on Swedish Transport Administration has across the entire country. The Swedish completing the concrete tunnel sunk spent an accumulated total of 100% of Transport Administration is following under the Söderström last summer is the plan’s financial space for the indicat- the order of priority in the national plan. ongoing – it is already possible to walk ed areas. These areas are following the During 2013, we established 72 work through the entire tunnel. 2010–2013 plan quite well, apart from plans and 12 railway plans. Of these, 21 The Stockholm Bypass is a nearly 21 the action areas of trimming and effi- have been appealed to the Government. kilometre-long stretch of road for the E4

Table 31 Monitoring of action areas in the national plan, millions SEK 2009 price level

Specified investments Bearing capacity and Trimming and efficiency Environmental investments Total frost-proofing measures for growth and climate

Railway Roads Railway Roads Railway Roads Railway Roads

Volume up through 2013, MSEK, 31,016 23,353 0 4,785 3,321 3,612 319 507 66,912 2009 price level, outcome

Total plan 2010–2021, including 33,192 25,464 0 4,933 1,435 738 455 529 66,746 2013 1)

Percentage of the plan through 2013 93.4% 91.7% 97.0% 231.4% 489.2% 70.1% 95.8% 100.2% according to outcome (percent)

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

Table 32 Deliveries for reconstruction and new construction measures, current price level, millions SEK

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

2010 2011 2012 2013 2010 2011 2012 2013 2010 2011 2012 2013 2010 2011 2012 2013 2010 2011 2012 2013

–specified objects in 0 0 370 496 2,382 1,237 9,416 1,881 1,835 0 0 0 0 0 0 0 0 0 0 0 the regional plan

–specified objects in regional plans 0 1,777 0 0 0 0 0 69 475 212 0 886 0 371 0 34 0 0 0 0

National plan– Tracks in major city Tracks that form longer Tracks for other important Tracks with less traffic Tracks with little or no traffic track object continuous routes goods and passenger traffic

2010 2011 2012 2013 2010 2011 2012 2013 2010 2011 2012 2013 2010 2011 2012 2013 2010 2011 2012 2013

–specified objects in 8,060 1,083 10,343 1,488 303 2,281 3,217 107 19,111 0 8,697 3,895 144 0 0 956 0 0 240 0 the regional plan

54 The Swedish Transport Administration Annual Report 2013 Results of the operations Rebuilding and new construction

Table 33 Forecast for major investment objects compared with total cost, incl. co-financing, in the National Plan for the Transport System 2010–2021 (unless otherwise indicated). June 2009 price level

Project Roads Start of con- Opens to traffic Total cost according Forecast Forecast/Plan Outcome Railway struction to plan, including 31 Dec 2013, through 31 Dec any co-financing, 2009 price level 2013, Current 2009 price level (MSEK) price (MSEK) (MSEK)

City Line Rail 2009 2017 18,405 18,092 98% 13,722

Prel. Stockholm Bypass Road 2014 27,669 27,669 100% 1,640 2020–2022

Tomteboda–Kallhäll, increased capacity 2011 (Outer 2016 and Rail 10,709 11,850 111% 1,436 (Mälaren Line) part) after 2021

E20 Northern Link Road 2006 2015 11,925 9,299 78% 9,164

E4 Tomteboda–Haga South (North station)1 Road 2010 2018 753 626 83% 383

E1 8 Hjulsta–Kista Road 2009 2015 3,960 3,345 84% 3,329

ERTMS Development Rail 2008 2016 1,089 1,833 168% 1,251

Restarted Hallandsås Rail 2003 2015 10,827 11,286 104% 10,450 (1992)

E4 Sundsvall Road 2011 2015 4,094 3,984 97% 3,406

ERTMS Corridor B Rail 2015 2020 3,552 5,339 150% 36

Total 92,983 93,323 100% 44,817 1 The E4 Tomteboda–Haga South (North Station) object includes only the State’s costs in the report, as the State’s share forms a small part of the total cost of the object.

west of Stockholm. Almost 18 kilometres tween the Swedish Transport Adminis- at nearly 200 million SEK. In addition, will run through a tunnel. The route tration and Sundbyberg Municipality. the project will cost less than budgeted, will connect the northern and southern The Northern Link is a tunnel con- thanks to proper risk management and parts of the county, ease the burden on nection between the European road increased competition, which led to the Essingeleden and the inner city, and network and the Värtahamnen port. It lower tender amounts. reduce the vulnerability of the Stock- will result in reduced traffic and a better E4/E20 Tomteboda–Haga South is in- holm traffic system. The work plan for environment in the inner city. The proj- tegrated into the Northern Link project. the Stockholm Bypass was submitted to ect is making progress in very good time. It is one of Sweden’s most highly-traf- the Planning Review unit of the Swedish It has been estimated that the Norrtull/ ficked sections of road; an entirely new Transport Administration in November Frescati–Värtan section can be opened district is planned here–Hagastaden, 2012 and was finalized in autumn 2013. to traffic on November 30, 2014, one year with 6,000 apartments, 33,000 work- It is expected to enter into force in late earlier than calculated. The social ben- places and a new university hospital at spring 2014; after that, the formal start efit of the earlier opening is estimated Karolinska Institutet. The measures of construction can take place. The Mälaren Line Project is an expansion from two to four lines from Tomteboda further northwest to Kallhäll, a 20-kilometre stretch. The ex- pansion provides opportunities for more frequent runs, better punctuality and shorter travel times by separating the commuter trains from other rail traffic. The track is being built in two stages: Kallhäll–Barkarby and Barkarby–Tom- teboda. The work on stage 1, Kallhäll– Barkarby, has been under way since 2012 and is making good time. Planning and consultation is under way for stage 2, Barkarby–Tomteboda. Agreements that make possible the expansion of the Mälar Line to four tracks, and covering of the railway through central Sund- byberg, were signed in March 2013 be-

The Swedish Transport Administration Annual Report 2013 55 Results of the operations Rebuilding and new construction

planned will provide additional capacity E18 Hjulsta–Kista is a 9 kilome- entire new E18 between Hjulsta and and better traffic flow, which will reduce tre-long motorway with six flyover Kista opened to traffic. With that, large the risk of queues and congestion on junctions. With this new motorway parts of the project were finished. What the Northern Link. The schedule is and a new local street between Hjulsta remains before the project is completely tight, as it is to be synchronised with and Rinkeby accidents will decrease, finished in 2015 is the junction in Rissne the completion of the Northern Link. In passability will be improved, accessi- and the local street between Hjulsta and addition, the project is to comply with bility to Järvafältet will increase, noise Rinkeby. the interests of those who will devel- will decrease and conditions for regional The Hallandsås Project is two 8.7 kilo- op the surrounding land area, as well development will be created. metre-long, parallel rail tunnels through as construction activity by the City of The project is making progress in Hallandsås. The tunnel will increase ca- Stockholm in the area. very good time. In September 2013, the pacity over Hallandsås from 4 trains per

Table 34 Objects opened to traffic in 2012, millions SEK, June 2012 price level

Object name Applicable plan at Monitoring using NPI Monitoring with investment index for road and rail maintenance, respectively start of construction Estimated cost in documents for Estimated total cost Final cost after Estimated cost in Estimated total cost at Final cost after implemen- Estimated NPV in Monitored NPV the latest available Government at construction start implementation documents for the latest construction start decision tation (incl. production applicable plan at start with investment decision (incl. production support decision (incl. production (incl. production available Government (incl. production support support and recalculated of construction index for road and and recalculated using NPI) support and recalculated support and decision (incl. production and recalculated using using investment index for rail maintenance, using NPI) recalculated using support and recalculated investment index for road road and rail maintenance, respectively NPI) using investment index for and rail maintenance, respectively) road and rail maintenance, respectively) respectively)

Railway

Main line through upper Norrland, increased capacity NTP 2004-2015 Object monitored in 2014 at the earliest. A choice of measure study is under way, which may impact the final design of the object.

Umeå, new goods yard incl. reconstruction of passenger rail yard NTP 2004-2015 871 868 1,186 1,267 1,283 1,321 0.4 0.2

Förslöv Ängelholm Stomnätsplan 1994-2003 541 – 666 1,087 – 857 No economic Not monitored calculation

Kraftsamling Gothenburg, unallocated NTP 2010-2021 The object is of the action area type and is not monitored.

Tree-protected railways NTP 2010-2021 209 381 471 231 415 494 No economic calculation Not monitored

Emmaboda–Karlskrona/Kalmar, centralised traffic control, track repair and speed NTP 2010-2021 1,028 994 942 1,137 1,127 956 -0.3 -0.2 adjustment to 160 km/h

“Kraftsamling Stockholm Mälardalen (stage 1, Stockholm Älvsjö–Ulriksdal–Sundbyberg)” and NTP 2010-2021 The object is of the action area type and is not monitored. Kraftsamling Stockholm Mälardalen (stage 3)

Gävle–Sundsvall, increased capacity (incl. Dingersjö planning) NTP 2010-2021 743 907 647 1,080 1,003 679 0.0 0.5

Stockholm C, strengthened power supply NTP 2004-2015 357 338 327 520 371 345 No economic calculation Not monitored

Eskilstuna, substation NTP 2010-2021 112 111 101 123 123 107 No economic calculation Not monitored

Kil–Skåre, new passing station NTP 2004-2015 126 142 157 139 144 134 2.4 2.6

Port of Södertälje–Södertälje C, double track and functional adaptation of rail 831 921 1,116 920 965 1,143 0.1 -0.1 freight depot

Alvesta travel centre, Örsjö passing station, Äryd passing station and Alvesta: -Örsjö/ Alvesta: -Örsjö/Årryd: Växjö rail freight depot reconstruction 212 358 405 235 391 410 Årryd: 0,8 Växjö: 0,7 Växjö: -0.2 -0.5

Motorway

E4 Rosersberg Jct NTP 2010-2021 167 205 322 176 216 325 2.5 0.9

Hwy 50 Mjölby–Motala NTP 2010-2021 1,745 1,869 1,774 1,849 1,931 1,786 0.3 0.3

Hwy 40 Slambymotet NTP 2010-2021 123 84 170 131 169 171 2.1 1.3

Dual carriageways and multiple-lane roads in urban areas

Hwy 27 past Anderstorp and Gislaved County plan 2010-2021 263 239 223 282 251 222 0.6 1.1

Rte 151 past Värnamo County plan 2010-2021 101 93 77 108 97 77 1.1 1.9

Rte 66 Surahammar-Sothällen County plan 2010-2021 33 44 55 36 44 55 1.9 0.8

Route 35 Eastern Link (50% co-financing) County plan 2010-2021 217 246 272 232 255 272 No economic calculation Not monitored

Hwy 50 past Vadstena County plan 2010-2021 50 51 68 53 57 69 -2.2 NPV cannot be monitored

Kalleviken-Gate County plan 2010-2021 76 92 98 82 92 98 0.4 0.2

Rte 90 Bollsta–Hällsjö (v83257675) County plan 2004-2015 72 – 171 99 – 162 0.5 -0.1

The Heden Link County plan 2010-2021 31 36 34 33 35 34 4.4 4.2

Jung Junction LTP 2010-2021 71 90 95 76 91 95 -0.1 -0.3

56 The Swedish Transport Administration Annual Report 2013 Results of the operations Rebuilding and new construction

hour to 24, and it will provide opportu- through Sundsvall. The bridge over the Separate reports for ERTMS Develop- nities for doubled goods transport. The Bay of Sundsvall is the largest bridge ment and ERTMS Corridor B are being project is making progress in very good construction begun in Europe in the submitted to the Government. time. Both tunnels are now ready, and 2000s, and it is Sweden’s second-longest the work on procuring the rail contract road bridge. The project is making prog- Monitoring of specified objects in the itself is under way. ress in very good time. It is estimated national and regional plans that E4 Sundsvall is the expansion of a that all nine bridge sections over the opened to traffic during 2013 20 kilometre-long section of the E4 be- Bay of Sundsvall will be in place during Infrastructure costs and effects have tween Myre and Skönsberg. The project early 2014. Two sections, equalling 250 been monitored for objects that cost will lead to improved road safety and metres, remained at the beginning of more than 50 million SEK in the na- accessibility, and a better environment November 2013. tional plan and 25 million SEK in the county plans respectively, and which opened to traffic in 2013. The objects have been included in the National Plan Table 34 Objects opened to traffic in 2012, millions SEK, June 2012 price level for the Transport System 2010–2021 or the previous long-term plans of the Object name Applicable plan at Monitoring using NPI Monitoring with investment index for road and rail maintenance, respectively start of construction Swedish Rail Administration and the Estimated cost in documents for Estimated total cost Final cost after Estimated cost in Estimated total cost at Final cost after implemen- Estimated NPV in Monitored NPV the latest available Government at construction start implementation documents for the latest construction start decision tation (incl. production applicable plan at start with investment Swedish Road Administration, including decision (incl. production support decision (incl. production (incl. production available Government (incl. production support support and recalculated of construction index for road and agreed-upon revisions and the corre- and recalculated using NPI) support and recalculated support and decision (incl. production and recalculated using using investment index for rail maintenance, using NPI) recalculated using support and recalculated investment index for road road and rail maintenance, respectively sponding county plans. The final costs NPI) using investment index for and rail maintenance, respectively) of the object were monitored against the road and rail maintenance, respectively) respectively) estimated cost in the plan that was in

Railway effect at the start of construction. Eco- nomic profitability is monitored through Main line through upper Norrland, increased capacity NTP 2004-2015 Object monitored in 2014 at the earliest. A choice of measure study is under way, which may impact the final design of the object. comparing the plan’s net present value Umeå, new goods yard incl. reconstruction of passenger rail yard NTP 2004-2015 871 868 1,186 1,267 1,283 1,321 0.4 0.2 (NPV) with a net present value recalcu- Förslöv Ängelholm Stomnätsplan 1994-2003 541 – 666 1,087 – 857 No economic Not monitored calculation lated with the final cost of the object.

Kraftsamling Gothenburg, unallocated NTP 2010-2021 The object is of the action area type and is not monitored. Monitoring of infrastructure costs

Tree-protected railways NTP 2010-2021 209 381 471 231 415 494 No economic calculation Not monitored with an investment index for road and track maintenance for the 22 objects Emmaboda–Karlskrona/Kalmar, centralised traffic control, track repair and speed NTP 2010-2021 1,028 994 942 1,137 1,127 956 -0.3 -0.2 adjustment to 160 km/h opened to traffic shows that 9 objects

“Kraftsamling Stockholm Mälardalen (stage 1, were less expensive and 13 objects were Stockholm Älvsjö–Ulriksdal–Sundbyberg)” and NTP 2010-2021 The object is of the action area type and is not monitored. more expensive than the plan costs. The Kraftsamling Stockholm Mälardalen (stage 3) costs in total for all objects decreased Gävle–Sundsvall, increased capacity (incl. Dingersjö planning) NTP 2010-2021 743 907 647 1,080 1,003 679 0.0 0.5 approximately 1% between plan cost Stockholm C, strengthened power supply NTP 2004-2015 357 338 327 520 371 345 No economic calculation Not monitored and final cost after markup with the Eskilstuna, substation NTP 2010-2021 112 111 101 123 123 107 No economic calculation Not monitored investment index for road and track Kil–Skåre, new passing station NTP 2004-2015 126 142 157 139 144 134 2.4 2.6 maintenance. The corresponding change Port of Södertälje–Södertälje C, double track and functional adaptation of rail 831 921 1,116 920 965 1,143 0.1 -0.1 in costs marked up according to the net freight depot price index is an increase of approxi- Alvesta travel centre, Örsjö passing station, Äryd passing station and Alvesta: -Örsjö/ Alvesta: -Örsjö/Årryd: Växjö rail freight depot reconstruction 212 358 405 235 391 410 Årryd: 0,8 Växjö: mately 18%. 0,7 Växjö: -0.2 -0.5 Main line through upper Norrland, in- Motorway creased capacity E4 Rosersberg Jct NTP 2010-2021 167 205 322 176 216 325 2.5 0.9 This object will be monitored in 2014 at

Hwy 50 Mjölby–Motala NTP 2010-2021 1,745 1,869 1,774 1,849 1,931 1,786 0.3 0.3 the earliest. A choice of measure study is

Hwy 40 Slambymotet NTP 2010-2021 123 84 170 131 169 171 2.1 1.3 under way, which may impact the final

Dual carriageways and multiple-lane roads in urban areas design of the object.

Hwy 27 past Anderstorp and Gislaved County plan 2010-2021 263 239 223 282 251 222 0.6 1.1 Umeå, new goods yard and reconstruction of passenger rail yard Rte 151 past Värnamo County plan 2010-2021 101 93 77 108 97 77 1.1 1.9 The purpose of this object was to im- Rte 66 Surahammar-Sothällen County plan 2010-2021 33 44 55 36 44 55 1.9 0.8 prove handling of rail traffic in Umeå Route 35 Eastern Link (50% co-financing) County plan 2010-2021 217 246 272 232 255 272 No economic calculation Not monitored and to safeguard the function of the Hwy 50 past Vadstena County plan 2010-2021 50 51 68 53 57 69 -2.2 NPV cannot be monitored Bothnia Line through reconstruction

Kalleviken-Gate County plan 2010-2021 76 92 98 82 92 98 0.4 0.2 of Umeå Central station, a new goods yard, 7 kilometres of new rail from Umeå Rte 90 Bollsta–Hällsjö (v83257675) County plan 2004-2015 72 – 171 99 – 162 0.5 -0.1 Central to the new goods yard, and level The Heden Link County plan 2010-2021 31 36 34 33 35 34 4.4 4.2 crossings removed. No major changes Jung Junction LTP 2010-2021 71 90 95 76 91 95 -0.1 -0.3 occurred in comparison with the plan

The Swedish Transport Administration Annual Report 2013 57 Results of the operations Rebuilding and new construction

proposal. The cost was 1,321 million The purpose of tree protection is to holm Mälardalen (stage 3) SEK. According to current forecasts, the improved the punctuality of trains and The objects are of the action area type benefit is estimated to drastically exceed reduce the risk of accidents and damage and are not being monitored. the calculated benefit according to the to track infrastructure caused by fallen Gävle–Sundsvall, increased capacity plan documents. With a 4% higher final trees. The “Tree-protected railways” The purpose of the object was to solve cost and 4 years longer construction project is aimed at creating a tree-free capacity problems through such things time, the NPV decreases from 0.4 to 0.2. zone along the routes that are strategi- as building new passing stations since Förslöv–Ängelholm cally important for the country’s trans- the track was near its capacity ceiling, The purpose of this object was to in- port supply. Which tracks are included with increased traffic expected. With crease the capacity on the West Coast has been revised during the course of this, the risk of delays and worsened Line (Gothenburg–Lund) through dou- the project. This has also impacted the travel times would decrease. Many of the ble tracks between Förslöv and Ängel- total cost, which is now 494 million sub-actions originally intended for this holm. Owing to the delays on the tunnel SEK–an increase of 113%. No NPV has object have been taken out completely or through Hallandsås, the double-track been developed. reduced, which explains why the final expansion between Förslöv and Ängel- Emmaboda–Karlskrona/Kalmar, cen- cost of 679 million SEK decreased 37% holm was divided into two stages and tralised traffic control, track repair and against the plan. The major changes to put off. The cost was 857 million SEK, speed adjustment to 160 km/h the content of the object make it difficult which was a decrease of 21% compared The purpose of this object was to reduce to say anything about how the benefit with the plan. The net present value of travel time, raise comfort, increase safe- has changed. Nor is it all that relevant the measure, when work was begun in ty and make train traffic more efficient that the NPV increased from 0 to 0.5. 1995, could not be monitored as there through centralised traffic control and Stockholm Central station, reinforced was no economic calculation. The bene- track repair, as well as adjusting the power supply fit so far is modest, since the traffic is not speed to 160 kilometres per hour. The This measure was directed at strength- particularly heavy, nor has it increased operational locations in Vissefjärda ening the power fed out to the trains, since the neighbouring section of the and Spjutsbygd were not part of the which is a condition for redundancy West Coast Line still has insufficient plan documents. The final cost was 956 and expanded traffic on routes like the capacity. The benefit is expected to be million SEK, which is a decrease of 16%. City Line. It comprised the extension of significantly greater when the Hal- This means that the NPV increases from the substation in Häggvik at a total cost landsås tunnels are ready for use. -0.3 to -0.2. The expected benefit is of 345 million SEK. No major changes Kraftsamling Gothenburg, unallocated expected to be achieved. were made to the scope of the measure, The object is of the action area type and Kraftsamling Stockholm Mälardalen but the final cost was approximately is not being monitored. (stage 1, Stockholm Älvsjö–Ulriksdal– 34% lower than according to the plan Tree-protected railways Sundbyberg) and Kraftsamling Stock- documents. There is no NPV since it is

58 The Swedish Transport Administration Annual Report 2013 Results of the operations Rebuilding and new construction

not calculated for this type of measure, The purpose of this object was to de- and rose from 0.7 to 0.8 for the passing but greater power at a significantly lower crease the susceptibility to disruption stations in Åryd and Örsjö. The benefit cost provides better benefit altogether and to increase capacity and punctuality. was higher than that promised in the than expected. The reported cost of the measure–1,143 plan, owing to the opportunity for pas- Eskilstuna, substation million SEK–concerns the expansion sengers to board and alight in Örsjö. This object concerned expansion of the of the double tracks and accessibility E4 Rosersberg Junction substation in Eskilstuna with an addi- adaptation. The object was implemented The object concerned the expansion tional converter that increases the pow- with the same contents as in the plan. of a new junction on the E4. The main er and improves redundancy, which is a The final cost increased 24% compared purpose of the junction was to connect condition for expanded train traffic. No with the plan cost. The cost increase is Rosersberg and the industrial district major changes were made to the scope of explained by the fact that the original to the E4 in order to improve accessi- the measure, and the benefit is estimated timetable for the object was unrealistic. bility. The measure has been carried to be as expected. The final cost was 107 The increase in infrastructure costs out as planned. The total cost was 325 million SEK, which is 14% lower than ac- meant that the NPV decreased from million SEK, with co-financing of 152 cording to the plan documents. The NPV approximately +0.1 to -0.1. The effects, million SEK. The final cost increased cannot be reported, as it is not calculated however, are estimated to be those 85% compared with the plan cost. The for this type of measure. promised in the plan. unexpected occurrence of arsenic in the Kil–Skåre, new passing station Alvesta travel centre, Örsjö passing sta- groundwater and soil meant that the The purpose of this measure was to tion, Äryd passing station and Växjö rail costs increased. The increase meant that increase the capacity on the heavily-traf- freight depot reconstruction the NPV decreased from 2.5 to 0.9. The ficked single-track route through two The purpose of the measure was to effects, and thus the benefit, are estimat- new passing stations with 2,500 metres increase the number of trains, increase ed to be comparable with those calculat- of double track. The final cost was 134 punctuality and reduce travel times on ed in the plan documents, however. million SEK, which is a 4% decrease the Coast to Coast line through a new Hwy 50 Mjölby–Motala compared with the plan cost. This travel centre in Alvesta, passing stations The purpose of the measure was to in- means that the NPV changes from 2.4 to in Örsjö and Åryd, and a rail freight de- crease accessibility, improve safety and 2.6. Forecasts show continued good traf- pot reconstruction in Växjö. A platform create a better environment though less fic development, but it currently cannot built in Örsjö for boarding and alighting impact on the landscape. The measure be estimated if the benefit is greater or was not part of the plan documents. The means that Highway 50 between the lesser than what is expected. final cost was 410 million SEK, which E4 and Motala was moved to a more Port of Södertälje–Södertälje centre, was an increase of 75%. This means that easterly location and expanded between double track and functional adaptation of the NPV fell from -0.2 to -0.5 for the Mjölby and Motala. The length of the rail freight depot Växjö rail freight depot reconstruction route is 28 kilometres. The road is partly

The Swedish Transport Administration Annual Report 2013 59 Results of the operations Rebuilding and new construction

an expansion of the four-lane road with The purpose of the measure was to im- stretch 11 kilometres with a central rail a central rail, and partly a completely prove accessibility, the urban environ- as the last link in the Västerås–Fager- new road with a 2+1 traffic lane and a ment, and road safety through building sta route. The final cost was 55 million central rail. As concerns content, no 11.5 kilometres of dual carriageway past SEK, which is 53% lower than according major changes occurred in comparison Gislaved, partially on a new stretch, and to the plan. This means that the NPV with the plan documents. The final cost two new junctions. The measure has, on decreases from 1.9 to 0.8. Apart from was 1,786 million SEK, which is 3% the whole, been carried out according the reconstruction with the central rail, lower than planned. This means that the to the description. The final cost was a four-way intersection and a relocated NPV remained unchanged at 0.3. The 222 million SEK, which is a decrease of three-way intersection were construct- benefit is estimated to on a level with the 21% against the plan. This means that ed. The object was designed according to documents in the plan. the NPV increases from 0.6 to 1.1. The the plan, but it required more extensive Hwy 40 Slambymotet benefit is estimated to on a level with the paving work that planned, which ex- The purpose of the object was to documents in the plan. plains the increase in cost. The benefit is improve the transverse route between Rte 151 past Värnamo estimated to on a level with the docu- Route 40 and the E20 through a new The purpose of the measure was to ments in the plan. junction in Slamby, which was con- improve the urban environment. It Route 35 Eastern Link structed with overhead circulation. A comprises a new stretch past Värna- One of the most important purposes of new dual carriageway of approximately mo–2.3 kilometres–in the form of an 8 an easterly traffic route in Linköping is 1.2 kilometres runs from the junction metre-wide road with a speed limit of 80 to ease the burden of undesirable traffic and connects to route 549. km/h. The total cost was 77 million SEK, on the city centre. It improves accessibil- The infrastructure cost was 171 mil- of which the municipality co-financed ity, increases road safety and improves lion SEK, which is an increase of approx- approximately 7 million SEK. The the environment along a 2.4-kilometre imately 30%, as a consequence of things reduction in road length was somewhat stretch. The project was 50% co-fi- such as an action claim from the county less than described in the plan. The final nanced by Linköping Municipality, council, increased handling of mass and cost decreased 29%, which means that which also ran the project. No calcula- the appurtenant land surcharges. This the NPV climbs from 1.1 to 1.9. As the tions have been made. The final cost was means that economic profitability sank reduction in road length was somewhat 272 million SEK, which is 17% higher from 2.1 to 1.3. It is difficult to esti- less than described in the plan, however, than according to the plan documents. mate whether the benefit has changed the benefit was lower. The benefit compared with what was between the plan documents and the Rte 66 Surahammar–Sothällen promised in the plan is hard to estimate, measure carried out. The purpose of the measure was to as monitoring is complicated. Hwy 27 past Anderstorp and Gislaved increase road safety by expanding the Hwy 50 past Vadstena

60 The Swedish Transport Administration Annual Report 2013 Results of the operations Rebuilding and new construction

One purpose of the new bypass is to The purpose of the measure was to mately 95 million SEK, which means improve accessibility and road safety improve bearing capacity, reduce a cost increase of approximately 24% for unprotected travellers; another is to disruptions for residents, and improve due to things such as more expensive create an acceptable traffic situation in road safety. According to the 2004–2012 solutions for VA infrastructure. The Vadstena. The 4.7 kilometre-long bypass plan, the road was to be improved on the geotechnical costs, however, were less was constructed with two lanes, and a existing stretch. With the measures that than expected, and the object could be width of seven metres. The final cost were carried out, 3.4 kilometres were opened to traffic ten months earlier than was 69 million SEK, of which the county given increased bearing capacity on the planned. The profitability of the object plan financed the object with existing stretch and 7.2 kilometres of decreased as a result of the increase in 36 million SEK. The final cost increased nine metre-wide road were built on a prices in relation to the plan, from -0.1 by 28%. Changes to the NPV cannot new stretch. The reference speed is 90 to -0.3. The shortened building time be calculated due to the fact that the km/h. A reduction in road length of 165 has also been taken into account in the calculable benefit for this object is metres that was not part of the plan doc- economic profitability. It is, however, too negative. Despite the calculated benefit uments means more benefit in the final early to comment on how the remaining being negative, the object was included design. The final cost was 162 million effects would affect the NPV. in the plan because there were major SEK, which is 64% higher than accord- benefits that could not be calculated. ing to the plan. This means that the Action area: the environment, Among other things, the measure meant NPV decreases from 0.5 to -0.1, without as well as trimming and avoiding disruptive through traffic. The regard to the increased benefit as a con- efficiency measures increase in costs was due to increased sequence of the measure carried out. Apart from the specified objects in costs for archaeology, land surcharges The Heden Link the national plan, there are funds for and additional work while construction The purpose of the measure was to the “environment and trimming and phase itself went according to plan. The increase road safety and security, reduce efficiency measures” action area. These benefit is expected to be as planned. disruptions and increase passability and measures are, generally speaking, very Hwy 61 Kalleviken–Gate accessibility. It comprised a new 1.7-kilo- cost-efficient and result in proper, broad The purpose of this measure was to metre road link. pedestrian and bicycle fulfilment of objectives. The tables improve accessibility and safety through paths with tunnels, and measures for below show examples of what has been rebuilding and broadening Highway 61 municipal streets and bus stops. The finished during the 2010–2013 period: on approximately 11 kilometres between road is dimensioned for 70 km/h and The action area is divided into two sub- Kalleviken and Gate, east of Arvika. The is eight metres wide. Broadly, it was groups: final cost was 98 million SEK, which financed 2/3 by the county plan and 1/3 • measures that limit environmen- is an increase of approximately 20% in by the municipality. The final cost was tal impact relation to the plan. This is partially due 34 million SEK, which is 3% higher than • measures for trimming and to the standard reporting requirements according to the plan. This means that streamlining the transport sys- for this road type having been raised. the NPV decreases from 4.4 to 4.2. We tem for growth and climate The increase in cost meant that the NPV estimated that the sought-after effects decreased from approximately 0.4 to and benefits of the measure have been Targeted physical environmental mea- 0.2. No known changes were made in achieved. sures to limit the environmental impact the project in relation to the plan, with Jung Junction of the transport system have been car- exceptions for higher standard reporting The purpose of the measure was to ried out in the fields of noise, catchment requirements. It is, however, difficult to improve road safety on the crossing areas, avenues and barriers for aquatic comment on other effects that could be between the E20 and Route 2623. Our animals. thought to impact the profitability of the municipality is co-financing with ap- The work on measures to reduce the object. proximately 4 million SEK of the total number of people exposed to noise along Rte 90 Bollsta–Hällsjö cost. The final costs totalled approxi- public roads and railways continues. The

Table 35 Environmental investments to limit the environmental impact of the transport system conducted during 2010–2013

Examples of measures carried out 2010 2011 2012 2013 in the category of Environmental Measures

Noise exposure measures along public roads, 2,544 of which 4,779 of which 4,002 2,324 number of persons 945 targeted measures 1,077 targeted measures

Noise exposure measures along public railways, Information 5,216 of which 2,626 of which 1,083 number of persons not available 195 targeted measures 748 targeted measures

Worn-out road environments repaired using target- 6 5 5 15 ed environmental funds, number

Measures taken on barriers for animals, number 34 68 74 72

Restored avenues and cultural objects on the public 142 136 252 370 road network, number

The Swedish Transport Administration Annual Report 2013 61 Results of the operations Rebuilding and new construction

Table 36 separations, and speed reduction mea- Trimming and increased efficiency measures conducted during 2010–2013 sures in urban areas as well as passing Examples of measures carried out in the category of 2010 2011 2012 2013 Trimming and Increased Efficiency Measures tracks, gradient fields and measures at

Roads equipped with lane separation/central rails, km 238.9 228 163.4 222.2 stations. Table 36 indicates that the number of New pedestrian and bicycle path construction, km 82.9 91 58.2 42.7 kilometres of road with lane separations New underpass construction for pedestrian and bicycle 19 14 53 29 paths, number is higher than in 2012 and on a level with

New underpass construction for car traffic, incl. junctions, 2010 and 2011. The number of new pe- 28 40 58 14 number destrian and bicycle path constructions Railway level crossings, number Informa- is lower than in 2012, as is the number tion not -117 -180 -313 available of new underpasses for pedestrian and

Measures taken at stations for people with disabilities, number 14 15 6 7 bicycle traffic. During 2013, 14 new un- derpasses were constructed for vehicle traffic, which is lower than the preced- outcome on the roads was higher than serve a total of 55 valuable avenues have ing year. 2012. For railways, the level is lower than been carried out across the country, with The number of flyover junctions 2012, which can be explained by the fact the main concentration in central and between rail and road decreased by that there were significantly more of southern Sweden. 161 cultural objects 313, which favours both road safety and them repaired as part of the framework have been repaired. accessibility. for major investment projects. Measures to reduce barriers for The previously identified and priori- The 2013 measures meant that, in aquatic animals such as otters and fish tised public transportation networks for total, 5,906 fewer people are exposed were carried out to approximately the people with impaired mobility and sense to road traffic noise over the guideline same extent as 2012. The most measures of locality will continue to develop, and value for indoor noise in their houses, of for fish were carried out in northern new routes will be identified. The work which 4,779 are near public roads and Sweden and the Stockholm area. The on adapting stations continued in the 1,127 near municipal roads. On public most measures for otters were car- period from 2010 to 2013. 7 stations were railways, these measures mean that ried out in northern Sweden and the adapted during 2013. during 2013, 2,626 fewer people are Mälaren Valley area. Of the measures for A public transportation network that exposed to railway noise over the guide- batrachians only one was carried out in functions fully for persons with disabil- line value for noise. The noise-damp- northern Sweden; most were carried out ities requires that vehicles, information, ening measures can be both targeted in western Sweden. service and so on are adapted, and that measures (noise barriers, façades, and A number of measures that limit the they function and are used. sound-proofing measures, for example) consequences of polluted areas on rail- and measures that are part of larger ways have been implemented. Inventories, Bearing capacity measures investment projects. studies and risk assessments have been The majority of industry’s heavy road No measures to secure the water sup- carried out at 10 locations. A number of transports go along the major roads, ply were completed during 2013. measures have been planned, and checks which normally are dimensioned to Measures were carried out on ave- and follow-ups have also been conducted manage the increased loads. On the mi- nues and cultural objects at nearly 370 at 10 locations. Compensation under the nor roads, where restrictions on bearing locations, which is significantly more environmental guarantee has been paid capacity exist, it is primarily forestry, than in 2012. Among other things, a good out to companies such as Svevia. agriculture and tourism that generate 131 milestones were restored, of which A large number of road safety and acces- heavy transport, but other parts of 90 were in the Stockholm area and on sibility measures were carried out in this industry have also begun demanding Gotland. Measures to re-create and pre- category, for example underpasses, lane higher bearing capacity on minor roads. Bearing capacity is the ability of a road

Table 37 or bridge to endure the burden of traffic Bearing capacity measures taken during 2010–2013 without being damaged. Measures carried out as part of the In the national plan, the Government 2010 2011 2012 2013 bearing capacity appropriation committed 14.8 billion SEK (2009 price Risk-reducing road maintenance measures, number 28 33 59 54 levels) to bearing capacity measures on Paving of gravel roads, km 25 6 56 22 the road network. By increasing bearing Bearing capacity measures for adapting important 184 175 295 388 capacity of roads and bridges on stretch- industry roads for current loads, km es that do not have sufficient bearing Bearing capacity measures for raising bearing capacity class for bridges on designated important industry 8 14 7 9 capacity in relation to need, accessibil- roads, number of bridges ity for industry transports increases. Bearing capacity measures for frost-proofing or raising Table 37 shows the scope of the bearing 962 493.6 648.6 600 bearing capacity class for public roads, km capacity measures for the period from Bearing capacity measures on designated road net- 1,102.8 654.4 986.2 771 2010 to 2013. works (important industry roads), km

62 The Swedish Transport Administration Annual Report 2013 Results of the operations Rebuilding and new construction

The Stockholm Agreement The Stockholm Agreement covers a total of 64 objects, of which 53 are monitored by the Swedish Transport Administra- tion. During 2013 one object opened to traffic–the E4 Rosersberg Junction–and three objects were begun: E4 Norrtull– Kista, E18 Kallhäll Junction and E20 Almnäs Junction. In total, 25 objects in the Stockholm Agreement are fully or partially financed using congestion charges. All projects are national and regional roads in Stock- holm County, and they are included in the Stockholm County infrastructure plan for 2010–2021.

The West Swedish Agreement The West Swedish Agreement covers ap- proximately 25 projects on railways and on state-owned and municipal roads in the Västra Götaland region. The project is financed through congestion charges, appropriations and municipal and re- gional co-financing. The largest project is the West Link, at a cost of 20 billion SEK (June 2009 price level). The West Swedish Agreement contains measures on all steps of the ‘four step’ princi- ple. The implementation will continue through 2026. Block 1, currently under way, is 85% complete and largely con- tains measures for strengthening public transportation. Congestion charges were introduced in Gothenburg at the begin- ning of 2013, and its effects were evaluat- ed during the year. The work on the im- plementation agreement for Block 2 is in its final phase. A question of immediate interest in the West Swedish Agreement “Traffic 2016”. It concerns many major infrastructure measures that will be under way in parallel at the end of 2015 and beginning of 2016 and a number of

Table 38 Monitoring of measure types in the regional plans, millions SEK in current prices

Specified Trimming and State co-financing to State co-financing to re- Subsidies for Total investments efficiency mea- municipalities for road sponsible traffic authorities private roads sures, environment safety, environment, for public transportation on and other minor transport informatics and roads, tracks and shipping measures airport facilities

Volume 2010, MSEK 1,325 699 31 369 13 2,437

Volume 2011, MSEK 852 742 84.1 477 15 2,170

Volume 2012, MSEK 1,140 586 585 97 19 2,427

Volume 2013, MSEK 1,249 621 113 557 21 2,561

Volume 2010–2021, MSEK 15,743 6,998 2,409 7,601 349 33,100

Percentage of plan 29.00 37.8 4 33.75 19.73 19.48 28.99

The Swedish Transport Administration Annual Report 2013 63 Results of the operations Rebuilding and new construction

Table 39 Monitoring of the regional plans, million SEK in current prices

County Result 2010, Result Result 2012, Results Total Plan Percentage of Plan Percentage of MSEK** 2011, MSEK*** 2013, 2010–2013, 2010–2013, 2010–2013 plan 2010–2021, 2010–2012 plan MSEK*** MSEK MSEK MSEK* carried out during MSEK carried out during 2010–2013 2010–2021

Stockholm sst 284 589 648 513 2,033 2,484 82% 7,851 26%

Uppsala sö 159 41 146 136 483 480 101% 1,518 32%

Södermanland sö 47 9 59 98 213 290 73% 917 23%

Östergötland sö 62 128 162 68 420 425 99% 1,342 31%

Jönköping ssy 36 100 122 145 403 391 103% 1,236 33%

Kronoberg ssy 76 49 41 14 179 215 83% 678 26%

Kalmar ssy 141 30 -4 106 274 251 109% 793 35%

Gotland sst 33 10 16 15 73 65 113% 205 36%

Blekinge ssy 41 26 64 16 147 154 95% 487 30%

Skåne ssy 293 249 255 459 1,256 1,276 98% 4,033 31%

Halland svä 93 56 48 41 238 335 71% 1,060 22%

Västra Götaland svä 686 391 316 254 1,647 1,846 89% 5,835 28%

Värmland svä 39 60 73 74 246 277 89% 877 28%

Örebro sö 92 47 23 73 236 299 79% 944 25%

Västmanland sö 72 12 79 59 222 240 92% 758 29%

Dalarna sm. 17 107 87 56 267 311 86% 983 27%

Gävleborg sm. 57 34 56 98 245 276 89% 873 28%

Västernorrland sm. 66 59 38 41 204 220 93% 696 29%

Jämtland sm. 12 37 21 70 140 151 92% 477 29%

Västerbotten sn 52 60 58 73 243 251 97% 794 31%

Norrbotten sn 38 53 80 87 257 235 110% 743 35%

Central costs 41 23 40 66 170

Total*** 2,437 2,170 2,427 2,561 9,595 10,473 92% 33,100 29%

* There is a requirement to implement the plans evenly through 2014

**The counties have been charged for costs to the amount of 27.8 MSEK for costs that exist nationally (legal and technical)

***The counties have been charged for costs to the amount of 80.6 MSEK for costs that exist nationally (legal and technical) and Internal admin

years afterwards, which will have great Table 38 shows what types of mea- plemented. Measures in other counties impact on traffic and the surrounding sures have been carried out in accor- have therefore had to be pushed into the environment. The aggregate impact and dance with the regional plans. It also background during 2010–2013, but this consequences for all modes of transpor- shows the allocation among the various will be evened out in the coming plan tation are being analysed, and an action categories of State co-financing. Funds period. For some counties, the outcome plan with proposals for strategies and for both roads and railways are included is low. This is due to things such as the measures to reduce the negative impacts under the heading “Specified invest- plans being appealed, and that grants is being developed. ments”. Table 39 reports the outcome for for municipalities and responsible traffic 2012 and the accumulated outcome for authorities not being disbursed because Monitoring of regional plans 2010–2012. The outcome is also reported the measures have not been completed. Regional roads are state-owned roads as a percentage of the 2010–2013 plan. that are not part of the national main The variation in outcome among the TEN-T: support for road network. Plans for investing in these counties is due to the fact that major infrastructure investments roads, and for state subsidies, are drawn projects such as the Partihall Intersec- Grants from the Trans-European up by the county councils, the regional tion, the East Link in Linköping, and the Transport Network (TEN-T), etc. self-government bodies and municipal Gislaved Bypass were under way in some The Swedish Transport Administration cooperation bodies. The people who draw counties. Furthermore, certain repay- has several commissions within the up the plans have the opportunity to ments to the municipalities during 2014 TEN-T area. During 2013, the Adminis- also appropriate funds in their regional can contribute to a lopsided allocation. tration assisted the Ministry of Industry, plans for investments in national roads For example, funds for Boden–Sävast Employment and Communications in its and railways. The county plans must be were repaid after the municipality paid work with revising the TEN-T guide- carried out in such a way that an equally funds for its implementation in advance. lines. We also participated in developing large percentage of the respective county These projects required funding during a new EU ordinance for the Connecting plans will be implemented for 2014. the year in order to be efficiently im- Europe Facility (CEF). In December

64 The Swedish Transport Administration Annual Report 2013 Results of the operations Rebuilding and new construction

2013, the European Parliament decid- appropriations equivalent to the grants including travel centre in Falkenberg ed to establish the new guidelines for paid to Sweden. (West Coast Line) TEN-T and the ordinance for CEF. This This measure is a part of the dou- will be valid beginning in 2014. The new Regional funds, etc. ble-track expansion of the West Coast guidelines primarily affect the layout of The Swedish Transport Administra- Line for the purpose of increasing capac- railway infrastructure. The decision on tion has participated in various ways in ity. All stages are not complete, and it is CEF is of great significance for which developing the programme for regional only when the entire route is expanded investment projects can be co-financed and interregional funds. We submit- that the major benefit is expected to from the EU during the period from 2014 ted an offer to the Swedish Agency for result. to 2020. The Swedish Transport Admin- Economic and Regional Growth as part Nybro rail freight depot reconstruction istration has long also been responsible of the Transport Infrastructure and (Coast to Coast Line) for the Swedish portion of TENtec–the Research and Innovation thematic ob- The purpose of this measure is to database that technically defines the jectives, respectively. We volunteered to improve accessibility and safety for roads, railways, airports and harbours contribute to the preparations for the fu- the travellers, and to improve capacity that constitute TEN-T. ture structural fund period, 2014–2020. through longer passing tracks for the Grants from TEN-T constitute an The purpose is to strengthen regional goods trains. No larger changes have important part of the financing of in- development work through, for exam- been made to the content. We estimate vestment projects that lie within TEN-T. ple, statistical documents and review of that the benefit indicated in the plan has The Administration annually draws up proposals for texts. been achieved. applications for the notices that the EU Bollnäs travel centre (Northern main line) Commission summons us to. The notice Monitoring of effects for By using a tunnel under the railway for 2013 covered large amounts, and objects opened to traffic in tracks, a better connection between the the Administration therefore drew up a 2008 western and eastern sections of Bollnäs. large number of applications. Out of a to- The effects and economic profitability The 2008 annual report mentioned that tal of fifteen applications submitted, six of the specified objects opened to traffic the measure has “been carried out ac- projects totalling 140 million Euro were in 2008 have been monitored. The in- cording to plan and at a lower cost”. We approved. The EU Commission approved frastructure costs reported are based on estimate that the benefit indicated in the projects such as 87 million Euro for com- the monitoring that was carried out in plan has been achieved. pleting the railway through Hallandsås. 2008. The planned effects for 11 objects Arlöv–Malmö, northern section (Malmö) Other projects granted co-financing were assessed as having been achieved The purpose of this measure was to from the EU are a new railway bridge (green). There were no objects where make efficient traffic between Denmark over Göta älv, track connections to the the effects in the plan documents were and Sweden possible. The measure cov- combined traffic terminal in Rosersberg, assessed as not having been achieved ered a track underpass with a transfer and planning an expansion to four tracks (red). For two objects, it was not possible between right-hand and left-hand traffic between Arlöv and Flackarp. The EU to compare the planned effects with the on the Arlöv–Malmö route. We esti- Commission also approved a grant to the actual outcome (grey). Below, we com- mate that the planned benefit has been ERTMS project in the form of support ment on the results of the monitoring for achieved. The measure has resulted in for vehicle installations and system the objects opened to traffic in 2008. The traffic being able to increase and still development. costs are indicated in 2008 price levels. be driven with better precision than During the year, the EU Commission Torebo–Heberg, double-track expansion previously. Full benefit of the expansion also paid out grants to both ongoing projects and those projects that were Table 40 previously approved for grants. In total, TEN-T grants disbursed for Transport Administration TEN-T projects in 2013, millions EUR/SEK 44.3 million Euro–or 395.5 million Decision Project title Amount Amount disbursed, disbursed, SEK–were paid out in EU support for EUR SEK investments and development efforts. 2009 Baltic Transport Outlook 2030, studies 0.3 2.1

The support was provided in the form 2010 Completion of the Haparanda Line 1.5 12.7 of financial support as part of the EU’s 2008 Upgrade of E6, Trelleborg-Vellinge 2.7 22.9

Trans-European Transport Network 2007 The Northern Link 3.1 27.1 (TEN-T). The support was used to plan 2012 The Swedish ERTMS system standard 1.3 11.9 and build road and rail infrastructure. 2013 Construction of rail freight depot at Rosersberg combined traffic terminal 1.5 13.2 Among the larger projects that received 2013 Construction of railway bridge (Marieholm) to Port of Gothenburg 1.1 10 grants during 2013 were the tunnel work 2012 Studies for expansion to four-track standard between Flackarp and Arlöv 1.7 15.5 at Hallandsås, the Northern Link, and 2012 Grants for vehicle owners for ERTMS on-board equipment 2.1 19 the expansion of the motorway between Trelleborg and Vellinge. According 2012 Upgrade of harbour infrastructure, Port of Luleå 0.1 0.9 to the applicable rules, the Swedish 2012 Completion of railway tunnel, Hallandsås 28.9 260.2 Transport Administration distributes Total 44.3 395.5

The Swedish Transport Administration Annual Report 2013 65 Results of the operations Rebuilding and new construction

will only be obtained when the line from junctions. The growth of traffic has been and reduce the number of properties in Arlöv towards Lund is expanded to four stronger than according to the plan doc- urban areas exposed to excessive noise. tracks. uments, which means that the benefit The new 3.4-kilometre dual carriage- E6 Torp–Håby could also be greater than was estimated way route means that the road became The purpose of the measure was to in- in the plan. 0.5 kilometres shorter and the number crease accessibility and to improve safe- E18 Västjädra–Västerås of crossings was reduced. In addition, ty and the environment in Hogstorp and This measure covered reconstruction of wildlife fences were set up. Traffic has Munkedal. We estimate that the planned the dual carriageway expressway (2+1 increased more than according to the benefit has been achieved, as the traffic lanes) for the motorway over a stretch of calculations in the plan documents, flow in Munkedal became larger than approximately 6.4 kilometres. After the which means that the aggregate benefit the forecast. The benefits of moving plan was drawn up, a simpler solution will be greater. large portions of the traffic outside the for the side area with the guard rail was Hwy 70 past Sala urban area can be added to this. chosen. The growth of traffic has been The purpose was to improve the en- E6 Värmlandsbro–Hogdal stronger than according to the plan doc- vironmental situation in Sala and to The purpose of this measure was to uments, which means that the benefit increase road safety. The bypass was improve accessibility and road safety, to could also be greater than that shown in designed as a dual carriageway 2+1 create a good environment, and to pro- the plan. road over an 18-kilometre stretch. The mote positive regional development in Rte 265, the Northern Suburban route in measure included 12 bridges and two parts of the Nordic triangle. We estimate Stockholm traffic circles as well as a rest area. The the planned benefit has been achieved, The purpose of the object was to meet flow of traffic on the bypass is greater since the actual traffic flow became transportation needs on the North- than what was assumed in the plan. This larger than the one in the forecast, but ern Suburban route. It consisted of a indicates that the aggregate benefit will it is difficult to estimate how large the 16-kilometre long transverse route in be greater. benefit is. northern Stockholm between the E4 Daggarp–Tjärby–Skogaby E18 Kronoparken–Skattskär and the E18. Together with the planned The purpose of the measure was to The purpose of this measure was to Stockholm Bypass and Södertörn route increase accessibility and to improve increase road safety and accessibility connections, the Northern Suburban safety for vehicles and unprotected on the route between Kronoparken and route forms the “Yttre tvärleden” in travellers, and to improve the living en- Skattkärr. The growth in traffic was Stockholm. This measure corresponds to vironment. The actual growth in traffic approximately what was assumed in the the measure described in the plan docu- has been lower than what was assumed basic decision data, which means it can ment. The Northern Suburban route has in the data for the decision, which be assumed that the planned benefit has a traffic load consistent with the traffic means that the benefit is also lower. At been achieved. calculations that were part of the plan the same time, the measure has led to E18 Lekhyttan–Adolfsberg documents. This means that the benefit reduced noise and higher road safety The E18 was repaved in a new section is consistent with the plan documents. through traffic being moved out of the of road north of the existing road over E18 Hån–Töcksfors urban area. It is therefore difficult to say an 18-kilometre stretch. It was designed The purpose of this measure was to whether the planned benefit has been with four lanes (18.5 metres) with reduce travel time, increase road safety achieved.

66 The Swedish Transport Administration Annual Report 2013 Results of the operations Disbursement of grants, support, and co-financing

Table 41 Objects opened to traffic 2008 (June 2008 price level)

Object name Plan cost Estimated Cost monitored NPV in plan Monitored Monitored Monitored published in cost at start of after implemen- relates to the NPV benefit* NPV** 2008 Annual construction, tation, published NPV connected only with compared with published in Report published in in 2008 Annual to the plan cost regard to benefits prom- 2008 Annual 2008 Annual Report reported in the costs ised in plan Report Report 2008 Annual (estimated (monitored Report 2013) 2013)

Railway

Torebo–Heberg, double-track expansion including 1,409 1,436 1,358 Economic Not Not reported travel centre in Falkenberg (route: West Coast Line) calculation not monitored available

Nybro rail freight depot reconstruction (route: 128 117 112 -0.2 -0.1 Not reported Coast to Coast Line)

Main line through upper Norrland/Northern Main The object was not monitored this year as it was mistakenly monitored in 2008. The Stax 25-tons project itself was monitored Line/Bergslagen Line, Stax 25, Långsele–Borlänge in 2007 (and 2012) and the track replacement, a re-investment, should not have been monitored. The extended rail freight depot in Bastuträsk belongs to the Main Line through upper Norrland, increased capacity NTP 2004–2015, see Monitoring of ÖFT 2013, object BvLu2009.

North Main Line Gävle–Östersund, adaptation for The object was not monitored this year as it was mistakenly monitored in 2008. The object was largely a reinvestment and rapid trains was not part of the Main Line through upper Norrland, increased capacity NTP 2004–2015.

Bollnäs travel centre (route: Northern main line) 41 32 34 Economic Not Not reported calculation not monitored available

Torneträsk rail freight depot (route: Iron Ore Line) The object was not monitored this year as it was mistakenly monitored in 2008. The object was not part of NTP 2004–2015, but was initiated by worn-out track switches with an acute risk of breakdown and in connection with reinvestment made at the same time as the extension and upgrade that would have been required sooner or later for effective traffic on the Iron Ore Line, as LKAB’s 750 metre-long Stax 30-tonne train was being delivered.

Arlöv–Malmö, northern section (route: Malmö) 857 819 778 0.9 1.1 Not reported

Motorway

E6 Torp–Håby 1,677 1,439 1,767 0.5 0.4 0.5

E6 Värmlandsbro–Hogdal 660 557 580 0.1 0.3 0.1

E18 Kronoparken–Skattskär 253 219 251 0.9 0.9 0.9

E18 Lekhyttan–Adolfsberg 743 642 642 0.9 0.8 0.5

E18 Västjädra–Västerås 161 173 145 1.2 1.4 0.9

Rte 265, the Northern Suburban route in Stockholm 3,129 2,765 3,135 0.5 0.5 0.5

Dual carriageways and multiple-lane roads in urban areas

E18 Hån–Töcksfors 120 120 118 0.2 0.2 0.2

Hwy 70 past Sala 350 328 375 0.5 0.4 0.2

Highway with oncoming traffic

Rte 117 LV Daggarp–Tjärby–Skogaby 127 117 128 2.4 2.4 2.4

* Green: Planned benefits are estimated to have been achieved; Red: Planned benefits are estimated not to have been achieved; Grey: Not possible to compare planned benefits with outcomes

**Note, however, that it is unclear whether this NPV monitors both costs and benefits

Disbursement of grants, Öresund Bridge Consortium (288 million ble, attractive, comfortable and safe. support, and co-financing SEK) and the Inland Line (131 million One important part is to increase the SEK), and co-financing for dredging opportunities for persons with disabili- Through grants, support, and state work in places such as Gävle and Trel- ties to use public transportation. These co-financing, the Swedish Transport leborg. A special disbursement of 43 efforts have the travellers’ best interests Administration supports efforts to make million SEK was also made as part of the in focus; the entire travel chain is to be public transportation more attractive 1999 Major Cities Agreement–sub-pack- taken into consideration. The measures and accessible. Grants are also provided age, the Gothenburg Agreement. This are assumed to increase travel on public to private roads to support operation and sub-package included a large number of transportation. maintenance, and to private organisa- measures such as the expansion of the The regional public transportation au- tions to promote road safety. Disburse- Göta Tunnel in Gothenburg. thorities can be granted state co-financ- ments during 2013 totalled 4,173 (3,850) The majority of the costs relate to ing for acquiring rail vehicles. A total million SEK. state co-financing for regional public of 4.5 billion SEK was allocated in the transportation infrastructure. This 2004–2015 national track maintenance State co-financing for certain is to provide a stimulus for regional plan for this purpose. Barely 2.3 billion public transportation infra- public transportation authorities and SEK has been disbursed up through structure, etc. municipalities towards efforts to make 2013. The funds will continue to be In this area are operating grants for the public transportation more accessi- disbursed until the funds set aside in the

The Swedish Transport Administration Annual Report 2013 67 Results of the operations Disbursement of grants, support, and co-financing

Table 42 plan have been exhausted. Operational volume and deliveries for disbursement of grants, support, and State co-financing, millions SEK Through funds for municipal environ- 2011 2012 2013 mental and road safety measures, mu- Deliveries nicipalities are given a stimulus towards State co-financing, etc. 1,018 1,880 2,174 taking measures to reduce noise and State subsidies for private roads 995 1,044 1,048 increase road safety. The purpose is to Traffic agreements 874 906 920 reduce the negative impact of traffic on Subsidies for non-profit organisations 51 19 31 the environment and reduce the number Total operational volume, disbursement of grants, 2,938 3,850 4,173 of fatalities and serious injuries in traffic. support, and co-financing During 2013, state co-financing totalled 990 (902) million SEK for the purposes Financing below: Appropriations bus stops, travel centres, accessibility - 1:1 Item 12 Other initiatives to increase the efficiency of the 51 19 31 adaptation, safer pedestrian walkways, transport system pedestrian and bicycle paths, speed re- –1:1 Item 14.2 Specific grants within the traffic system 44 duction measures, traffic circles, parking - 1:1 Item 16.1 Investments in the national plan, roads 408 350 spaces for persons with disabilities, pub- - 1:1 Item 16.2 Investments in regional plan, roads 566 747 693 lic transportation facilities at airports, – 1:1 Item 1.41 Grants for maintenance of private roads 995 1,044 1,048 quay reconstruction and investments in –1:2 Item 9 Grants for Inlandsbanan AB and the Öresund 397 397 419 shipping vessels. Disbursements for rail Bridge Consortium vehicles totalled 299 (49) million SEK in – 1:2 Item 10.1 Investments in the national plan, road 55 327 582 2013. –1:6 Item 1 Maintenance funding for non-state-owned 103 63 63 airports State subsidies for private –1:6 Item 3 Emergency airports 7 7 roads –1:6 Item 4 Grants for regional infrastructure planning 40 40 A review of the responsibility for – 1:7 Item 2 Traffic agreements, railway 771 796 810 road operations began in 2013 after a Grants 2 87 2010–2013 study in collaboration with Total financing 2,938 3,850 4,173 Riksförbundet enskilda vägar and the Swedish Association of Local Authori- Table 43 ties and Regions. A detailed action plan Total disbursed State co-financing per purpose in 2013, current prices, millions SEK has been developed, and a number of Purpose Disbursed 2013 projects will be started and carried out Rail vehicles 299 during 2014. Other measures within State co-financing 692 During 2013, the Swedish Transport TOTAL 990 Administration allocated state subsidies for operation and maintenance, as well as construction, on 76,237 (76,228) kilo- metres of private roads and 12 (13) ferry routes. The majority of the subsidies related to operation and maintenance. 15,873 (14,994) kilometres of roads have been supervised. Swedish Transport Administration subsidies corresponded on average to 64% (64%) of road operators’ costs, excluding subsidies to ferry operations. This percentage is estimated based on the Administration’s assessment of the cost. There are approximately 4,000 bridg- es in the state-subsidised private road system. General inspection has been carried out on 77% (94%) of the bridge stock over the last six years. Bearing capacity classification of the bridges is in progress and is expected to be finished in 2014. Up to now, approximately 82%

68 The Swedish Transport Administration Annual Report 2013 Results of the operations Disbursement of grants, support, and co-financing

Buses: Mora–Gällivare Table 44 Traffic agreements Total State co-financing for rail vehicles in 2013 divid- Buses: Umeå–Haparanda ed up by recipient, current prices, millions SEK In order to improve accessibility where

Responsible traffic Disbursed 2013 it is inadequate, the Swedish Transport The State’s cost of the agreements were authorities Administration signs traffic agreements divided by mode of transportation as Norrtåg 67 with private traffic companies and re- follows.

Upplandstrafiken 3 gional public transportation authorities. See Table 46, page 70

Jönköpings läns trafik 56 How these agreements affect accessi-

Västtrafik 70 bility within and between regions is National network of emergency airports Hallandstrafiken 4 reported in the Usability section of “The state of the transport system”. The Swedish Transport Administration Östgötatrafiken 91 The following traffic agreements were in has signed agreements with Swedavia, Värmlandstrafiken 3 force during 2013: the Swedish Armed Forces and Gälli- Tåg i Bergslagen 1 vare Municipality to maintain national X-Trafik 4 Gotland ferry preparedness around the clock with a TOTAL 299 Flights: Östersund–Umeå one-hour response time at the following Flights: Gällivare–Arlanda ten airports: Malmö, Ronneby, Göteborg Flights: Hemavan–Arlanda Landvetter, Visby, Stockholm Arlanda, Flights: Lycksele–Arlanda Sundsvall, Östersund, Umeå, Luleå and (75%) of the bridges have been classified Trains: Karlskrona–Kristianstad Gällivare. National preparedness was by bearing capacity. Flights: Vilhelmina–Arlanda put into operation on January 1, 2012. Trains: Nässjö–Halmstad Together with Riskförbundet Enskil- Flights: Sveg–Arlanda da vägar (REV) and Lantmäteriet, the Subsidies for airports Trains: Linköping–Kalmar/Västervik Swedish Transport Administration has The Swedish Transport Administration Flights: Pajala–Luleå held courses for road operators on 37 allocates subsidies to non-State-owned Trains: Gothenburg/Stockholm–Narvik night (29) occasions, of which REV itself held trains airports with traffic that is procured by 6 “Part II” courses. Flights: Torsby–Hagfors–Arlanda the State. On January 1, 2012, the Ordi- The total number of course participants Trains: Norrtåg nance on operational subsidies to non- was 1,257 (1,289), of which 261 (253) Trains in Bergslagen State-owned airports (SFS 2006:1577) were women. The purpose is to provide Trains: Norrbotten County day trains was amended. The amendment means knowledge about subsidy regulations Trains: Karlstad–Oslo that operational subsidies can only be and road technology as part of private Trains: Sundsvall–Östersund–Trondheim allocated to airports where the State road maintenance to board functionaries Trains in the West Buses: Cooperative has signed an agreement on procure- in road maintenance organisations. systems ment of traffic. This has resulted in the

Table 45 State subsidies for construction, operation and maintenance of State-subsidized private roads, current prices, millions SEK

2009 2010 2011 2012 2013

State subsidies for state-subsidised private roads, total 1,0241 9272 1,0123 1,0634 1,069

Of which annual operation of roads, bridges, and paving, MSEK 623 642 753 729 747

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

Of which maintenance of roads, bridges, and paving incl. reconditioning, MSEK 285 194 166 229 227

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

Of which investment grants through regional plan, MSEK 5 15 17 19 21

Key figures

Average State co-financing subsidy share excl. ferry operation, % 62 61 69 64 64

Swedish Transport Administration costs for administration and consultation, MSEK 39 36 35 36 40

Number of km of roads entitled to State subsidy 75,878 75,982 76,088 76,228 76,237

Number of road maintenance organisations 22,738 22,749 22,740 22,756 22,783

State subsidies excl. ferry operation per km of road and year, SEK 12,706 11,260 12,329 12,817 13,043

State subsidies excl. ferry operation per road operator and year, SEK 42,401 37,609 41,249 42,935 43,646

Cost of administration and consultation per road operator and year, SEK 1,704 1,586 1,539 1,569 1,761

1Excluding subsidy for storm damage to non-co-financed roads, 7.5 MSEK; incl. subsidies to co-financed roads for storm damage, 0.8 MSEK; incl. near-time investments, approx. 150 MSEK. 2 Including increased investment, approximately 48 MSEK. 3 Including extra annual operational subsidies, approximately 95 MSEK. 4 Including subsidies for flood damages, approximately 0.8 MSEK.

The Swedish Transport Administration Annual Report 2013 69 Results of the operations Disbursement of grants, support, and co-financing

Table 46 Table 47 State costs for traffic agreements, Funds granted to non-profit organisations, millions SEK current prices, millions SEK Field 2010 2011 2012 2013 Mode of transportation MSEK Safety 33 32 29 22.5 Ferry 404 Environment & health 4 3 3 1.4 Aviation 90 Accessibility 2 2 3 1.6 Trains 267 Organisational support for NTF 3 0 0 5 Buses 49 Total 42 37 35 30.5 Total 810

Number of projects 63 36 44 29

Number of operational subsidies – 14 14 – Administration developing regulations (TRVFS 2013:2) on operational subsi- dies to non-State-owned airports and adapting the calculation model to the new requirements. In total, the Admin- disbursed in the form of organisational Delegation makes decisions on mari- istration distributes a good 62 million and project grants, divided into 5 (0) time transport aid for vessels registered SEK for operational subsidies to non- million SEK for organisations and 25.5 in Sweden that transport goods or State-owned airports that have traffic (33.2) million SEK for projects. Of the passengers in international traffic of procured by the State. funds disbursed, 26 (24.1) million SEK significance for Swedish international Operational subsidies to the remain- went to the National Society for Road trade or Swedish export of services. ing airports previously entitled to subsi- Safety (NTF in Swedish). During 2013, 125 (112) vessels received dies form the basis of calculations for an The majority of the subsidies were maritime transport aid totalling 1,483 expansion of the regional frameworks, used in the field of road safety, for such (1,672) million SEK. One condition for with a corresponding 40 million SEK things as measures for reduced speeds, shipping companies receiving maritime annually between 2012 and 2021. reduced drunk driving, measurements, transport aid is that they make training and safety on bicycles. posts available. During 2013, 284 (314) Subsidies for such posts were made available. All non-profit organisations Maritime transport aid the shipping companies that received The Swedish Transport Administration Within the Swedish Transport Adminis- maritime transport aid report that there allocated 30.5 (35.5) million SEK in sub- tration there is the Delegation for Mar- is sufficient insurance for the vessel and sidies during 2013 to promote the work itime Transport Aid, an independent its operation. of non-profit organisations on transport decision-making body whose members policy objectives. The subsidies were are appointed by the Government. The

70 The Swedish Transport Administration Annual Report 2013 Results of the operations Contract work

Contract work Swedish Transport Administration con- tract work includes performing track, electrical, and signalling work, deliv- ering IT and communications services, procuring and providing material to the railway infrastructure, furnish ferry operations, rent out rail vehicles, rent out Administration cars for driving tests and conduct training operations. The Administration’s Profit Centres are responsible for conducting designat- ed portions of the Administration’s oper- ations under commercial conditions. Our operations are either wholly or partially financed by fees and revenue. The inter- action between the Profit Centres and other parts of the Administration must be under commercial conditions that do During the year, Road Ferries has shown traffic in Norrland. The vehicle park not affect competition. good profitability with an operating consists of 92 vehicles in the form of The Profit Centres are Road Ferries, margin on a level with, or higher than, locomotives, sleeping cars, couchettes Driving Tests, the Railway Training the estimated average for the industry. and passenger cars. Centre, the Swedish Transport Ad- External operations, however, show a The sale of the Railway Training ministration Museums, Rail Vehicle deficit for the year. Road Ferries sold the Centre has been suspended, as it was not Management and Swedish National Tenö shipyard, and the new owner took possible to find a party who could ensure Road Consulting AB. The two compa- over operations on April 1, 2013. sufficiently good training conditions for nies Tunnelpersonalen i Malmö AB and Contract work within Swedish Trans- the Swedish rail sector. The Railway Botniabanan AB were liquidated during port Administration Driving Tests con- Training Centre shows weak profitabil- the year. The ICT Profit Centre was in- sists of renting out Administration cars ity owing to drastically decreased de- corporated into the central IT function during driving tests. Other parts of Driv- mand beginning in the autumn of 2012. beginning in May 2013. ing Tests operations are shown in “More The reason is that railway entrepreneurs The aggregate result for the contract effective use of the transport system” and are laying off employees in ever greater work was 70 (114) million SEK. See Table under “Fee-financed activities”. numbers and the consultancy market is 48. External contract work includes The Swedish Transport Adminis- facing a hiring freeze. This is due both export of services for 9 (8) million SEK. tration Museums have a relatively high to a natural restructuring of the market See Table 49. degree of self-financing, at about 35% of and to the fact that the number of purely the public portion of the Swedish Rail- technical railway jobs are decreasing, Contract work within way Museum. Its collections continue both on the contractor and the consul- companies and Profit Centres to be thinned out and digitised. Some tant sides. On the other hand, sales to The Swedish Transport Administration 150 rail vehicles have been liquidated, Denmark and Norway increased during manages the shares in Swedish National which has freed up resources and made the year and now constitute approxi- Road Consulting AB on behalf of the planning for storage easier. The Profit mately 5% of the school’s turnover. State. Swedish National Road Consulting Centre has taken over functional respon- AB conducts international contract work sibility for the safety of the museum’s Contract work within other in close collaboration with the Admin- train traffic. An exhibition on the history sections of the Swedish istration and other transportation au- of road traffic has opened at the Swedish Transport Administration thorities, and is active in markets where Railway Museum. Beginning January In other sections of the Administration, Swedish agency expertise is in commer- 1, 2014, the Swedish Transport Admin- contract work is carried out where the cial demand. The company’s operations istration Museums took over responsi- economic objective is to achieve full create personal development opportu- bility for the civil aviation collection of cost coverage over the long term–that is, nities for agency employees and provide the Swedish Civil Aviation Administra- operating to break even. stimulation through work abroad. tion. Prior to the takeover, a study was A large portion (in terms of value) Road Ferries operates 39 State- conducted within the Administration on of the Administration’s contract work owned ferry routes and 2 ferries with commission from the Government. concerns the sale of electrical energy to Ekerö and Jönköping Municipalities as Beginning in 2013, the Administra- companies that operate train traffic. The the responsible traffic authorities. The tion took over the vehicle management purpose is to offer train traffic electrical operations are run with a high level of that Statens järnvägar previously carried energy at low, stable prices. accessibility and many satisfied clients. out, with a primary focus on night train The Administration also supplies the

The Swedish Transport Administration Annual Report 2013 71 Results of the operations Contract work

Table 48 External contract work, millions SEK

Appropriations letter 2013 Results 2013 The results

Area/operation Results after Results after Revenue Costs net financial Revenue Costs net financial 2012 2011 income/costs income/costs

Ferry routes 62 68 -6 74 80 -6 -2 -9

Training 62 61 1 64 62 2 1 -4

Telecom services and IT 653 540 113 364 343 21 61 83

Contracting and consultancy services – – – – – – – –

Material Services 1,492 1,491 1 1,016 1,021 -5 39 42

Sales of electricity 1,310 1,310 – 1,219 1,219 – – –

Property management 71 71 – 85 85 – – –

Other commissions 141 128 13 106 94 12 14 14

Rental of spare bridges 1 1 – 2 2 – 1 9

Rail vehicle management 76 62 14 84 38 46 – –

Total 3,868 3,732 136 3,014 2,944 70 114 135

infrastructure of the Swedish railway IT, IT resources and IT skills into one largest owners of fibre-optic network in with technically approved rail materials place in the organisation: the central IT Sweden, which is managed and devel- and services by delivering materials to function. The IT function will gradually oped by the IT function. Sales to external planned projects, planned maintenance direct its resources and skills to Admin- clients will continue on a market defined and remedial maintenance. We also istration-specific and critical deliveries. by the Administration and through a provide military bridges, material for Certain services will therefore be pro- defined offer so as to best utilize excess secondary education and more. cured on the open market. The ICT Profit capacity in our investments. The Administration restructured its Centre was phased out during 2013, and IT operations beginning May 1, 2013. The its resources and skills were integrated Phaseout of Statens järnvägar purpose of the restructuring was to refine into the central IT function. The Swedish Since January 1, 2013, the Swedish and bring together the responsibility for Transport Administration is one of the Transport Administration has the re-

Table 49 Service exports, millions SEK

Results 2011 Results 2012 Results 2013

Results after Results after Results after Area/operation net net net Revenue Costs Revenue Costs Revenue Costs financial in- financial in- financial in- come/costs come/costs come/costs

Telecom services 7 6 1 7 6 1 8 9 -1

Other 0 0 0 1 1 0 1 1 0

Total 7 6 1 8 7 1 9 10 -1

Table 50 Statutory activities, millions SEK

Appropriations letter 2013 Results 2013 The results

Result areas Results after Results after Revenue Costs net financial Revenue Costs net financial 2012 2011 income/costs income/costs

Drivers 345 335 10 396 367 29 25 7

Track charges 1,000 1,000 – 1,110 1,110 – – –

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

Total 1,346 1,336 10 1,506 1,477 29 25 7

Table 51 Fee-financed operations where revenues are not utilised, millions SEK

Appropriations letter 2013 Results 2013

Results after Area/operation Results after net financial net financial Revenue Costs Revenue Costs income/costs income/ costs

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

72 The Swedish Transport Administration Annual Report 2013 Results of the operations Contract work

sponsibility for completing the phaseout of Statens järnvägar. In accordance with the commission, a phase-out plan and in- terim report have been submitted to the Ministry of Industry, Employment and Communications. The work on phasing out this public enterprise is following the plan and will be completed within the time assigned by the Government. The final report will be submitted by April 1, 2014 at the latest. Offices and equipment not taken over by another agency have been phased out, record management has been finalised, and the register of the staff affected has been completed. Material of historical interest has been donated to the Swedish Railway museum. In connection with converting the operations in the enterprise into a com- as through the development of more by the Administration, primarily for pany, properties have been transferred differentiated track charges. Swedish road safety purposes. to Jernhusen for registration of proper- Transport Administration Driving Tests Projects in the following areas have ty. It turns out, however, that registra- is financed to a great extent through been allocated funds during 2013–a total tion is not possible; the Administration statutory fees. of 28 projects at a cost of 6.85 million SEK: has therefore recovered these properties • Unprotected travellers – 14 proj- in as part of the phase-out commission Fee-financed activities where the ects at a cost of 3.95 million SEK Swedish Transport Administration after negotiations with Jernhusen. • Speed – 2 projects at a cost of 0.7 The financial report indicates a subsidy does not distribute revenues million SEK load of 9 million SEK on subsidy 1:15, Revenues from application fees for trans- • Development of methods and “Phaseout of Statens järnvägar”, and the port exemptions are not distributed by tools to reduce accidents – 7 balanced results from Statens järnvägar the Swedish Transport Administration. projects at a cost of 1.6 million of 479 million SEK is reported separately These revenues are shown in Table 51. SEK as a part of the Administration’s capital • Other – 5 projects at a cost of 0.6 in Note 23. The Personalised Number million SEK Plate Fund Fee-financed activities The Swedish Transport Agency sells Examples of projects that were allocated Statutory operations the rights to personalised number plates capital from the Fund: Pursuant to the Railway Act, the for motor vehicles. The revenues go to • Electric bicycles – road safety Swedish Transport Administration the Personalised Number Plate Fund aspects of a new and growing charges fees from the rail companies and administered by the Swedish Transport form of bicycling traffic organisers that use the public rail Administration. The price for the rights • Survey of the presence of drugs network. Beginning on October 1, 2010, to a plate is 6,000 SEK for a ten-year pe- and medicines in drunk driving the market for passenger rail traffic riod, of which 4,800 SEK are contribut- fatalities was opened to competition in the same ed to the Fund. The rights to a plate can • Body protection for cyclists in way that it was earlier for goods traffic. also be purchased for a five-year period. the event they fall off The Administration has taken mea- The Government has decided that the • Accessible contact-free alcohol sures to meet the changed market, such balance of the fund is to be distributed gauges in public places

Table 52 Results and facts about the Personalised Number Plate Fund

2009 2010 2011 2012 2013

Reported surplus to Personalised Number Plate Fund (including interest), millions SEK 8.8 10.1 9.4 8.5 4.9

Payments from the Fund, millions SEK 7.7 9.2 12.0 10.9 8.0

Balance in the Fund as of Dec. 31 of the respective year, millions SEK 32.4 33.3 30.7 28.3 25.2

Grants awarded, millions SEK 17.7 27.6 23.4 22.7 21.1

Grant applications received, number 101 136 124 133 155

Grant applications awarded, number 42 39 31 35 28

The Swedish Transport Administration Annual Report 2013 73 Results of the operations Cross-business area work

Cross-business area work concerning timber stock along public many challenges. We know that we will roads, which has created better opportu- not meet all the objectives we have set Customer work nities for forestry companies to get their using the solutions and the technology It should be easy to contact, and get timber out into production. we have available or are taking stock of answers from, the Swedish Transport During 2013, the Administration in- today. The purpose of research and inno- Administration. Over the last few years troduced a new system for customer case vation (R&I) within the Administration the number of incoming cases has management that makes the process eas- is to provide a contribution towards the increased across all channels, particu- ier for the rail companies. They can now service’s objectives through contributing larly via the telephone and on Facebook. register, monitor, and supplement their new knowledge, verifying and demon- The Administration’s customer service cases though logging into to the Swedish strating it, and improving services, must be able to respond to the customer Transport Administration website. products, and processes. directly without needing to get help Allocation of rail capacity is handled The 2013 turnover for R&I was 490 internally within the Administration. continuously throughout the year. Here, million SEK divided among 650 projects. This was achieved in 83% of the cases we have applied an approach inspired Over the year, 229 new projects were during 2013. The Administration regards by Lean. It has increased the percent- started and 320 concluded. Projects in as customers those we are here fore–that age of applications handled within five collaboration with the Swedish Mari- is, operators with whom we have agree- working days from 66% in 2012 to 79% time Administration and the Swedish ments, citizens, and industry. in 2013. Civil Aviation Administration for 40 Customer service’s handling of Strategic customer work is carried million SEK were ordered on commis- damage cases has been substantially out through a cross-business area sion by the Government. An exposé of streamlined, and handling times have customer council. The customer objec- research and innovation within the field decreased from 53 calendar days to 11 tives the Administration has compiled of transportation, with an in-depth look calendar days when comparing October improve our work towards increased in long-distance transport and the field 2012 with October 2013. quality, customer benefit, and efficiency. of policy, has been produced. Within the exercise of public “Customer Days” have been carried out authority, the Administration contin- with the rail companies for the purpose Examples ues to shorten handling times within of developing business dialogue. In a climate scenario up through 2030, several case types. The introduction of the Administration has described a re- new e-services provided an important Research and innovation duction in car traffic of 20%. An analysis contribution. The latest example is a The Swedish Transport Administration, of this scenario shows that if climate ob- new e-service for the forestry industry and society in general, are faced with jectives are achieved by 2030, residents

74 The Swedish Transport Administration Annual Report 2013 Results of the operations Cross-business area work

in major city regions will have reduced their travel by car twice as much as residents in rural areas. Travel to and from work is the category responsible for the greatest reduction. Goods transports by rail are expected to increase by 48% owing to transfer from commercial vehicles, primarily to rail. Examples of measures that should be taken in order to achieve the climate objectives are increasing access to and with public transportation in urban areas and adapt- ing the layout of the infrastructure and speed limits to the needs of pedestrians and cyclists. Large amounts of carbon dioxide are released in the manufacture of cement. One way of reducing the carbon dioxide emissions and the environmental impact of concrete construction is to reduce the use of pure Portland cement and replace it with cement-like additives that are by-products or waste from other manufacturing processes. Since the mid- 1980s, however, the Swedish Transport Administration (and, previously, the Swedish Rail Administration and the Swedish Road Administration) has been very restrictive about the use of addi- tives. For a period, the level of knowl- edge about the stability of concrete with additives was raised through research, including a now-concluded R&I project. A change to the rules on this has the tions of the road network can be opened continue during 2013, and it is estimated potential to reduce carbon dioxide emis- to more energy-efficient transports un- that a demonstration could start in 2015. sions in Sweden by 70,000 tonnes if all der controlled forms, thereby contribut- A report on “lighter than air technol- cement is produced in accordance with ing to reduced energy use and increased ogy” (airships) and exempt transports the amended rules. capacity in the whole transport system. show the possibilities that approximate- A strategic effort on integrated Within the field there is a broad influx ly 30% of exempt transports (0.3% of development vehicles and traffic infra- from the vehicle and transportation all transport volume) could be carried structure has been started within the industries, from universities and col- out with airships. The technology could Transport Efficiency sub-programme leges, and from the government agencies contribute to better capacity through of the Administration’s programme for concerned. lifting complicated, capacity-intensive strategic vehicle research and innova- An innovation procurement transports off of the road network. tion (FFI). This means that the traffic (pre-commercial procurement) of Encroachment in connection with the infrastructure–not just the vehicles–is electric road demonstrations has begun establishment of wind power, for exam- now a subject of research within FFI. in collaboration with Vinnova and the ple, can also be reduced. In total, the effort will comprise 45 Swedish Energy Agency. The work is in The work on the focus of R&I environ- million SEK in searchable money, and an line with the June 2014 commission to ments within the railway field has led to equal amount as matching funds from work out a plan with concrete activities the conclusion that the Swedish Trans- industry. to increase the number of innovation port Administration is the single largest Work within Closer, an industry-wide procurements and the space for inno- funder in the system. The Adminis- centre formation, and the High Capac- vation in Swedish Transport Admin- tration should therefore take a greater ity Transports (HCT) programme area istration procurements. An impressive responsibility for the coordination of have been developed through a “road collection of potential industry consortia these issues. A large amount of work has map” and an R&I programme where the have indicated their interest. The expec- therefore been put into developing the Administration is the driving force and tations for electric roads are great, yet coming Joint Technical Initiative (JTI), principal sponsor. Through HCT, sec- realistic. The procurement process will “Shift2Rail”, of which the Adminis-

The Swedish Transport Administration Annual Report 2013 75 Results of the operations Cross-business area work

tration is one of the founders and in several of the Swedish Civil Contingen- arrangement by Business Sweden. the implementation of which we will cies Agency’s national projects and coor- Together with the Ministry of Indus- play a strong role. Through Shift2Rail, dination groups. The Swedish Transport try, Employment and Communications Swedish rail research can be developed, Administration is developing its ability and the Swedish Transport Agency, coordinated, and streamlined. to protect socially critical activities the Administration conducted the and traffic flows through introducing internationally noted “Towards Zero” More effective crisis manage- systematic, integrated work on risks, conference this year, which for the first ment continuity management and incident time provided roads and railways the In order to prepare crisis management and crisis management. opportunity to learn from each other’s and make it more effective, the Swedish Expanded collaboration has started safety work. Transport Administration has carried with the Swedish Defence Forces as part The Administration collaborates with out extensive collaboration activities of national defence planning and the highway authorities in other countries, during the year. The Administration’s establishment of military regions. We such as Poland. Together with Poland, regions have taken part, coordinated are collaborating with other government we hope to be able to develop effective resources and provided information agencies within a crisis communication road safety solutions for 11-metre roads. during county council collaboration network led by MSB. The Administra- Expansion in Sweden has so far taken activities such as regional crisis or res- tion is also contributing to the national place on the wider roads. cue services councils, self-coordination work on setting in motion the EU action The Director-General of the Swed- groups and training and exercise opera- plan covering protection against weap- ish Transport Administration is on the tions. The regions have also contributed ons of mass destruction. Internationally, Board of the Conference of European documentation for regional risk and the Administration is taking part in the Road Directors (CEDR). During the vulnerability analyses and taken part in NATO civilian planning committee for year, the organisation launched its third exercises for nuclear energy prepared- land transports and in the European Rail strategic plan, in which a number of ness. Infrastructure Managers (EIM) security important areas for future road traffic, Many collaboration activities have issues working group. including the environment, will be de- been carried out on the local level. Joint veloped up through 2017. planning and exercises in collaboration International work Major development is taking place in in the event of threats and events at Interest in Sweden and the Swedish the Barents Region (northern Sweden, major travel centres have been carried Transport Administration has been Norway, Finland and Russia), which has out. In our investment projects, we great over the years. This especially ap- caused the demand for efficient trans- have conducted exercises together with plies to road traffic safety. Gunnar Malm port concepts to increase drastically. entrepreneurs and emergency service has visited such places as Brazil in an There is increased demand for goods agencies. The “Säkra bangårdar” (Safe rail freight depots) project, and emer- gency planning, include collaboration with several entities, primarily rescue services, rail companies, entrepreneurs, and other infrastructure administra- tors and property owners. Rail freight depot councils have been established in the largest marshalling yards. The Swedish Transport Administration has also collaborated with the police and other entities for the purpose of limiting copper theft. The Administration has contributed to evaluating the collaboration of the National Information Security Exercise with the police and intelligence agencies within signalling protection operations. During 2013, the Administration held the chair of the Transport Collabora- tion Area. As part of the collaboration area, we conducted a dependency study, arranged transports for Mötesplats and started developing a strategy for collab- oration for the area’s collaboration with private entities. We have contributed to

76 The Swedish Transport Administration Annual Report 2013 Results of the operations Cross-business area work

transports to Norwegian ports along the Atlantic coast as a consequence of the EU introducing requirements for reduced emissions from shipping in the Baltic Sea and the Gulf of Bothnia start- ing in 2015. The development in the Barents region has also led to heavier commer- cial vehicle combinations; in other parts of Sweden as well, tests with longer and heavier vehicles are in progress as a link in reducing environmental impact and increasing energy efficiency. In collabo- ration with Transport Certification Aus- tralia during 2013, the Administration conducted field tests on monitoring long, heavy road vehicles in real time, after examples from Australia. The risk of conflicts with other traffic is reduced by guaranteeing that the larger vehicles are driven on the designated road network. The Administration is working on an important issue. Sweden gained a tween infrastructure administrators and developing our role as client through hearing for leaving its control intact, the EU’s internal work. such things as international experience. and the Swedish Transport Adminis- Research and innovation are very During the year, we have exchanged ex- tration therefore continued organising important for the EU. Together with periences with railway administrations the Stockholm–Palermo goods corridor collaborative partners in industry and in Switzerland and Austria, and have at a rapid pace during the year. Among universities, the Swedish Transport Ad- conducted dialogues with international other things, a comprehensive market ministration participated in a number of suppliers. We have begun developing study of opportunities for development projects within the EU’s Seventh Frame- a supplier marketing plan. Interest and the priorities of the market was work Programme during the year. The among international suppliers is great, started. In connection with the TEN-T next framework programme, Horizon and a number of activities were carried negotiations, it was decided that the 2020, was agreed upon during the year out during 2013. As part of increasing goods corridor should be extended from and was given strong concentration on efficiency in the construction industry, Malmö to Oslo. the earnings that can be turned over in the Swedish Transport Administration The Administration participates in the industry. In the long-term EU bud- is participating in a European collabo- many operations financed by the EU. To get, also decided upon during the year, ration project on the virtual design of get a good overview and increase the an unimaginable 80 billion Euros were roads. opportunities for EU funding, the Ad- earmarked through 2020 for research During 2013, the EU Commission ministration reviewed its routines and and innovation. presented a number of legislative approaches over the year. The EU directive on intelligent trans- proposals in the field of transportation. In 2013, Sweden signed an agreement portation systems (ITS) was incorpo- The Administration supported the with Japan on high-speed routes and rated into Swedish law on July 1, 2013. Government Offices with expert support railways in winter climates. A Japanese Its implementation will take place on a and factual material. The proposals delegation visited Sweden in connection coordinated basis within the EU through concern, for example, revising the with this agreement. A seminar was held what are known as “delegated acts”, for measurements and weight of heavy road at the Ministry of Industry, Employment which the EU Commission is responsi- vehicles, the Fourth Railway Package, and Communications with around one ble. During the year, work on a total of the EU strategy for an infrastructure for hundred delegates from the Swedish six acts was begun. One of the acts, on alternative fuels in the transportation railway industry. A collaboration plan automated emergency calls to the near- sector, and EU guidelines for financing was developed and signed during the est rescue services in the event of road the Trans-European Transport Network visit. traffic accidents (e-calls), has already (TEN-T). TEN-T will be of great signifi- In the fall, the Administration signed been worked out and its implementation cance for Sweden through the corridors an agreement with the EU Commission can begin. The acts on uniform road traf- encompassing all modes of transporta- on future collaboration. A special fo- fic safety information and safe parking tion that are to be established. Sweden rum–The European Rail Infrastructure places for commercial transport are also is covered by the Scandinavian-Medi- Managers Platform–is being established well into advanced stages. terranean Corridor. Coordinating this to increase the exchange of experiences with the goods corridor (rail) has been and to provide better coordination be-

The Swedish Transport Administration Annual Report 2013 77 Productivity and efficiency development External productivity

The Swedish Transport Admin- year period will be exceeded. The “Productivity and Innovation De- istration has been commissioned We measure funds released through velopment in the Construction Indus- two verification groups assessing the try” project (PIA) has been in progress by the Government to work on project according to a controlled process since autumn 2010. The project focuses increased productivity in the with six clear criteria for what consti- on product categories included in the construction industry. tutes a measure that raises productivity. procurement of contracts for invest- A “measure that raises productivity” ments and maintenance. The purpose of is one that has its basis in the Admin- PIA is to take charge of the productivity istration’s productivity work, and one potential linked to the product catego- Productivity and in which the savings can be linked ries, for example road paving, signals, to contracts for service and material power supply and frost-proofing. For the efficiency development supply. The measures can be found in respective product categories, we have the following defined focus areas in the assembled various experts in multifunc- External productivity productivity work of the Administration: tional teams that together have devel- • role as client and business form: oped a productivity programme. The Swedish Transport for example, construction con- Administration’s role as client tracts with clear responsibility for the entire project Example:Smart packaging yields lower prices The strategic focus of the Administra- – A PIA initiative on planning and packaging tion to impact the productivity of the in- • financing and planning: for in paving work has led to savings across Swe- den. 90 million SEK have so far been released, dustry is to conduct procurements with example, more flexible start and stop times for production and can now be used instead for previously good forward planning and to choose unfinanced paving work. business forms that promote produc- • requirements and conditions: for tivity and innovation. One link in this is example, optimised requirement and exemption management increasing the percentage of design and Measuring productivity build contracts and consultancy agree- • industrial production: for exam- The Swedish Transport Administration ments based on a fixed-price agreement. ple, packaging, serial purchasing chose some time ago to follow produc- and expressive tendering. This focus follows the recommendations tivity development using a number of of the Productivity Committee. A re- • innovation and new production indicators. methods: for example, innova- fined role as client means continuing to Apart from the percentage of design tion in projects order functionality instead of technical and build contracts and consultancy solutions to an ever greater extent. The • project management: for example, assignments where the results and optimised work and railway plans. regulations are being adapted, and new products are clearly specified using a numerical values are being developed Savings do not count as measures that fixed-price agreement (see “The Swed- so as to ensure that productivity and raise productivity if they are only due to ish Transport Administration’s role as innovation are developed. a calculation effect where the forecast client”), we measure the following: The percentage of design and build can be lowered without carrying out any • The Administration’s total contracts procured amounted to 22% of productivity measures, or if they have turnover during the year in the total volume, which is an increase their basis in the market situation or an relation to the total staff costs for employees and consultants: The compared with 2011 (20%) and a decrease altered scope, standard, or requirement. total turnover in relation to the compared with 2012 (30%). Procurements total staff costs for employees of consultancy assignments where the Example: Serial production yields lower and consultants decreased from results and products are clearly speci- prices – Three track replacements located 7.16% in 2012 to 7.07% in 2013. fied using a fixed-price agreement have near each other were planned as regards time so as to create conditions for the contrac- • The percentage of development increased, and amount to 20%. tors to think about “serial production”. The cost in relation to the total in- competition stiffens, and two of the four ten- vestment volume: The percent- Measures to increase derers submitted tenders for all of them. The age increased from 16.82% in contract value for the contractor who won all 2012 to 19.13% in 2013. productivity three procurements ended up just over 40 The Swedish Transport Administra- million SEK below calculations. • The development of the esti- tion’s objectives for 2012–2014 are to mated social benefit through Example: Design and build contracts yield measurement of production vol- release 3 billion SEK through measures lower prices – Prior to the construction of a ume-weighted net present value that raise productivity in order to then bridge over the Sundsvall inlet, the tenderers (NPV): The quota increased increase productivity by 2-3% per year were allowed to design their own solutions. from 0.5 in 2012 to 0.71 in 2013; The result was a whole new method for this means that the projects over the long term. Through this, the laying the bridge piers for the bridge across Administration will contribute to fund- the Sundsvall inlet. The new laying of the managed have yielded a net prof- it of 0.71 SEK per SEK invested. ing the national plan for infrastructure foundation with sheet piles instead of the traditional pile foundation meant a cost • Development of unit prices (see investments. During 2013, 1.5 billion reduction of approximately 100 million SEK. Diagram 33, “Priced amounts”): SEK were released as a consequence of It was additionally faster to build and entailed The average price has declined measures that raised productivity, and significantly less noise and vibrations during construction. approximately five SEK per unit, we estimated that the goal for the three- equivalent to 22% for filling and

78 The Swedish Transport Administration Annual Report 2013 Productivity and efficiency development External productivity

12% for earth excavation. This Standard – paved roads, 2011). higher than the net price index analysis is built on a random Traffic volume has largely been (NPI). The increase in the num- selection of procured object-spe- constant between 2009 and ber of train-disrupting faults cific contracts for service with 2013, while the maintenance shown in the diagram is partially appurtenant quantity schedules standard has increased some- an effect of tightened routines during 2011, 2012, and 2013, and what during the same period for reporting faults. Previously, does not take business consider- despite the expenses incurred several faults could be reported ations into account. having decreased. This could together in the same report, but be an indicator that a certain they are now reported individu- • Development of the total cost for development in productivity has ally, which leads to more faults surface maintenance in relation taken place in the area. The con- in total. The effects of increased to quality and traffic volume (see nection is uncertain, however, investments between 2011 and Diagram 34, “Development– and analyses based on longer 2013 should become visible in paved roads”): One indicator measurement series are needed. the coming years. The effect selected to measure productivity relationship is still uncertain, is to compare the total cost of • Development of the total mainte- and analyses based on longer surface maintenance in relation nance costs with the number of measurement series are needed. to quality and traffic volume. inspection notes and train-dis- Quality is measured in the form rupting faults (Diagram 35, “De- of the degree to which the main- velopment – rail”): Maintenance Monitoring of procurements tenance standard has been met investments have increased and of procurement quality in accordance with the Admin- as a consequence of increased istration’s “Underhållsstandard appropriations, and the cost The Swedish Transport Administration belagd väg 2011” (Maintenance development has been somewhat regularly monitors procurements and

DIAGRAM 33 Priced amounts, cost development, index (2011=100%)

Filling Excavation

140 135 130 125 120 115 110 105 100 95 90 2011 2012 2013

DIAGRAM 34 Development, paved roads, index (2009=100%)

Degree to which maintenance standard met Expenses incurred

104 102 100 98 96 94 92 90 88 86 84 82 2009 2010 2011 2012 2013

DIAGRAM 35 Development, rail (2008=100) Cost in SEK per metre Number of train-disrupting faults Maintenance index, rail 140

130

120

110

100

90

80

70 2008 2009 2010 2011 2012 2013

The Swedish Transport Administration Annual Report 2013 79 Productivity and efficiency development Internal efficiency

2013 is approximately 2,350 million SEK. Of this, 430 million SEK relate to mea- sures implemented during 2013. Examples of measures implemented during 2013 (cost reduction in millions SEK): • optimisation of staff resources within investment operations (approximately 66 million SEK) • refining our role as client (ap- proximately 87 million SEK) • modified approaches within their quality. We monitor such things as releasing funds that can be re-allocated maintenance operations for deliveries occurring in accordance with in the operations in a way that increas- more efficient control of mainte- contracts, price in relation to calcula- es social benefit. The purpose is also to nance contracts (approximately 20 million SEK) tion, size, number of procurements and strengthen the culture of results within distribution over the years, number of the agency. When the Administration was • more effective staffing in the area tenders, innovations, re-examinations, formed in 2010, a decision was made on an of traffic management (approxi- mately 30 million SEK) broken contracts and lead times in the efficiency measure program that meant procurement process. that the annual cost level was to decrease • continued efficiency measures within central functions, for In addition, we evaluate various by between 2 and 3 billion SEK. At the example digitisation and central- forms of procurement and conditions beginning of 2014, the programme was to ising the official register and nationally to learn from successful–and have been implemented in all its essentials archives, reduced use of consul- less successful–procurements. The and to have started having an effect. To tants and reduced staff resources evaluation occurs both internally in the ensure that it has an effect on the actual (approximately 19 million SEK). service and together with our suppliers. cost results, a cost ceiling was introduced Through efficiency measures, the -Ad Some examples of the results are that for internal controllable costs for 2014. ministration released approximately 560 the number of tenders continued to in- This work encompasses all the costs million SEK during 2013, excluding costs crease during 2013 for both railways and that the Administration can control for reorganisation and implementation. roads. The percentage of re-examina- and which do not related to procured These are composed of the cost reduc- tions continues to remain low compared contracts. There is an agreed-upon tions that had an effect during 2013. with other industries. Each re-examina- plan for implementing cost reductions Altogether, the internal controllable tion often leads to major consequences, that covers over 200 efficiency measure costs are estimated to have decreased by and therefore work with the industry initiatives and concerns all operations in 2,250 million SEK from the formation of on reducing their number is in prog- the Swedish Transport Administration. the Administration through 2013. ress. The time for the suppliers to plan The efficiency measure initiatives are After the programme was con- the operations, calculate, and establish of different characters. The economies of cluded, the cost level is estimated to themselves after signing the contract has scale that arose within the central func- have been lowered by 2.5 billion SEK. increased through planning and strategy tions–communications, staff, and finance, The space that can be re-allocated to work within the Administration. This is for example–have been utilised. The costs other operations is decreasing, however, expected to lead to more tenders, better and staffing within these functions have through reduced appropriations for such quality, and a sustainable price level. decreased since the Administration was things as administration, and through Monitoring the choice of form of formed. Many efficiency measure initia- the Administration being assigned new contract over the last five years shows tives are more complicated to implement, commissions without financing. One that design and build contracts provide and it will take time before they have an condition in the long-term planning is significantly greater security in the effect in our operations. It is a matter of that out of the total of 522 billion SEK forecasts for the total cost of investment such things as developing and adapting within the infrastructure from 2014 to projects. As for the rest, it is too early approaches and systems. 2025, 17 billion SEK constitutes funds to draw any general conclusions on the The total annual value of the efficiency that are financed through the Adminis- choice of form of contract. National measure initiatives implemented through tration’s efficiency work. packaging and more framework agree-

ments over the last few years have led to Table 53 the Administration conducting fewer, Estimated results of efficiency work

but more coordinated, procurements. Millions SEK per year

Concluded and ongoing efficiency measures up through 2013 2,350 Internal efficiency (annual value, reduced costs) The internal efficiency work of the Trans- Effect achieved 2010-2013 as a consequence of efficiency measures implemented 2,250 port Administration is directed towards of which 2013 560

80 The Swedish Transport Administration Annual Report 2013 Productivity and efficiency development

The Swedish Transport Administration Annual Report 2013 81 Employees

The Swedish Transport Administration Annual Report 2013 Employees Staff structure

• a new webpage in the KIA Administration increased from 45 to 26. industry network Employees This led to the “rocket” award and a place • a career app in “Sweden’s Best Employers” top 50. Staff structure • new announcement and fair Within the Swedish Transport Admin- concepts Managers, project managers, istration there are approximately 150 and specialists professions, which can be divided up The goal for the number of applications New requirements have been imposed into subgroups. for positions in the Administration: on our managers through the Admin- The number of permanent employ- • Trainee: The annual goal was istration’s role as a client, increased re- ees had increased from 6,239 to 6,313 500 applications from qualified sults requirements and amended control by year’s end. Approximately 120 (100) applicants. The results: We models, as well as increased external received 2,422 applications for 13 positions were terminated during 2013 dialogue. The leadership programme places, of which 1,384 were from through Transition and Development. qualified applicants. begun in 2012 continues. The Admin- In total, 461 (416) people became new istration is collaborating with other • Summer jobs: The goal was for employees. The number of employees agencies in a mentor programme for 80% of our summer employees to who left during 2013 was 387 (476). Of have a university education. The mew managers as a supplement to our those, 143 (244) left the Administra- results: We made 178 decisions on internal mentor programme. tion for other employers, and 172 (164) employment, and 81% of those em- Efforts have been started to increase retired. ployed had a university education. the percentage of managers under the Staff turnover in 2013 was 6.1% (6.7%). • Summer jobs/internships/de- age of 40. We have initiated an internal The average age of our employees was gree projects: The annual goal programme for managers with great 49 (48) years. was 350 employees in total. The potential, and a special effort to attract result was 223, which means that we did not achieve the goal. younger high performers, who will Measures for have members of management as their competence provision Universum’s two external measure- mentors. The programme for women ments showed good results for interest managers continued during the year. The ability of the Swedish Transport in the Administration as an employer The Administration annually Administration to attract, recruit, among student and young professionals conducts a systematic management develop, retain and phase out skills is (people under the age of 40 with an assessment, and has begun assessing crucial for our achieving the objectives academic background and 1 to 8 years of project managers and specialists. The of our operations. Skills are secured over work experience): project management programme has the short and long term through our KarriärBarometern’s ranking of the been established to develop the role of work according to a yearly competence project manager. provision plan. The FöretagsBarometern ranking The Administration has approxi- 2012 2013 Reorganisation work mately 413 retirements due between Engineer 41 34 Transition and Development works with 2014 and 2016. This will lead to a great University engineer 47 26 individual measures to find solution need for recruiting employees–primarily Engineer, high-performance 70 35 either within or outside the Administra- project leaders, technical specialists and University engineer, high-perfor- 59 21 tion for surplus staff, including opportu- operational staff for the traffic centres. mance nities for competence development. Important conditions for competence provision are the Government infra- Table 54 structure bill for 2014–2025 and the Staff statistics Administration’s work with a focus on 2011 2012 2013 the “refined client role”. Number of permanent employees 6,302 6,239 6,313 Number of temporary employees 521 682 691

An attractive employer Total number of employees 6,823 6,921 7,0 0 4

Competence Provision also forms the Year-round employees, own staff 6,213 6,161 6,283 basis of our work on making the Swedish Year-round employees, consultants 1,591 1,241 1,124

Transport Administration an attractive Number of new employees, incl. consultant exchanges 460 416 461 employer. We have conducted a number Number of resignations, permanent employees 421 476 387 of activities to make the Administration – of which retirements 160 164 172 visible externally: Staff turnover, percent 6.70% 6.70% 6.10% • The Train of the Future – direct- ed at elementary schools Number of permanent employees (average) 6,255 6,229 6,302 – of which women, percent 36% 36% 36% • The “Samhällsbyggarna” (Build- ers of Society) industry collabo- – of which men, percent 64% 64% 64% ration – fairs at various locations Number of temporary employees (average) 503 621 671 around the country, information, Total number of employees (average) 6,758 6,850 6,973 and more

The Swedish Transport Administration Annual Report 2013 83 Employees Reorganisation work

Work environment Table 55 Managers Managers in charge of staff can undergo 2011 2012 2013 basic training and receive a diploma in work environment to fulfil the compe- Members of the Administration executive board 15 13 13 tence requirement in accordance with – of which women, percent 40 38 38 regulation AFS 2001:1 of the Swedish – of which men, percent 60 62 62 Work Environment Authority. In addi- Number of managers 555 529 499 tion, the managers undergo a mandatory – of which women, percent 34 34 37 refresher course every five years. – of which men, percent 66 66 63

Employee survey Table 56 The Administration’s second employee Absence due to sickness, percent

survey (the motivate employee index, or 2011 2012 2013 MMI) was conducted during the year Total 2.3 2.7 2.6 with 87% participation. All explanatory of which long-term illness (60 days or more) 40.7 43.2 43.2 and success factors comparable with Women 3.3 3.7 4 the 2011 measurement had improved. Men 1.7 2.1 1.9 The MMI went from 54 to 59 and the management index from 67 to 71. The Ages 29 or younger 2.1 1.9 2.3 results have been analysed at all levels, Ages 30-49 2.1 2.7 2.7 and action plans were developed. Ages 50 and older 2.5 2.7 2.6

Health Strategic efforts have led to more orders and we also measure that attractiveness employees experience job satisfaction; for services from occupational health internally among young academics. that satisfaction is based on many fac- services in order to promote health and The yearly management assessment tors. An employee survey was conducted prevent sickness. Pilot projects have has increased mobility, provided a better during the year to measure and find been carries out to find new forms of basis for appointments, and contributed areas for development. Every part of the work that promote health, for example to the Administration finding more wom- organisation has analysed the results through efforts for staff working on en who are suitable for senior positions. and developed action plans to further shifts. We have also put concerted effort The changes within the Admin- improve job satisfaction. into issues around alcohol and drugs istration are still major, and smooth Our measures have contributed to with the support of our occupational reorganisation work is therefore of the low staff turnover and a low level of health services. The Administration’s greatest importance. Those involved feel absence due to illness. This contributed leisure association is a resource in our that the operation is working well, and to our getting a major effect from the work on health, and it contributes to the reorganisation measures that have efforts around competence development strengthening our agency-wide culture. been implemented show that the work conducted for managers and employees. The Administration has a low level of supports the Administration’s overall Competition for the competences the absence due to illness, but the pattern objectives. Administration needs to manage our of a more absences for women than men Assessments of project managers operations is getting stiffer and stiffer. applies to the Administration as well. and technical specialists have begun in Our assessment, however, is that we accordance with the model developed. have good forward planning in the work Analysis of competence It is important that Administration on our future competence provision. provision in relation to operational goals

An important condition for competence provision is success in attracting suitable target groups. This is reflected in the annual target for qualified applicants to trainee jobs. The target was exceeded by quite a long way. We employed 178 summer workers. Of the 2,537 who applied for summer jobs, 81% had a university education. The attractiveness of the Administration among students and young profession- als has increased from previous years,

84 The Swedish Transport Administration Annual Report 2013 Internal governance and supervision Overall approach

Internal governance Overall approach In 2014, there will be high-priority risks The Swedish Transport Administration on which the measures in progress have and supervision has a good foundation for continuously not yet had sufficient effect. Within areas Internal governance and supervision is ensuring the work on internal governance such as the following, the risk level is still directed at conducting our operations and supervision through a strategy for too high, and risk-reducing measures will according to Government instructions, the work, criteria for evaluating risks and continue during 2014: appropriations letters and operational opportunities, and a risk management • Deficiencies in the railway tech- requirements. This means that they are process for implementation. Governance nical systems lead to a high risk of to be performed efficiently, in accor- and supervision is carried out according numerous interruptions. dance with applicable legislation and to the conditions in the analysis areas of • Theft of copper leads to traffic other obligations, with reliable and objective, project, administration, pro- disruptions. accurate reporting and with proper cess, and continuous operation. • There is a risk of delays in the economising of State funds. The greatest risks and opportunities introduction of ERTMS, as well as Good internal governance and super- are brought up to the next highest level, reduced benefit in Sweden’s expan- vision is achieved through the clear dele- where they are further handled with the sion of the system owing to risks in the surrounding world that concern gation of responsibilities and authorisa- support of the evaluation criteria. They decisions on financing for vehicle tions, the existence of routines and rules are documented in the operational anal- equipment, the rate of expansion in for the operations, and the application yses of the respective units. Data for an other countries, and establishing of risk-based operational manage- analysis of the Administration’s greatest technical standards. ment. During 2013, the Administration risks and opportunities are obtained • There is a risk that the Administra- reviewed its management system and from the analyses of these units. The tion will not live up to its clients’ working regulations to further establish Administration’s operational analysis is and collaborative partners’ expec- tations for punctuality, reduced a directional philosophy and forms of kept up-to-date throughout the year. disruptions and traffic information. governance in its operations. An import- External and internal audits are a ant part of the directional philosophy part of internal governance and super- • High capacity utilisation on the rail- ways makes it difficult to meet the is that there is faith in the ability of the vision. Recurring internal revisions are needs of train operators. Capacity individual to achieve results in collab- conducted, for example, in the areas of allocation must also take into ac- oration with others. Other important road safety, environment, work environ- count the continued increasing need parts are that managers create condi- ment and information security. of time on the tracks for mainte- tions for employees and are the bearers Our monitoring and evaluation of in- nance, with tightened requirements for security. of Administration values, that dialogue ternal governance and supervision is built is conducted in all links, and that collab- on the operation’s audits of the largest • Increasing demand for critical data oration occurs across borders. With this risks and opportunities, as well as on the communication and identified defi- ciencies entail a risk of insufficient directional philosophy as a foundation, observations of the Internal Audit unit information security and insufficient goal- and result-oriented governance is and the Swedish National Audit Office. reserve functions (redundancy) for applied, supplemented with financial operational systems. governance, regulation and agency-wide High risks values. Measures for several high risks were im- During 2013, the Administration has Risk analysis, supervisory measures, plemented during the year, which meant worked intensively on systematic security and monitoring must be integrated they could be given lesser priority. The work. This is work that will continue just as into our operational management. level of risk is judged to have lowered intensively in 2014. Implementing and documenting these through such things as: During the year, the Swedish National elements with a good level of quality is • improved monitoring of major Audit Office conduced an extensive review fundamental for the Administration’s investment projects of Administration operations, which is results and for internal governance and • increased systematics in reported in documents such as “Tågförs- supervision. It is not possible to establish preventive work to counteract eningar–orsaker, ansvar och åtgärder” internal governance and supervision so avalanches and landslides in the (Train delays: causes, responsibilities, and that nothing goes wrong in the organi- infrastructure for reasons such measures). Several of the areas for improve- as climate change sation, but the agency management must ment that were brought up are in line with feel a reasonable level of comfort that • introduction of an agency-wide the work that the Administration is already operations are being managed correct- ordering system for goods and carrying out. We are introducing the services ly. During the year, our operational proposals the Audit Office brings up into de- management was strengthened through • unified governance and man- velopment work that is already in progress. agement for the introduction of a risk-management approach being We have already done much to overcome the ERTMS in Sweden (new railway introduced into Administration working technology) deficiencies the Audit Office points out–for processes, and through clearer require- example, through our strategy for maintain- • mediation in the demands for ments for risk management of work ing and developing traffic management and compensation for noise from avi- towards objectives. ation traffic, associated with the improved traffic information. environmental responsibilities of the State in the area of transport.

The Swedish Transport Administration Annual Report 2013 85 Financial report

Financial Report

86 Financial report Income and expenditure account

Income and expenditure account

2013-01-01 2012-01-01 TSEK Note 2013-12-31 2012-12-31 Income Income from appropriations Note 1 20,576,270 19,136,962 Income from fees and other compensation Note 2 6,885,324 7,259,054 Income from grants 2,302,613 2,349,031 Financial income Note 3 98,813 118,104 Total 29,863,020 28,863,151

Operational costs Costs for personnel Note 4 -4,884,659 -4,544,012 Costs for premises Note 5 -379,079 -446,203 Other operating costs Note 6 -20,122,370 -19,569,317 Financial costs Note 3 -843,505 -903,402 Depreciations and write-offs Note 7 -8,410,481 -7,882,173 Total -34,640,094 -33,345,107

Results of operations -4,777,074 -4,481,956

Profits from shares in subsidiaries and associated companies Note 17 -196,919 -3,723

Collection operations Income from fees etc. and other income not at the Administration’s disposal Note 8 416,990 235,800 Funds forwarded to the State budget from collection operations -416,990 -235,800 Balance 0 0

Transfers Funds received from the State budget for financing grants Note 1 3,952,856 3,446,696 Funds received from government agencies for financing grants 454 7,379 Other funds received for financing grants Note 10 375,114 348,543 Allocation to/resolution of funds etc. for transfer purposes Note 9 2,638 2,397 Grants paid Note 10 -4,331,062 -3,794,246 Balance Note 10 0 10,769

Net change in capital for the year Note 11 -4,973,993 -4,474,911

The Swedish Transport Administration Annual Report 2013 87 Financial report Balance sheet

Balance sheet

TSEK Note 2013-12-31 2012-12-31 Comments on the balance sheet ASSETS Assets Intangible fixed assets Note 12 Swedish Transport Administration intangible fixed Capitalised expenditures for computer programmes 143,916 161,520 assets consist primarily of capitalised expenditures for Rights and other intangible fixed assets 2,779 3,582 computer programmes developed in-house. Total intangible fixed assets 146,695 165,102 Road infrastructures were evaluated as completed at a value of 4,051 million SEK during the year. The corre- Tangible fixed assets sponding value for railway infrastructures totals 15,894 Infrastructure projects, buildings, land and other real estate Note 13 240,530,826 228,372,787 million SEK. The year’s depreciations and write-offs Improvement expenses for other parties’ real estate Note 14 107,029 93,205 totalled 8,410 million SEK, of which 3,687 million SEK Machines, inventory, means of transport etc. Note 15 711,007 688,779 was made up of write-offs on railway infrastructures, New construction in progress Note 16 81,036,359 80,797,762 and 4,356 million SEK was made up of write-offs on Advances concerning tangible fixed assets 524,268 926,406 road infrastructures. At year’s end, the value of invest- Total tangible fixed assets 322,909,488 310,878,938 ments in progress totalled 81,036 million SEK, of which Financial fixed assets road infrastructures accounted for 35,273 million SEK Shares in subsidiaries and associated companies Note 17 13,715 14,661 and railway infrastructures 45,278 million SEK. This Total financial fixed assets 13,715 14,661 includes a number of very large projects including the City Line in Stockholm; the West Coast Line, including Inventory, etc. the tunnel through Hallandsås; E4 Sundsvall; E18 Inventory and stores Note 18 573,128 657,306 Hjulsta–Kista; and E20 Northern Link. Work in progress 13,128 25,495 Advances to suppliers 15,456 15,727 Liabilities, provisions, and commitments Total inventory, etc. 601,712 698,529 Other credits from the National Debt Office are Receivables increasing in pace with the established costs in our Accounts receivable 1,293,069 1,503,007 loan-financed operations, in which the City Line in Receivables from other government agencies 1,653,434 1,788,807 Stockholm, the Trollhättan–Gothenburg and Motala– Other receivables Note 19 30,095 65,134 Mjölby double tracks, and the E45 Angeredsbron– Total receivables 2,976,599 3,356,949 Älvängen are the largest projects. Other loans at the end of the year totalled 1,092 mil- Cut-off items Note 20 lion SEK; these consist largely of advances (loans) from Pre-paid costs 357,965 278,647 municipalities and relate to loans for earlier scheduling Grant income accrued 733,282 1,064,674 of investments. The total liability for the advances for Other income accrued 305,774 305,338 Total cut-off items 1,397,021 1,648,659 public roads approved by the Administration and the Government may not exceed 30% of appropriation Settlement of accounts with the Government Note 21 -290,889 252,617 items 16.1, 16.2, 16.4 and 16.5 granted under Appro- priation 1:1 during the year. This means a maximum Cash and bank balances advance amount of 3,159 million SEK for 2013. For Balance in National Debt Office interest account Note 22 7,508,654 6,425,029 investments in railways, the advances may not exceed Other balances in the National Debt Office Note 22 358,622 0 30% of appropriation item 10.1 granted under Appro- Cash and bank balances 139,236 151,550 priation 1:2 during the year. As regards investments Total cash and bank balances 8,006,512 6,576,579 in railway infrastructures, this means a maximum TOTAL ASSETS 335,760,852 323,592,033 advance amount of 1,684 million SEK for 2013. The year’s opening balance includes values for CAPITAL AND LIABILITIES assets and liabilities taken over from Statens järnvägar. Administration’s capital Note 23 State capital 282,041,154 270,505,706 Shares of earnings in subsidiaries and associated companies -2,005,033 -1,956,470 Change in capital brought forward 966,559 343,380 Change in capital according to statement of earnings -4,973,993 -4,474,911 Total Administration capital 276,028,687 264,417,705

Funds Note 24 25,701 28,339

Provisions Provisions for pensions and similar obligations Note 25 71,022 78,201 Other provisions Note 26 1,094,303 1,075,119 Total provisions 1,165,325 1,153,319

Liabilities, etc. Loans from the National Debt Office Note 27 2,499,692 2,050,228 Other loans Note 28 1,092,381 1,523,229 Other credits from the National Debt Office Note 27 41,241,242 39,667,706 Liabilities to other government agencies 1,468,904 1,646,757 Accounts payable 6,171,290 6,788,506 Other liabilities Note 29 3,555,475 3,360,998 Deposits 200 128,133 Advances from clients and customers 109,779 79,779 Total liabilities, etc. 56,138,963 55,245,337

Cut-off items Note 30 Costs accrued 2,309,753 2,550,041 Unused grants 33,627 139,078 Other pre-paid income 58,795 58,213 Total cut-off items 2,402,176 2,747,332

TOTAL CAPITAL AND LIABILITIES 335,760,852 323,592,033 Contingent liabilities Note 31

Other contingent liabilities Contingent liability according to Administration instructions Contingent liabilities according to Administration’s appropriation letter

88 The Swedish Transport Administration Annual Report 2013 Financial report Appropriation report, including presentation of authorisation Appropriation account, including presentation of authorisation Available funds Results Appropriations period 2013-01-01–2013-12-31 Opening Annual Reallo- With- Total Net Balance to balance allocation cated drawal available expenses be carried brought according appropria- amount forward forward to appropri- tions 2013-12-31 2013-01-01 ations amount Note 34 TSEK Note Note 32 letter Note 33 Specification of appropriations Expenditure area 22 – Communications 1:1 Road maintenance (framework appropriations) 12 Other initiatives to increase efficiency of the transportation sys- tem (framework) 32,314 316,000 -22,984 325,330 316,500 8,830 13 Exercise of authority (framework) -102 156,000 155,898 146,627 9,271 14 Subsidies (framework) of which 14.1 Subsidies for operating private roads (framework) 47,789 1,061,000 1,108,789 1,047,704 61,085 14.2 Specific grants to the traffic system (framework) 136,789 0 136,789 43,632 93,157 Total 14 Subsidies (framework) 184,578 1,061,000 1,245,578 1,091,336 154,242

16 Public road maintenance (framework) of which 16.1 Investments in the national plan (framework) 36 -214,086 5,477,000 5,262,914 6,126,915 -864,001 16.2 Investments in regional plan (framework) 36 295,727 2,874,000 3,169,727 2,613,207 556,520 16.3 Operation and maintenance (framework) 36 958,829 10,141,202 11,100,031 9,911,721 1,188,310 16.4 Interest and repayment of loans for roads 36 314,567 392,000 706,567 310,710 395,857 16.5 Bearing capacity, frost-proofing and reconstruction (framework) 36 -28,459 1,788,000 1,759,541 1,589,190 170,352 Total 16 Public road maintenance (framework) 1,326,578 20,672,202 21,998,780 20,551,742 1,447,038

Total 1:1 Road maintenance (framework appropriations) 1,543,368 22,205,202 0 -22,984 23,725,586 22,106,205 1,619,381 1:2 Track maintenance (framework appropriations) 1 Land registration costs 6,000 6,000 6,000 8 Exercise of authority (framework) 8.1 Establishment of train and railway plans (framework) 36 2,789 5,300 -2,633 5,456 2,721 2,735 9 Subsidies to the Inland Line and the Öresund Bridge Consortium (framework) 27,404 417,000 3,500 447,904 418,841 29,062 10 Track maintenance (framework) 10.1 Investments in national plan (framework) 36 -602,752 5,612,000 5,009,248 5,416,787 -407,539 10.2 Operation, maintenance and traffic management (framework) 36 -1,012,170 7,012,953 1,196,500 7,197,283 7,593,971 -396,688 10.3 Interest and repayment of loans (framework) 36 909,269 2,027,000 -1,200,000 1,736,269 1,270,522 465,747 Total 10 Track maintenance (framework) -705,653 14,651,953 -3,500 13,942,800 14,281,280 -338,480

11 Other initiatives to increase efficiency of the transportation sys- tem (framework) 17,548 107,000 -14,428 110,120 109,950 170 Total 1:2 Track maintenance (framework appropriations) -657,911 15,187,253 0 -17,062 14,512,280 14,812,792 -300,512 1:3 The Swedish Transport Administration: Administration (frame- work appropriations) 2 Administration of the Swedish Transport Administration (framework) 160,190 1,382,092 -117,197 1,425,085 1,368,122 56,963 Total 1:3 The Swedish Transport Administration: Administration (framework appropriations) 160,190 1,382,092 0 -117,197 1,425,085 1,368,122 56,963 1:6 Operational funding for non-State-owned airports (framework appropriations) 1 Non-State-owned airports–portion to the Administration (framework) 63,013 -4 63,009 62,973 36 3 Emergency airports (framework) 1 7,000 -1 7,000 6,999 1 4 Grants for regional infrastructure planning -4 4 0 0 Total 1:6 Operational funding for non-State-owned airports (framework appropriations) -3 70,013 0 -1 70,009 69,972 37 1:7 Traffic agreements (framework appropriations) 1 Traffic agreements (framework) 831,000 831,000 810,338 20,662 2 Traffic agreements – portion to the Administration (framework) 26,619 -26,619 0 Total 1:7 Traffic agreements (framework appropriations) 26,619 831,000 0 -26,619 831,000 810,338 20,662 1:10 Support for the Trans-European network financed from the EU budget (framework appropriations) 5 EU subsidies, TEN (framework) 308,932 348,500 657,432 393,448 263,984 Total 1:10 Support for the Trans-European network financed from the EU budget (framework appropriations) 308,932 348,500 0 0 657,432 393,448 263,984 1:11 Congestion charges in Stockholm (framework appropriations) 3 Congestion charges: Admin – portion to the Swedish Transport Administration 11,377 40,000 51,377 36,056 15,321 6 Congestion charges Stockholm – surplus con. charges, portion to the Administration (framework) 36 735,633 548,526 183,240 1,467,399 506,415 960,985 Total 1:11 Congestion charges in Stockholm (framework appropriations) 747,010 588,526 183,240 0 1,518,776 542,470 976,306 1:14 Congestion charges in Gothenburg (framework appropriations) 1 Congestion charges in Gothenburg – portion to the Swedish Trans- port Administration 36 73,000 73,000 28,826 44,174 2 Congestion charges in Gothenburg – portion to the Swedish Trans- port Administration 493,900 493,900 493,900 0 Total 1:14 1:14 Congestion charges in Gothenburg (framework appropriations) 0 566,900 0 0 566,900 522,726 44,174

The Swedish Transport Administration Annual Report 2013 89 Financial report Appropriation report, including presentation of authorisation

Appropriation account, cont. Appropriations period 2013-01-01–2013-12-31 Opening Annual allo- Reallo- With- Total Net Balance to be carried cation ac- cated drawal available expenses be carried forward cording appropria- forward forward 2013-01-01 to appropri- tions 2013-12-31 Note 32 ations forward Note 34 Note letter Note 33 36:5 (2003) Payment to SJ for costs in connection with dividend from AB Swedcarrier etc. (framework appropriations) 5 Land registration costs (framework) 6,105 -6,105 0 0 Total 36:5 (2003) Payment to SJ for costs in connection with dividend from AB Swedcarrier etc. (framework appropriations) 6,105 0 0 -6,105 0 0 1:15 Phaseout of Statens järnvägar (framework appropriations) 1 Phaseout of SJ – portion to the Swedish Transport Administration 36 11,500 11,500 8,953 2,547 Total 1:15 Phaseout of Statens järnvägar (framework appropriations) 0 11,500 0 0 11,500 8,953 2,547

Total Expenditure Area 22 –Communications 2,134,310 41,190,986 183,240 -189,968 43,318,567 40,635,026 2,683,541

Estimated revenues according to letter of ap- Revenue results propriations 2013-12-31 Revenue headings Note 2013-12-31 Note 8 2511 Application fees for transport exemptions 24,000 23,543 2811 Other revenues from State operations 6511 Grants to the Trans-European network 35 393,448 Total 24,000 416,990

Financial terms tions to SVEDAB or the capital adequacy guarantee to Arlandabanan Infrastruc- Appropriation 1:1 Item 12 ture AB has not been of immediate importance this year. 24.1 million SEK was used for research and innovation in maritime shipping. 386 million SEK has been paid out in State subsidies for regional public transpor- The Swedish Transport Administration paid 9.4 million SEK to the Swedish tation infrastructure and rail vehicles. Transport Agency for operations relating to cases of driving licences with an alco- The Swedish Transport Administration has not invested in other infrastructure hol lock provision or participation in applied research with conditional revocation of rail networks in connection with the state-owned rail network. driving licences according to the provisional regulations in the Driving Licence Act. Appropriation 1:2 Item 10.2 Appropriation 1:1 Item 16.1 A subscription fee of 1.4 million SEK was paid to the Swedish Civil Contingencies Redeeming payment commitments regarding conditional shareholder contribu- Agency (MSB) for Rakel, the joint radio communications system. tions to SVEDAB has not been of immediate importance this year. Appropriation 1:2 Item 10.3 In particular cases, the Swedish Transport Administration can make use of The Swedish Transport Administration paid 13,000 SEK to Arlandabanan Infra- Appropriation 1:1, Road Management, sub-item 16.1, Investments in national structure AB regarding administrative fees for the capital adequacy guarantee, and plan, for early repayment of properties in areas with an established road work 2 million SEK in administrative fees and 28.2 million SEK in interest regarding the plan of maximum 10 million SEK per year. The Administration did not exceed the National Debt office conditional loan for the A-Train. Appropriation 1:2 Item 11 stipulated frameworks in 2013. Appropriation 1:1 Item 16.2 9.7 million SEK was used for research and innovation in maritime shipping, and 5 In particular cases, the Swedish Transport Administration can use Appropriation 1:1, million SEK was used for research and innovation in aviation. Appropriation 1:3 Item 2 Road Management, sub-item 16.2, Investments in regional plan, for early repayment The costs for Administration membership in the European stakeholder groups of properties in areas with an established road work plan of maximum 10 million SEK EEIG, EWIV and UIC did not exceed 6 million SEK. per year. The Administration did not exceed the stipulated frameworks in 2013. Appropriation 1:6 Item 1 701.6 million SEK in state grants have been paid out for investments in accor- 110,000 SEK was used for financial monitoring of operations at airports. dance with the priorities in the established county plans for regional transport Appropriation 1:11 Item 6 infrastructure. 239 million SEK from this appropriation item were used for the Stockholm Bypass, Appropriation 1:1 Item 16.3 and 267 million SEK for trimming measures in the Stockholm region. The Swedish Transport Administration has paid 450,000 SEK for pegging out the Loan framework and credits winter route to Holmön. Borrowing as per the loan framework and credits at the end of 2013 is shown in A subscription fee of 1.2 million SEK was paid to the Swedish Civil Contingencies Note 26. Agency (MSB) for Rakel, the joint radio communications system. Loans from municipalities and individuals for financing in road and railway infra- Appropriation 1:2 Item 9 structure have been raised and amortised according to the conditions indicated in A subsidy of 131 million SEK was paid to Inlandsbanan AB, and 288 million SEK the letter of appropriations for 2013. in compensation to the Öresund Bridge Consortium, for use of the Öresund Utilisation of available appropriation credits is shown in Note 23. Connection. Appropriation 1:2 Item 10.1 Redeeming payment commitments regarding conditional shareholder contribu- Presentation of authorisation1 Distribution of outstanding commitments by year Allocated authori- Incoming Outstanding 2014 2015 2016 Subsequent TSEK ty-framework commitments commitments years Total subsidies 132,328,000 108,241,575 107,203,475 15,048,397 11,019,491 9,141,586 71,994,002 Appropriation 1:1 Road maintenance and loan-financed 30,400,000 29,920,251 27,484,073 5,890,237 4,082,836 3,451,901 14,059,099 operations Appropriation 1:2 Track maintenance and loan-financed 84,000,000 73,270,421 74,718,491 7,721,420 6,021,280 4,882,720 56,093,071 operations Appropriation 1:7 Traffic agreements 7,500,000 2,814,400 2,270,900 631,300 584,600 601,300 453,700 Appropriations 1:11 Congestion charges Stockholm 7,314,000 804,800 1,065,500 426,200 266,375 159,825 213,100 Appropriations 1:14 Congestion charges Gothenburg 3,114,000 1,431,703 1,664,512 379,240 64,400 45,840 1,175,032

1Refers to authorisation in accordance with Section 17 of the Appropriations Ordinance (SFS 2011:223), i.e. only those commitments for which subsidies have not yet been awarded

Comment, outstanding commitments compared with authorisation framework awarded. Appropriation 1:7 Traffic agreements: Outstanding commitments are significantly lower than the authorisation framework awarded. This is an effect of agreements concerning Gotland traffic not having been signed in 2013. Appropriations 1:11 Congestion charges Stockholm: Outstanding commitments are significantly lower than the authorisation framework awarded. Agreements have not been signed in accor- dance with prior planning, owing to investments having been delayed. Appropriations 1:14 Congestion charges Gothenburg: Outstanding commitments are significantly lower than the authorisation framework awarded.A greements have not been signed in accor- dance with prior planning, owing to investments having been delayed. 90 The Swedish Transport Administration Annual Report 2013 Financial report Analysis of financing

Analysis of financing

2013-01-01 2012-01-01 TSEK Note 2013-12-31 2012-12-31 OPERATIONS Costs Note 37 -26,221,128 -25,460,873 Financing of operations Income from appropriations 20,576,270 19,136,962 Income from fees and other compensation Note 38 6,857,229 7,179,759 Income from grants Note 39 104,640 163,848 Other income 98,813 118,104 Total funds provided for financing of operations 27,636,952 26,598,674 Increase (-)/decrease (+) of reserves 84,179 -10,867 Increase (-)/decrease (+) of short-term accounts receivable 299,866 -80,886 Increase (-)/decrease (+) of short-term accounts payable -536,087 70,921 Cash flow into/out of operations 1,263,782 1,116,969

INVESTMENTS Investments in financial assets 946 3,728 Investments in tangible assets -20,284,216 -23,493,700 Investments in intangible assets -25,151 -47,035 Total investment expenditures -20,308,420 -23,537,0 07 Financing of investments Loans from National Debt Office 5,0 67,4 6 4 22,799,150 – amortisations -3,044,464 -2,067,034 Other long-term loans 454,865 494,480 – amortisations -896,837 -17,144,801 Increase/decrease of state capital with funds received from/forwarded to the State budget 16,105,900 17,497,378 Sales of fixed assets 56,950 86,346 Grant funds received for investments Note 39 2,197,973 2,185,381 Total funds provided for financing of investments 19,941,850 23,850,899 Change in short-term accounts receivable and accounts payable -386,647 12,496 Cash flow into/out of investments -753,217 326,388

COLLECTION OPERATIONS Income from fees etc. and other income not at the Administration’s disposal 416,990 235,800 Payments to collection operations 416,990 235,800 Funds forwarded to the State budget from collection operations -416,990 -235,800 Cash flow into/out of collection operations 0 0

TRANSFER OPERATIONS Grants paid -4,331,062 -3,794,246 Payments to transfer operations -4,331,062 -3,794,246 Financing of transfer operations Funds received from the State budget for financing grants 3,952,856 3,446,696 Funds received from the other government agencies for financing grants 454 7,379 Other funds received for financing grants 375,114 348,543 Total funds provided for financing of transfer operations 4,328,424 3,802,617 Cash flow into/out of transfer operations -2,638 8,371 CHANGE IN LIQUID ASSETS 507,926 1,451,728

SPEFICIATION OF CHANGE IN LIQUID ASSETS Liquid assets at start of year* 7,207,697 5,377,468 Increase (+)/decrease (-) of cash and bank -10 -74 Increase (-)/decrease (+) of credit balance at the National Debt Office 1,087,207 31,408 Increase (-)/decrease (+) of bank balance -35,765 86,530 Increase (+)/decrease (-) of settlement of accounts with the Government -543,506 1,333,865 Total change in liquid assets 507,926 1,451,728 Liquid assets at end of year 7,715,623 6,829,196

* Liquid assets at start of year includes values of 378,500 SEK taken over from Statens järnvägar. This value was not included in liquid assets at end of year for 2012.

The Swedish Transport Administration Annual Report 2013 91 Financial report Summary of key figures

Summary of key figures

TSEK 2013 2012 2011 2010 Loan framework, National Debt Office Loan framework approved 48,178,000 44,350,000 22,941,800 16,120,000 Loan framework utilised 43,740,934 41,717,934 20,985,819 13,945,542

Credit account with the National Debt Office Interest account credit granted 3,731,000 3,765,130 3,554,798 2,920,725 Maximal utilised interest account credit during year 0 0 0 -766,046

Interest account Interest costs 24,046 29,346 30,115 0 Income from interest 80,201 85,494 83,484 21,236

Fee revenues Revenues not at the Administration’s disposal 23,543 23,891 25,589 18,478 Revenues at the Administration’s disposal 6,885,324 7,259,054 7,705,607 4,997,983 Revenues according to the budget in the letter of appropriations 5,362,800 4,670,500 4,515,450 4,364,700

Appropriations credit Appropriations credit approved 3,868,667 3,758,451 3,480,254 3,494,950 Appropriations credit utilised 338,480 705,759 399,708 2,157

Appropriations savings Total appropriations savings 3,022,022 2,840,068 2,735,825 1,732,498

Authorisations awarded Amount mortgaged from future commitments 107,203,475 108,241,575 104,299,616 97,274,600 Total authorisations awarded 132,328,000 120,050,000 124,422,000 109,000,000

Employees Year-round employees (average) 6,211 6,169 6,197 5,795 Average number of employees (including project employees) 6,973 6,850 6,758 6,806 Operating cost per year-round employee 4,115 3,981 3,830 3,107

Change in capital Net change in capital for the year -4,973,993 -4,474,911 -4,635,335 -4,267,699 Change in capital brought forward 966,559 343,380 -234,840 -318,189

92 The Swedish Transport Administration Annual Report 2013 Financial report Notes Notes

Accounting principles • electrical power infrastructure: 10–35 years General • telecommunications infrastructure: 5–20 years The Swedish Transport Administration’s accounting is drawn up in accordance • buildings: 10–40 years with the Annual Report and Budget Ordinance (SFS 2000:605), the Bookkeeping • improvement expenses for other parties’ real estate: 5–15 years Ordinance (2000:606), and the exceptions from EAEC regulations decided upon by • machinery and equipment: 3–25 years the Swedish National Financial Management Authority, or which the Government • ferries: 20–30 years. granted in its letter of appropriation for 2013. The statement of earnings shows income and costs for ongoing operations. The Beginning in 2008, differentiated depreciation periods were applied to all railway profit and loss statement also includes investments made in road and railway facilities. infrastructure. An average depreciation period was applied to the bulk of the railway infrastructure up through 2007, calculated as an average of the lifetime for those Appropriations and income installation types that normally occur in railway infrastructure. Prior to 2008, differ- Swedish Transport Administration operations are primarily financed by State appro- entiated depreciation periods for railway infrastructure were applied only to electrical priations. power and telecommunications infrastructure (financed with loans). Settlement against the appropriations is done for ongoing operations, with reported For road infrastructure, a standardised 40-year linear depreciation period is applied. costs after deduction of income in operations financed by appropriations. Costs for road rights and easements are capitalised as a part of the production cost Investments in road and railway facilities are normally included in the appropriation for constructing the infrastructural fixed asset. These are then written off in line with account when they are made. Appropriation funds of this type are provided to State the asset for which they were acquired. capital and are therefore not shown in the statement of earnings. All write-offs are shown in the statement of earnings. Write-offs on road and Exceptions from direct appropriations settlement are made for investments railway infrastructure where appropriation settlement already took place during the financed with loans from the National Debt Office. The deadline for appropria- investment affect the change in capital for the year. tions settlement for loan-financed investments of this type is determined by the Government. Loan-financed investments in electrical and telecommunications Shares and participation infrastructure, and certain installations in the Stockholm area, are normally included Participation in subsidiaries and associated companies is shown according to the in the appropriations account in line with amortisations, which are based on planned equity method. write-offs. Loan-financed investments in projects that the Government has specially designated will be settled in line with amortisations being made over 25 years from Inventory and stores the dates the respective installations were put into operation. Inventory and stores consist primarily of material for maintenance and repair of Investments brought forward through temporary funding with loans from external infrastructure. Evaluation takes place according to the FIFO principle at the lower of stakeholders are included in the appropriations account when the loans are repaid. the acquisition value or the actual value. Obsolescence calculations were run after The Swedish Transport Administration is responsible for collecting fees for traffic individual testing. on state-owned rail infrastructure in accordance with the Railways Ordinance (SFS 2004:526). The fees are utilised by the Administration for financing track maintenance. Receivables External commissions are performed against compensation in accordance with Accounts receivable are shown at the amounts with which they are estimated to be the conditions of the letter of appropriations. The Swedish Transport Administration paid. Reservations for uncertain accounts are made after individual assessment. utilises the income that arises from these external commissions. The results of the external commissions are shown in the statement of earnings (included in the year’s Accounts receivable and accounts payable in foreign currency change in capital) and are carried forward to coming years. Accounts receivable and accounts payable in foreign currency are recalculated in the Income and grants are matched. Grants from the EU regarding support for the final accounts at the current exchange rate on the accounting date. Trans-European network, as well as service and application fees, are delivered to the Government. Provisions Provisions for repairing environmental disruptions are set aside when there is an Authorisations order from the regulatory agency. The Swedish Transport Administration has authorisation frameworks in accordance Provisions for the costs of phasing out property are done when a decision on such with Section 17 of the Appropriations Ordinance (SFS 2011:223). This authorisation a phase-out are made. also covers future interest costs on loans raised. Advances and loans from munici- Provisions are made for repairing deficiencies in completed infrastructure identified palities or individuals to bring forward investments in infrastructural fixed assets are in connection with the final inspection. included in the report against the authorisation framework. Provisions for the commitments to responsibility for external commissions are made according to Accounting Council recommendation RR16. Otherwise, provisions are Intangible fixed assets made according to the Annual Report and Budget Ordinance (SFS 2000:605). Intangible fixed assets are capitalised according to current regulations for Govern- Provisions are made for compensating terminated staff at the time the decision is made. ment authorities. Provisions are made for compensating staff who are offered early retirement at the time the decision is made. Infrastructural fixed assets Provisions for claims for damages in contracts are made, after assessment by the The Swedish Transport Administration reports all investments in road and railway Administration, when a proposal for such is made and it is judged likely that damages infrastructures as assets on the balance sheet. Appropriation funds for investments will be paid. made are added to State capital. The infrastructure is valued at the full production cost regardless of the form of financing. Any external financing is added to State capital. The Cut-off date cost of acquisition for land for railway infrastructure has been reported separately since The Swedish Transport Administration uses January 5th–or, if this is a Saturday or Sun- 2002. Land acquired before 2002 is shown at a standard value of 1 SEK per square day, the nearest preceding weekday–as the cut-off date for intrastate counterparties. metre. Land acquired in 2002 and after is shown at the actual cost of acquisition. This is in accordance with the National Financial Management Authority’s directive on The Administration has signed an agreement that involves financial leasing regard- Section 10 of the Bookkeeping Ordinance (2000:606). To keep the size of periodization ing certain electrical power installations. These installations have been capitalised items down, the Administration used January 13, 2013 as the cut-off date for external on the balance sheet. The leasing fees agreed upon are shown as a liability. Leased counterparties. This was done as the Administration is a procuring public authority installations are written off according to the principles that apply to the Administra- with a very large influx of invoices, primarily from non-State suppliers. tion’s own fixed assets. Production costs in ongoing investment projects are capitalised as new infrastruc- Exemptions from EAEC regulations ture in progress. The interest is not capitalised during the construction period, as In the letter of appropriations for 2013, the Swedish Transport Administration was grant- appropriation settlement is carried out in line with the construction. The value of ed the following exemptions from the general EAEC rules for government agencies: the Bothnia Line includes interest during the construction period. Design costs for planned investments are capitalised as new infrastructure in progress. Assessment • The Administration was granted an exemption from Chap. 2, Section 6 of the from ongoing investment project to completed infrastructure normally occurs in Capital Supply Ordinance (SFS 2011:210) in accordance with the conditions connection with the installation being put into use. indicated in Item 5: Other Conditions of this letter of appropriation regarding the right to finance infrastructural fixed assets with loans. Buildings, machinery, and equipment Buildings, machinery, and equipment acquired for use in the Administration’s own • The Administration may, without prejudice to the provisions of Chap. 6, Section 1 operations are shown as fixed assets at their historical cost of acquisition. Planned of the Capital Supply Ordinance (SFS 2011:210), receive and distribute non-State write-offs encumber the results and are settled against appropriations. funds that are not of a temporary nature or of lesser scope.

Write-offs • The Administration is granted exemption from Section 25a of the Fees Ordinance Write-offs according to plan are calculated on a linear basis based on the original ac- (SFS 1992:191) as regards regulations on the procedure in the event of more than quisition value of the assets, established after assessing their financial and technical 10% accumulated surplus in fee-financed activities in the field of telecommuni- lifetime within the following intervals: cations and materials supply. The results of this fee-financed activity may, after • intangible fixed assets: 3–5 years being brought forward, be distributed by the Administration to finance track • railway infrastructure: 25–110 years maintenance costs. • road infrastructure: 40 years

The Swedish Transport Administration Annual Report 2013 93 Financial report Notes Notes 1–38 Note 1 Income from appropriations Note 5 Costs for premises TSEK 2013-12-31 2012-12-31 TSEK 2013-12-31 2012-12-31 Appropriations utilised as per appropriation account 40,635,026 40,081,035 379,079 446,203 Appropriations transferred to Administration’s capital for investment in railway and road infrastructure -16,105,900 -17,497,378 The costs for premises in 2013 were 67,123 SEK lower than for 2012. The reason for Reported income from appropriations this is primarily non-recurrent charges during 2012 owing to the redemption of rental according to the statement of earnings 24,529,126 22,583,658 contracts and collocation costs. Of which Operations, income from appropriations 20,576,270 19,136,962 Transfer, funds Note 6 Other operating costs received from the State budget 3,952,856 3,446,696 TSEK 2013-12-31 2012-12-31 Total expenses for current Note 2 Income from fees and other compensation operations and investments 40,771,083 43,503,228 Capitalisation of investment expenses -20,648,713 -23,933,910 TSEK 2013-12-31 2012-12-31 Expenses for current operations 20,122,370 19,569,317 Drivers 396,238 336,346 Track charges 1,110,288 873,625 Fees for maritime transport aid applications 448 529 Note 7 Depreciations and write-offs Total income from statutory operations 1,506,974 1,210,500 TSEK 2013-12-31 2012-12-31 Write-offs Ferries 73,997 79,749 Road and railway infrastructure 8,042,832 7,441,803 Rental of spare bridges 2,490 2,697 Buildings and ground installations 41,555 36,851 Training 64,002 68,430 Improvement expenses for other parties’ real estate 15,900 7,4 0 9 IT and telecommunications services 364,034 455,169 Machines, equipment, means of transport etc. 169,454 156,448 Material Services 1,016,459 1,343,078 Intangible fixed assets 45,801 49,444 Sales of electricity 1,218,378 1,273,903 Total write-offs 8,315,541 7,691,956 Property management 85,349 145,326 Income from larger investment projects 1,231,430 1,612,758 Depreciations Other 1,322,211 1,067,444 Improvement expenses for other parties’ real estate 287 3,134 Total other income 5,378,350 6,048,554 Machinery, means of transport and equipment 48,086 160 Intangible fixed assets 0 23,010 Total income and other income 6,885,324 7,259,054 Ongoing investments 46,566 159,936 Current assets 0 3,978 Total other income above includes the following Total depreciations 94,940 190,218 compensation regulated in Section 4 of the Fees Ordinance (SFS 1992:191): Journals and other publications 229 511 Total depreciations and write-offs 8,410,481 7,882,173 Conferences and courses 64,764 70,330 Premises 62,691 66,345 Note 8 Income from fees etc. and other Service exports 9,406 7,933 income not at the Administration’s disposal Note 3 Financial income and expenses TSEK 2013-12-31 2012-12-31 Application fees for transport exemptions, TSEK 2013-12-31 2012-12-31 statutory 23,543 23,891 Financial income EU subsidies for the Trans-European network, TEN 393,448 211,909 Interest account with the National Debt Office 76,599 85,494 Total 416,990 235,800 Interest on account transferred from Statens järnvägar 3,907 0 Other financial income 18,306 32,610 Note 9 Allocation to/resolution of Total financial income 98,813 118,104 funds etc. for transfer purposes

Financial costs TSEK 2013-12-31 2012-12-31 Interest, loans with the National Debt Office 761,517 518,840 Payments received during the year -5,081 -8,033 Interest account with the National Debt Office 23,917 29,346 Interest income during the year -262 -431 Financial fee, Bothnia Line 0 295,030 Transfers 7,982 10,861 Other financial costs 58,071 60,186 Allocation to/resolution of funds 2,638 2,397 Total financial costs 843,505 903,402 Note 10 Transfers Note 4 Number of employees and wage costs Other funds received for financing grants 2013-12- TSEK 2013-12-31 2012-12-31 TSEK 31 2012-12-31 Funds from industry 0 200 Number of permanent employees at end of year 6,313 6,239 Funds from municipalities 86,469 0 of which men 4,004 3,965 Funds from EU 520 0 of which women 2,309 2,274 Funds from other sources 288,124 348,343 Wage costs 3,137,614 2,984,797 Total funds received 375,114 348,543

Compensation (wages and taxable benefits) have been Funds from municipalities relate to co-financing of subsidies paid out by the paid to the following persons appointed by the Govern- Administration for investments in waterways and ports. Funds from other ment: sources relates primarily to funds from municipalities and regional associations Gunnar Malm, Director-General 1,767 1,659 in west Sweden for co-financing of subsidies paid out by the Administration for Mats Sjöstrand, Board of Directors 101 101 investments in public transportation and municipal infrastructure in connection Kent Johansson, Board of Directors 50 50 with the West Swedish Agreement Sten Nordin, Board of Directors 50 50 Runar Brännlund, Board of Directors 50 50 Subsidies submitted Eva Lindström, Board of Directors as of 2013-07 -01 25 – TSEK 2013-12-31 2012-12-31 Charlotte Wäreborn Schultz, Board of Directors as of 2013-07 State agencies/international organisations 124,835 44,257 -01 25 – State-owned companies/enterprises 426,439 69,931 Magnus Persson, Board of Directors as of 2013-07 -01 25 – Municipalities 1,534,070 1,485,458 Karin Peedu, Board of Directors as of 2013-10-02 13 – Private and municipal businesses/organisations 1,097,726 1,058,012 Johanna Dillén, Board of Directors as of 2013-10-02 13 – Organisations/non-profit associations 78,566 70,120 Marie Winslow Andersson, Board of Directors until 2013- Private roads 1,068,664 1,063,219 06-30 26 50 Other 761 3,248 Sören Belin, Board of Directors until 2013-06-30 25 50 Total subsidies submitted 4,331,062 3,794,246 Marie S Arwidson, Board of Directors until 2012-06-30 – 25 Per Kågeson, Board of Directors until 2012-06-30 – 25 Subsidies for state-owned companies and enterprises relate primarily to investments Elvy Söderström, Board of Directors until 2012-06-30 – 25 in waterways and ports. Subsidies for municipalities relate primarily to investments in public transportation and investments in municipal roads and tramways. Subsidies for private and municipal businesses relate primarily to operation of airports, ferry routes, and the Inland Line. 94 The Swedish Transport Administration Annual Report 2013 Financial report Notes

Note 11 Change in capital for the year Note 12 Intangible fixed assets TSEK 2013-12-31 2012-12-31 TSEK 2013-12-31 2012-12-31 Results from external commissions1 69,863 113,166 Acquisition values carried over 285,186 275,857 Results from statutory operations 29,058 24,975 Acquisitions for the year 660 22,306 Results from Road infrastructure, Svinesund Link 41,681 26,427 Completions of investments in progress during the Total fee-financed operations 140,602 164,568 year 43,228 16,076 Sales/disposals 0 -29,054 Subsidies for investments, Acquisition values to be carried forward 329,073 285,186 railway and road infrastructure 2,197,973 2,185,183 Total subsidy-financed investments 2,197,973 2,185,183 Write-offs carried forward -201,502 -158,101 Write-offs for the year -45,801 -49,444 Appropriation allocation for amortisation regarding Sales/disposals 0 6,043 loan-financed railway infrastructure 131,235 99,396 Accumulated write-offs -247,302 -201,502 Appropriation allocation for amortisation, Residual value according to plan 81,771 83,684 loan-financed road bridges 12,795 12,795 Appropriation allocation for amortisation, Bothnia Depreciations for the year in connection with 0 -23,010 Line 428,669 428,669 disposals/sales Appropriation allocation for amortisation regarding Intangible fixed assets in progress loan-financed road infrastructure 240,000 108,000 Construction in progress carried over 81,418 69,845 Appropriation allocation for capitalised subsidy Acquisitions for the year 27,874 27,833 costs, Traffic agreements 0 10,769 Reclassification to completed construction -43,228 -16,076 Appropriation allocation for amortisation, Svinesund Depreciation of ongoing investments -1,141 -184 Customs Station 15,000 0 Acquisition values to be carried forward 64,924 81,418 Total subsidy-financed amortisations and Total 146,695 165,102 capitalised subsidy costs 827,699 659,629

Profits from shares in subsidiaries and associated companies -196,919 -3 7 23 Interest on commitment payments, subsidiaries and associated companies -42,626 -44,840 Depreciations and write-offs of appropriations and externally financed railway and road infrastructure2 -7,921,23 4 -7,435 7 26 Change in capital regarding phase-out of Statens järnvägar 20,512 0 Total other -8,140,267 -7,484,289

Sum total -4,973,993 -4,474,911

1External commissions are carried out within IT, the Railway Training Centre, Material Services, the Ferry Authority, Rail Vehicle Management and Driving Tests 2Write-off for Svinesund Link road infrastructure, 7,608 TSEK (22,801 TSEK), shown under “Results from Road infrastructure, Svinesund Link”. The low write- off cost for 2013 is due to write-offs that have incorrectly burdened the Svinesund Link since 2005 being corrected in 2013.

Note 13 Infrastructure installations, buildings, land and other real estate

Buildings and Roads Railways ground installations Land Total TSEK 2013-12-31 2012-12-31 2013-12-31 2012-12-31 2013-12-31 2012-12-31 2013-12-31 2012-12-31 2013-12-31 2012-12-31 Acquisition values carried over 186,299,507 175,121,615 158,284,086 140,579,914 1,278,539 1,210,223 667,358 578,182 346,529,490 317,489,935 Acquisitions for the year 0 0 0 0 418 259 177,826 92,905 178,244 93,164 Completions of investments in progress during the year 4,050,860 11,177,892 15,893,855 17,705,872 135,910 84,488 0 0 20,080,625 28,968,251 Sales/disposals 0 0 0 -1,700 -25,820 -16,431 -13,635 -3,729 -39,455 -21,860 Acquisition values to be carried forward 190,350,367 186,299,507 174,177,941 158,284,086 1,389,047 1,278,539 831,549 667,358 366,748,904 346,529,490

Write-offs carried forward -71,110,431 -66,941,123 -46,373,169 -43,101,828 -673,104 -652,417 0 0 -118,156,704 -110,695,368 Write-offs for the year -4,356,003 -4,169,412 -3,272,391 -3,272,391 -41,555 -36,851 0 0 -8,084,387 -7,478,655 Sales/disposals 0 105 0 1,050 23,013 16,164 0 0 23,013 17,318 Accumulated write-offs -75,466,433 -71,110,431 -50,059,999 -46,373,169 -691,646 -673,104 0 0 -126,218,078 -118,156,704

Residual value according to plan 114,883,934 115,189,076 124,117,942 111,910,917 697,401 605,435 831,549 667,358 240,530,826 228,372,787

Financial leasing objects regarding electrical power installations are included under railway infrastructure. The acquisition value for the electrical power installations is 310,887 TSEK and the accumulated depreciation totals 252,436 TSEK. As regards leasing liability, see Note 28.

The Swedish Transport Administration Annual Report 2013 95 Financial report Notes

Note 14 Improvement expenses for other parties’ Note 15 Machines, equipment, means of transport real estate etc. TSEK 2013-12-31 2012-12-31 TSEK 2013-12-31 2012-12-31 Acquisition values carried over 107,746 75,404 Acquisition values carried over 3,344,387 2,828,469 Acquisitions for the year 785 0 Acquisitions for the year 58,873 61,343 Completions of investments in progress during the Completions of investments in progress during the year 47,142 34,376 year 90,507 23,076 Sales/disposals -4,858 -2,034 Sales/disposals -273,253 -22,616 Acquisition values to be carried forward 150,815 107,746 Acquisition values to be carried forward 3,220,513 2,890,272

Write-offs carried forward -39,922 -32,513 Write-offs carried forward -2,539,126 -2,063,778 Write-offs for the year -15,900 -7,409 Write-offs for the year -169,454 -156,448 Sales/disposals 3,471 0 Sales/disposals 202,508 22,328 Accumulated write-offs -52,351 -39,922 Accumulated write-offs -2,506,072 -2,197,899

Depreciations carried over -1,101 0 Depreciations carried over -3,594 -3,435 Depreciations for the year -287 -1,101 Depreciations for the year -48,046 -160 Sales/disposals 1,388 0 48,246 0 Accumulated depreciations to be carried forward 0 -1,101 Accumulated depreciations to be carried forward -3,435 -3,594

Residual value according to plan 98,464 66,723 Residual value according to plan 711,007 688,779

Depreciations for the year in connection Depreciations for the year in connection with dis- with disposals/sales -287 -2,034 posals/sales -48,086 0

Ongoing improvement expenses for other parties’ real estate The acquisition values carried over into 2013 include assets of 454,115 TSEK Construction in progress carried over 26,481 11,357 taken over from Statens järnvägar. Write-offs carried forward include write-offs of Acquisitions for the year 30,292 51,465 341,228 TSEK taken over. These values were not included in acquisition values to Reclassification to completed construction -47,142 -34,376 be carried forward and accumulated write-offs respectively for 2012. Depreciation of ongoing investments -1,066 -1,965 Acquisition values to be carried forward 8,565 26,481

Total 107,029 93,205 Note 16 New construction in progress

Machinery, equipment, means of transport, buildings Road infrastructure Railway infrastructure and ground installations Total TSEK 2013-12-31 2012-12-31 2013-12-31 2012-12-31 2013-12-31 2012-12-31 2013-12-31 2012-12-31 Acquisition values carried over 29,533,582 29,115,998 50,921,211 56,762,417 380,680 212,870 80,835,473 86,091,284 Acquisitions for the year 9,818,429 11,596,286 10,267,320 12,022,531 332,629 237,907 20,416,377 23,856,724 Sales/disposals 0 0 0 -1,024 0 -110 0 -1,134 Reclassification to completed construction -4,050,860 -11,177,892 -15,893,855 -17,705,872 -226,417 -107,564 -20,171,132 -28,991,328 Depreciation of ongoing investments -25,779 -809 -16,689 -156,842 -1,892 -134 -44,360 -157,786 Acquisition values to be carried forward 35,273,372 29,533,582 45,277,987 50,921,211 485,000 342,969 81,036,359 80,797,762

The acquisition values carried over into 2013 include assets of 37,711 TSEK taken over from Statens järnvägar. These values were not included in acquisition values to be carried forward for 2012.

Note 17 Shares in subsidiaries and associated com- Note 18 Inventory and stores panies TSEK 2013-12-31 2012-12-31 Swedish National Road Consulting AB (Sweroad) is owned by the State and Stock at Material Services 571,083 644,208 administrated solely by the Swedish Transport Administration. Svensk-Danska Other stock 2,044 13,099 Broförbindelse SVEDAB Aktiebolag (SVEDAB) is owned by the State. Its shares 573,128 657,306 are owned and managed solely by the Government Offices. The Administration is fully responsible for the capital adequacy guarantee for SVEDAB. Shareholder Inventory and stores consist primarily of stock at Material Services, contributions to SVEDAB for 2013 totalled 195,998 TSEK. See also Note 31. which contains material for maintenance and repair of infrastructure.

TSEK 2013-12-31 2012-12-31 Percentage of Percentage of Note 19 Other receivables result/- result/- Shares and shareholder con- TSEK 2013-12-31 2012-12-31 Shareholder contri- Shareholder contri- tributions Bridge fees, Svinesund 6,967 13,872 butions in subsidiaries butions Claims on suppliers 18,156 47,477 SweRoad -921 -3,723 Other receivables 4,972 3,785 SVEDAB -195,998 0 Total 30,095 65,134 Total -196,919 -3,723

The shares have been valued based on the financial statement for 2013. No dividends were received in 2013. Share purchases of Sweroad were financed with appropriations for road maintenance. Shareholder contributions to SVEDAB were calculate based on the 2013 financial statement.

Specification of holdings of Number of Shares in Acquisition Nominal 2013-12-31 2012-12-31 shares in subsidiaries shares % value, TSEK value, Book value Book value, TSEK TSEK TSEK Swedish National Road ­C onsulting Aktiebolag, 556224-1652, Solna 2,000 100 16,000 100 13,715 14,636

Tunnelpersonalen i Malmö AB, 556553-0234, Malmö 0 25 Total 13,715 14,661

96 The Swedish Transport Administration Annual Report 2013 Financial report Notes

Note 20 Cut-off items Note 23 Administration capital TSEK 2013-12-31 2012-12-31 TSEK 2013-12-31 2012-12-31 Pre-paid costs regarding State capital Pre-paid rent costs 57,366 57,482 Balance carried over 270,505,706 258,166,368 Compensation, traffic agreements for rail traffic 18,462 0 Appropriation funds allocated for investment 16,105,900 17,497,378 Compensation for the Öresund Bridge Consortium 24,438 0 Svinesund Link 31,232 0 Subsidies for the Inland Line 32,250 30,750 State capital transferred from Public Art Agency The City Line project 92,785 96,934 Sweden 0 198 The Northern Link project 20,378 63 Externally transferred funds, previous year 2,185,183 1,171,728 Operational telephony, licenses, etc. 7,554 0 Change in capital, previous year excluding Reinvestments, track replacements 16,060 0 externally transferred funds -6,786,867 -6,329,965 Other pre-paid costs 88,672 93,417 Total 282,041,154 270,505,706 Total 357,965 278,647 Shares of earnings in subsidiaries and Subsidy income accrued associated companies Investments, railways 241,784 229,101 Balance carried over -1,956,470 -1,901,152 Investments, roads 394,999 821,117 Results from previous year, subsidiaries and asso- Other subsidy income accrued 96,499 14,456 ciated companies -3,723 -4,323 Total 733,282 1,064,674 Interest from previous year, subsidiaries and asso- ciated companies -44,840 -50,995 Other income accrued regarding Total -2,005,033 -1,956,470 Sales of electricity 92,544 93,985 Track charges 7,503 8,000 Change The Northern Link project 89,365 81,051 in capital, Claim settlements in accordance with traffic agreements 42,599 10,316 Change in capital brought Adjust- previous Other income accrued 73,763 111,986 forward 2013-12-31 ment year 2012-12-31 Total 305,774 305,338 Balanced results, external commissions 311,370 113,166 198,204 Total cut-off items 1,397,021 1,648,659 Balanced results, statutory operations 51,518 24,975 26,543 Balanced results, subsidiaries Note 21 Settlement of accounts with the Government and associated companies 13,798 0 13,798 Balanced results, road infrastruc- TSEK 2013-12-31 2012-12-31 ture, Svinesund Link 64,139 -31,232 26,427 68,943 Collection Balanced results, Statens järn- Balance carried over -618 -888 Reported against revenue heading (-) -416,990 -235,800 vägar 479,075 479,075 0 0 Collection funds paid Balanced change in capital, Na- to non-interest bearing flow (+) 417,049 236,070 tional Public Transport Agency 0 10,768 -10,768 Receivables/payables regarding Collections -559 -618 Balanced results, interest account 46,273 0 46,273 Appropriation in non-interest-bearing flow Balanced results of Stockholm Balance carried over 20 917 and Gothenburg projects 387 0 387 Reported against appropriation (+) 2,365,094 2,170,315 Total 966,559 447,843 175,336 343,380 Funds attributable to transfers, etc. paid to non-interest bearing flow (-) -2,365,082 -2,171,212 The adjustment is due to a positive balanced result taken over from Statens järn- Receivables/payables regarding appropriations in vägar, and to write-offs and amortisations on the Svinesund Link up through 2012 non-interest-bearing flow 32 20 have been transferred to State capital.

Appropriations in interest-bearing flow Balance carried over 216,912 -1,062,466 Note 24 Funds Reported against appropriation (+) 38,269,932 37,910,720 TSEK 2012-12-31 Appropriation funds transferred to interest account (-) -39,088,395 -36,631,342 2013-12-31 Balance carried over 28,339 30,736 Receivables/payables regarding appropriations Change for the year -2,638 -2,397 in interest-bearing flow -601,551 216,912 Balance to be carried forward 25,701 28,339 Other receivables/payables on the State central Change for the year itemised in Note 9 account Balance carried over 36,303 -18,810

Payments into non-interest-bearing flow (+) 435,100 283,430 Note 25 Provisions for pensions Disbursements into non-interest-bearing flow (+) -2,108,247 -2,163,458 The item “Provisions for pensions and similar obligations” included the commit- Payments attributable to appropriations and revenue ments the Administration has for disbursement of early pensions. The remaining headings (+/-) 1,948,033 1,935,141 commitment at the end of the year was calculated to be 66.7 million SEK as per Balance 274,886 55,113 below. TSEK 2013-12-31 2012-12-31 Other receivables/payables on the State central Provisions carried over 70,843 83,541 account 311,189 36,303 Pension costs for the year 29,823 31,566 Pension disbursements for the year -33,926 -44,264 Total settlement of accounts with the Government -290,889 252,617 Provisions to be carried forward 66,741 70,843

Note 22 Interest account and other balances in the Note 26 Other provisions National Debt Office TSEK 2013-12-31 2012-12-31 TSEK 2013-12-31 2012-12-31 Provisions for environmental measures 433,775 418,619 Balance on interest account 7,5 08,65 4 6,425,029 Provisions for phase-out costs, properties, etc. 1,000 5,689 Other balances 358,622 0 Provisions for repair of deficiencies in the final inspection of railway infra- structure 39,459 49,070 Provisions for staff adjustments, etc. 69,576 45,947 The interest account overdraft granted on the interest account in the National Debt Provisions for damages 550,493 554,089 Office is 3,731,000 TSEK. Provisions for vacant rental premises 0 1,705 Other balances in the National Debt Office 2013 consist of a deposit account trans- Total other provisions 1,094,303 1,075,119 ferred from Statens järnvägar.

The Swedish Transport Administration Annual Report 2013 97 Financial report Notes

Note 27 Loans and other credits from the National Note 31 Contingent liabilities Debt Office Other contingent liabilities Contingent liabilities according to the Swedish Transport Administration Instruc- TSEK 2013-12-31 2012-12-31 tion Ordinance (SFS 2010:185). Loans at start of year 41,717,934 20,985,819 In accordance with Section 7, the Administration is liable for redress pursuant Loans raised during the year 5,067,464 22,899,078 to Chap. 10 of the Environmental Code in cases where the State is responsible for Amortisations for the year -3,044,464 -2,166,963 redress as a consequence of airport operations run by the Swedish Civil Aviation Loans at end of year 43,740,934 41,717,934 Administration and the operations run by the Swedish Road Administration, the Loans raised for financing Swedish Rail Administration and Statens järnvägar. The Administration, through an –Road infrastructure (according to Chap. 7, Section 6 agreement with Svevia AB (formerly Vägverket Production), corporate ID number of the Budget Act) 6,982,001 7,509,796 5567 68-9848, has limited the risk for voluntary dereliction work to 20,000 TSEK –Railway infrastructure (according to Chap. 7, Sec- per year. The Administration shall be liable for handling requirements linked to the tion 6 of the Budget Act) 34,259,241 32,157,910 environmental guarantee in the agreement on the conversion of Statens järnvägar. –Other fixed assets Contingent liabilities according to the letter of appropriations for financial year (according to Chap. 7, Section 1 of the Budget Act) 2,499,692 2,050,228 2013: 43,740,934 41,717,934 In accordance with Point 4.1, Conditions for appropriation 1:2 item 10.2, the Loan framework approved Administration may use sub-item 10.2 for the costs of measures associated –Fixed assets (according to Chap. 7, Section 1 of the with the environmental responsibility of the State within the field of transport. Budget Act) 3,600,000 2,900,000 In accordance with Point 5, the Administration has irrevocably pledged itself on –Other credits (according to Chap. 7, Section 6 of behalf of the State to render a conditional shareholder contribution, when required, the Budget Act) 44,578,000 41,450,000 to Svensk-Danska Broförbindelsen SVEDAB Aktiebolag (SVEDAB), corporate ID number 5564332-9083, so that the company’s own capital will total the registered capital stock. The Administration shall meet this obligation through issuing, when Note 28 Other loans required, a commitment payment to SWEDAB corresponding to the requisite shareholder contribution. Furthermore, the Administration shall annually issue a TSEK 2013-12-31 2012-12-31 Advances, road investments 481,421 807,990 commitment payment to SWEDAB corresponding to the accrued interest on com- Advances, railway investments 610,960 715,239 mitment payments issued. Accrued commitment payments total 2,258,790 TSEK Total other loans 1,092,381 1,523,229 (2,020,166 TSEK), of which the interest for the year on accumulated commitment payments totals 42,626 TSEK (44,840 TSEK). Pursuant to Point 5, the Administration has issued a capital adequacy guar- Note 29 Other liabilities antee to Arlandabanan Infrastructure AB, corporate ID number 556481-2385. Redeeming the capital adequacy guarantee burdens firstly the guarantee reserve TSEK 2013-12-31 2012-12-31 of the National Debt Office, and secondly the funds awarded in the Administra- Debts, financial leasing 78,963 90,087 tion’s appropriations. The National Debt Office may charge the Administration an Guarantee sum withheld 1,098,242 1,121,753 administrative fee for the capital adequacy guarantee. Commitment payment, SVEDAB 2,258,790 2,020,166 Other 119,481 128,993 Total 3,555,475 3,360,998 Note 32 Transfer amounts carried over Debts for financial leasing relate to rental of feeder cables and are due for payment as follows: Pursuant to a Government decision dated 18 December 2012: - no appropriation balance is available for appropriations 1:2 item 1, 1:6 items 1 and 3, 1:7 item 1 and 1:15 item 1. Year - no appropriation balance in excess of 3% is available for appropriations 1:1 items 2014 11,478 2015–2018 48,489 12 and 13, 2018–2025 18,996 1:2 items 8.1 and 11, and 1:3 item 2. Total 78,963 - the entire appropriation balance is available for appropriations 1:1 item 14 and 16, 1:2 items 9 and 10, 1:10 item 5, 1:11 items 3 and 6, and 1:14 items 1 and 2.

Note 30 Cut-off items Note 33 Changes to the allocation for the year TSEK 2013-12-31 2012-12-31 Costs accrued In accordance with the Government decision dated 18 December 2012, the Holiday pay accrued excl. employee benefits 255,270 236,204 surplus in appropriations items that the National Courts Administration and the Staff-related costs accrued 222,998 220,026 Swedish Transport Agency have use of was transferred to the Administration as Expense interest accrued 196,942 136,684 per below: Costs for land charges accrued 408,357 452,100 TSEK Costs accrued, investments in roads 396,286 486,642 appropriation 1:11 item 6 183,240 Costs accrued, investments in railways 412,161 512,347 Costs accrued, operation and maintenance, roads 120,518 183,244 Costs accrued, operation and maintenance, railways 71,452 120,158 Other costs accrued 225,769 202,636 Total 2,309,753 2,550,041

Unused grants Unused grants, intrastate 8,418 3,508 Unused grants, interstate 25,209 135,570 Total 33,627 139,078

Other pre-paid income Pre-paid rental income 42,411 50,713 Pre-paid income, investments 6,168 4,633 Pre-paid income, maintenance 5,069 50,713 Other pre-paid income 5,147 7,49 9 Total 58,795 58,213

Total cut-off items 2,402,175 2,747,332

The item “Unused grants, intrastate” is expected to be fully utilised within a time period of three months to one year.

98 The Swedish Transport Administration Annual Report 2013 Financial report Notes

Note 34 Transfer amounts to be carried over Note 36 Comments regarding appropriation results The utilisation of appropriation credit for all appropriation items is within the avail- Deviations in Deviation able credit limit. The transfer amounts to be carried over that are reported involve allocation for the % utilising the available appropriation credits as follows. TSEK year–net costs TSEK Available–appro- Utilised–appropria- Appropriations item for the year1 Appropriation priations credit tions credit Transfer amounts 1:1 16.1 Investments in the national plan deviation (frame- 1:1 Item 12 9,480 8,830 work) -649,915 -12 % 1:1 Item 13 4,680 9,271 Implementing ongoing investments according to an effective rate 1:1 Item 14.1 106,100 61,085 of production makes the net costs exceed the funds allocated. 1:1 Item 14.2 0 93,157 1:1 Item 16* 2,067,220 1,447,038 1:1 16.2 Investments in regional plan (framework) 260,793 9 % 1:2 Item 1 0 6,000 Lags in the planning process. 1:2 Item 8.1 159 2,735 1:2 Item 9 41,700 29,062 1:1 16.3 Operation and maintenance (framework) 229,481 2 % 1:2 Item 10* 1,465,195 -338,480 0 Lower costs are due to the need for remedial measures 1:2 Item 11 3,210 170 being less than estimated. 1:3 Item 2 41,463 56,963 1:1 16.4 Interest and repayment of loans for roads 81,290 21 % 1:6 Item 1 0 36 Lower cost than estimated owing to low level of interest. 1:6 Item 3 210 1 1:7 Item 1 83,100 20,662 1:1 16.5 Bearing capacity, frost-proofing and reconstruc- 1:10 Item 5 34,850 263,984 tion (framework) 198,810 11 % 1:11 Item 3 4,000 15,321 Lags owing to increased requirements in the planning process. 1:11 Item 6 0 960,985 1:14 Item 1 7,300 44,174 1:2 1 Land registration costs 6,000 100 % 1:14 Item 2 0 0 Funds allocated were not used during the year 1:15 Item 1 0 2,547 Total 3,868,667 -338,480 3,022,022 1:2 8.1 Establishment of train and railway plans (framework) 2,579 49 % Lower costs owing to reduced case volume. * 1:1 item 16 and 1:2 item 10 are individual items 1:2 10.1 Investments in national plan (framework) 195,213 3 % Operations planned to reduce the Item 16.1 547,700 -864,001 credit utilisation carried forward. Item 16.2 287,400 556,520 Item 16.3 1,014,120 1,188,310 1:2 10.2 Operation, maintenance and traffic management Item 16.4 39,200 395,857 (framework) 615,482 7 % Item 16.5 178,800 170,352 Of extra appropriations allocations during the year, approx- 2,067,220 1,447,038 imately 600 million SEK were used to regulate previous credit utilisation. Item 10.1 561,200 -407,539 Item 10.2 701,295 -396,688 1:2 10.3 Interest and repayment of loans (framework) -443,522 -54 % Item 10.3 202,700 465,747 Lower cost than estimated owing to low level of interest. 1,465,195 -338,480 Appropriations funds will be redistributed during the year.

The Swedish Transport Administration utilises the indicated credit regarding 1:10 5 EU subsidies, TEN (framework) -44,948 -13 % appropriation items 14 and 16 respectively under appropriation 1:1 and appropri- Lower results as a consequence of postponed subsidy pay- ation item 10 under appropriation 1:2 with the distribution to sub-items that the ments from the EU. Administration finds reasonable, without exceeding the total appropriation credit for the respective appropriation items. 1:11 3 Congestion charges: Admin – portion to the Swedish Transport Administration 3,944 10 % The annual cost has not yet reached previously planned levels.

Subsidies for the Trans-European network 1:11 6 Congestion charges Stockholm – surplus con. The following subsidies from the EU have been paid out to the Administration for charges, portion to the Administration (framework) 225,352 31 % financing projects within the Trans-European Network. Funds that came in during the year have not been used, but TSEK 2013-12-31 2012-12-31 will be needed for the project in the coming years. Construction of the Northern Link, Stockholm 27,052 38,926 Construction of the City Tunnel, Malmö 0 26,072 1:14 1 Congestion charges: Admin – portion to the Reconstruction of Malmö Central station 0 20,057 Swedish Transport Administration 44,174 61 % Studies concerning infrastructure in the Baltic region, The annual cost has not yet reached previously planned levels. Baltic Transport 2,085 0 Construction for completion of the Haparanda Line 12,674 0 Upgrade of the system for ocean transports, Port of 1:15 1 Phase-out of SJ – portion to the Administration 2,547 22 % Gothenburg 0 27,361 The net cost for the phase-out of Statens järnvägar has been Intelligent Transport Systems (ITS) project, EasyWay 0 4,579 capped. Construction of the E20–E6 road connection including new bridge, Gothenburg 0 51,423 Note 37 Operation, costs Upgrade of E6, Trelleborg-Vellinge 22,925 0 Studies and construction of double-track railway, TSEK 2013-12-31 2012-12-31 Operational costs according to the statement of Gävle–Sundsvall 0 15,795 Safety studies (tunnel) concerning the Stockholm earnings -34,640,094 -33,345,107 Adjustment for items not affecting liquidity Bypass 0 6,062 –depreciations and write-offs fixed assets 8,410,481 7,882,173 Planning the West Link, Gothenburg 0 21,634 –capital loss on disposal of fixed assets 8,485 2,061 Introduction of the ERTMS system standard in Sweden 11,922 0 Total costs affecting liquidity -26,221,128 -25,460,873 Construction of rail freight depot at Rosersberg com- bined traffic terminal 13,183 0 Construction of railway bridge (Marieholm) to Port of Note 38 Income from fees and other compensation Gothenburg 10,038 0 TSEK 2013-12-31 2012-12-31 Studies for expansion to four-track standard between Income from fees and other compensation, according Flackarp and Arlöv 15,497 0 to statement of earnings 6,885,324 7,259,054 Subsidies for vehicle owners for ERTMS on-board Adjustment for items not affecting liquidity equipment 19,019 0 –capital gains on disposal of fixed assets -28,095 -79,295 Upgrade of harbour infrastructure, Port of Luleå 940 0 Total income affecting liquidity 6,857,229 7,179,759 Completion of railway tunnel, Hallandsås 260 17 8 0 260,178 0 Total reported against revenue heading 395,513 211,909 Note 39 Subsidies obtained for operations and investments Appropriation 1:10 EU budget-financed support for Trans-European networks was settled in 2013 with a total of 393,447 TSEK. From previously received subsidies TSEK 2013-12-31 2012-12-31 regarding upgrades to the E6 between Trelleborg and Vellinge, 2,066 TSEK was Operation 104,640 163,848 paid back to the EU during the year, amounting to a variance of the same amount Investments 2,197,973 2,185,183 between the appropriation settlement for the year and the report against the Total subsidies obtained for operations and investments 2,302,613 2,349,031 revenue heading, respectively. The Swedish Transport Administration Annual Report 2013 99 Financial report Notes

Note 40 Connection between the Income and expenditure account and the Financial report

Operat- Statement of earnings Balance sheet ing volume Operations Transfer Investments

Table 17 Cash Revenue Income Income Income Grants Funds Appro- Capital- Appro- Loans from from from paid from priation ised priation grants subsi- appropri- other dies for ations sources invest- ments Planning in the transport system 770 740 14 3 723 31 1 30 Table 19

More effective use of the trans- 902 769 403 2 393 133 133 port system, Table 21

Maintenance, Table 25 16,445 14,118 1,353 25 4 12,740 82 82 2,245 1,953 288

Traffic management, traffic 2,592 2,591 37 1 2,553 1 1 operation, and other operations, Table 29

Rebuilding and new construc- 21,089 2,935 2,042 54 2,194 839 307 307 17,8 47 14,153 1,500 tion, Table 30

Disbursement of subsidies, 4,173 406 406 3,767 86 3,681 support, and co-financing, Table 42

Contract work, Table 17 2,861 2,861 2,930

Governance and supervision, 1,067 1,064 15 14 1,036 3 3 Table 17

Total operations 49,899 25,484 6,794 99 2,198 18,690 4,323 87 4,236 20,092 16,106 1,788

Other items that affect the statement of earnings

Write-offs, road and railway infrastructure 7,932 10

Appropriation allocation for amortisation 828 regarding loan-financed road and railway infrastructure

Financial costs and revenue 1,149 93 6 1,050 283 -283

Road charges, Svinesund Link 41 82

The Personalised Number Plate Fund 8 8

Results from shares and participation, and 240 interest costs for stakeholder companies SVEDAB and SweRoad

Phase-out of Statens järnvägar 9 9

Change in capital regarding phase-out of -17 4 Statens järnvägar

Total other 9,353 190 6 1,886 8 291 -283

Total 34,837 6,984 105 2,198 20,576 4,331 378 3,953

Net change in capital for the year -4,974 Signing of the Annual Report Borlänge, 18 February 2014

We certify that this annual report provides a true and fair picture of the results of operations and of costs, revenue and the economic position of the agency. We further judge that the internal governance and supervision of the agency are satisfactory.

Mats Sjöstrand Gunnar Malm Runar Brännlund Chairman Director-General

Johanna Dillén Kent Johansson Eva Lindström

Sten Nordin Karin Peedu Magnus Persson

Charlotte Wärneborn Schultz

100 The Swedish Transport Administration Annual Report 2013 Auditor’s report

Auditor’s report for the Swedish Transport Administration

Regarding the Annual Report The Swedish National Audit Office has examined the 2013 Annual Report for the Swedish Transport Administration dated 18 February 2014. Agency management responsibility for the Annual Report The management of the Administration is responsible for drawing up an annual report that provides a true and fair picture in accordance with the Annual Report and Budget Ordinance (SFS 2000:605) and in accordance with the instructions, letter of appropriation, and other decisions concerning the agency. The management is also responsible for internal governance and supervision it deems necessary for drawing up an annual report that does not contain substantial inaccuracies, whether due to irregularities or errors. Responsibility of the auditor It is the responsibility of the National Audit Office to comment on the annual report based on its audit. The National Audit Office has conducted its audit in accordance with the International Standards of Supreme Audit Institutions for financial audits. This standard requires that the National Audit Office follow professional ethical standards and that it conduct the audit so as to achieve a reasonable level of assurance that the annual report does not contain substantial inaccuracies. An audit entails obtaining audit evidence, through various measures, of the amounts and other infor- mation in the annual report, and that the management, in its administration activities, is following the applicable regulations and specific decisions. The auditor chooses which measures to carry out, such as assessing the risks for substantial inaccuracies in the annual report, whether these are due to irregulari- ties or to errors. In this risk assessment, the auditor observes those parts of internal governance and supervision that are relevant to how the agency draws up the annual report in order to provide a true and fair picture. The purpose is to design review measures that are suitable with regard to the circumstances, but not to make a statement about the effectiveness of the agency’s internal governance and supervision. An audit also entails an evaluation of the suitability of the accounting principles used and of the reason- ableness in the agency management’s estimations in the report, as well as an evaluation of the overall presentation in the annual report. The National Audit Office believes that the audit evidence obtained is sufficient and suitable as grounds for its statement. Statement In the opinion of the National Audit Office, this annual report provides in all essential aspects a true and fair picture of the financial position of the Swedish Transport Administration as of 31 December 2013, and of its results and financing for the year according to the Annual Report and Budget Ordinance (SFS 2000:605), budget documentation, instructions, letter of appropriation, and other decisions concerning the agency.

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

Leif Lundin Anita Nilsson

The Swedish Transport Administration Annual Report 2013 101 Board of Directors

Board of Directors

1. 2. 3. 4. 5.

6. 7. 8. 9. 10.

11. 12. 13. 14.

1. Mats Sjöstrand 3. Runar Brännlund Vice Chair of the Swedish Fiscal member of the Swedish Com- Sören Belin Chair, former Director-General Professor of Economics, Umeå Policy Council; Board member petition Authority Council for (on the Board until 30 June Chair of the Board of Sida, University; Board member of of the Swedish Financial Super- procurement issues 2013), former CEO, Green Chair of the Board of the the Swedish Research Council visory Authority; Chair of Eva Cargo; member of the Board of Swedish Authors’ Fund, Chair Formas Chair of the Swedish Lindström Consulting AB 9. Magnus Persson Directors, Connecta AB; of the Board of the University of National Institute of Economic Regional Director, Region member of the Board of Gävle, board member of Arbets- Research’s Scientific Council 7. Sten Nordin Örebro Directors, RoadCargo AB förmedlingen on environmental economics, Finance Commissioner and Chair alternate Board member of the of the City Executive Board, City 10. Charlotte Wäreborn Schultz Marie Winslow Andersson 2. GUNNAR MALM Umeå School of Business and of Stockholm; Chair of the Crisis Chief Executive Officer, X2 (on the Board until 30 June Director-General of the Swedish Economics Management Committee; Chair Kollektivtrafik AB; chair of Rese- 2013), Head of Sustainable Transport Administration of Stockholm City Hall; Chair of kortet i Sverige AB; chair of The Development, Svenska retursys- Chair of Malm & Partners AB, 4. Johanna Dillén Mässfastigheter i Stockholm AB; Service and Market Oriented tem AB Chair of Malm & Partners HB, Head of Town Planning, Täby Chair of Stockholmsmässan AB; Transport Research Group Chair of European Infrastructure Municipality Chair of the Board of Directors of (SAMOT), Karlstad University; Managers (EIM), board member the Stockholm Region EU Office; member of the European Union Staff representatives of Directors of the Conference 5. Kent Johansson Vice Chair of Stiftelsen Electrum; Committee, UITP; of European Directors of Roads Member, European Parliament; executive board member of the member of the European Execu- 12. Charlotte Olsson (CEDR), member of the Euro- Chair of Johansson Sweden Stockholm School of Economics; tive Committee, UITP; member SEKO pean Board of the International Consulting AB; Chair of the In- member of the Swedish Asso- of Södersjukhuset, Stockholm Union of Railways, board mem- terest Organization for Popular ciation of Local Authorities and County Council 13. Airi Aspman Larsson ber of AB Svensk Bilprovning Movement Folk High Schools Regions; alternate board member ST of Kungsträdgårdens park & 11. Charlotta Lindmark 6. Eva Lindström evenemang AB Secretary for the Board of 14. Christina Eklööf Former national auditor; Chair of Directors Chief Legal Advisor Saco the Swedish Agency for Health 8. Karin Peedu for the Swedish Transport and Care Services Analysis; Interim Department Head, Administration. Stockholm County Council;

102 The Swedish Transport Administration Annual Report 2013 Management group

Management group

1. 2. 3. 4. 5.

6. 7. 8. 9. 10.

11. 12. 13.

1. GUNNAR MALM 4. Stefan Engdahl 7. Charlotta Lindmark 10. Jan Pettersson 13. Agneta Wargsjö Director-General Head of Business Area Invest- Chief Legal Advisor, Head of the Head of Business Area Main- Head of the Strategic Develop- ments Legal Matters and Plan Review tenance ment central function 2. Caroline Ottoson central function Head of Business Area Traffic 5. Bo Friberg 11. Per Sjöstrand Management, Deputy Direc- Head of the Finance and Control 8. Katarina Norén Head of Business Area Major tor-General central function Head of the Procurement and Projects Logistics central function 3. Wiveca Dahl 6. Christer Hårrskog 12. Torbjörn Suneson Head of the Human Resources Head of the Communication 9. Mathias Persson Head of Business Area Market central function and Information Management Head of the IT and Planning central function central function

The Swedish Transport Administration Annual Report 2013 103 www.trafikverket.se T T elephone: +46 771-921 921, TTY 921, 771-921 +46 elephone: rafikverket, 781 89 B 781 rafikverket, O orlänge ffice address: R address: ffice : 010-123 50 00 00 : 010-123 50 öda vägen 1 vägen öda

swedish transport adminisration. Publication number: 2014:054, ISBN 978-91-7467-579-5. may 2014. PRODUCTION: grafisk form. PRINT: Ineko AB. Photo: Mostphotos, Bildarkivet.se, Trafikverket photo archive.