Banverket’s Annual report 2009 The Annual Report Banverket must submit an annual report to the Government not later than 22 February each year, in accordance with the ordinance on annual accounts and budget documentation (2000:605). The accounts must refer to the most recently completed financial year, in this case 2009. Some figures are accompanied by additional figures in brackets. Unless otherwise indicated the figures in brackets are the figures for the previous year. As the annual report includes many monetary amounts, the abbreviations SEK thousand (thousands of Swedish kronor), SEK million (millions of Swedish kronor) and SEK billion (billions of Swedish kronor) are used. Contents Director-General’s comments on the past year 4 Summary of operations during the year 6 Banverket’s operational areas 8 Developing Banverket’s railway network 9 Delivery of train paths 19 Sectoral duties and administration 26 Transport policy goals and results 32 Function goals – an accessible transport system 33 Consideration goal – safety, health and environment 44 Other reports 50 Banverket’s Profit Centres 56 Banverket Production 59 Banverket ICT 60 Banverket Railway Training Centre 61 Banverket Material Services 61 Employees 62 Financial Accounts 67 Income and expenditure account 68 Balance sheet 69 Appropriation account including presentation of authorisation 70 Funds statement 72 Summary of key figures 73 Notes 74 Signing of the Annual Report 80 Auditors’ Report 81 Board of Directors and Management Group 82 The Swedish railway network Brief facts about the railway 2009 1 Operated track (track-kilometres) 11 866 km Double tracks and multiple tracks (track-kilometres) 3 716 km Electrified track (track-kilometres) 9 780 km Normal track width 1 435 mm KIRUNA Highest point: the national border at Storlien 601 m above sea level Lowest point: the track tunnel in Helsingborg 8 m below sea level Number of railway bridges 3 781 Iron Ore Line Longest bridge: Igelsta BridgeRailway in Södertälje 2 1402009 m Highest bridge: Igelsta Bridge in Södertälje 48 m Haparanda Line Number of tunnels 147 Total length of tunnel 82 km Longest tunnel: Namtalls Tunnel 6 001 m Fibre-optic cable 12 000 km Sweden’s first railway 1856 LULEÅ First railway with electrically-powered trains 1895 Last steam locomotive on SJ taken out of operation 1972 Swedish speed record, Regina 2008 303 km/hour Main Line through Upper Norrland CO2 emissions, Stockholm – Gothenburg Train 0.4 kg Inland Line Private car 44.5 kg Commercial aircraft 6 000 kg 1) Relates solely to Banverket’s rail network. UMEÅ Botnia Line Ådalen Line ÅNGE SUNDSVALL Central Line Northern Main Line East Coast Line GÄVLE Bergslagen Line BORLÄNGE Dala Line Freight Line through Bergslagen Värmland Line Arlanda Line KIL VÄSTERÅS Mälaren Line STOCKHOLM Norway/Vänern Line Nynäs Line HALLSBERG SÖDERTÄLJE Svealand Line Sala-Eskilstuna-Oxelösund Line Älvsborg Line NORRKÖPING Western Main Line FALKÖPING Southern Main Line GÖTEBORG Jönköping Line NÄSSJÖ West Coast Line ALVESTA HALMSTAD Coast-to-Coast Line Freight Line through Skåne HÄSSLEHOLM Skåne Line MALMÖ Öresund Line Board of Directors Internal Audit Director General Operations Division Banverket ICT Investments Division Banverket Training Centre Market and Planning Unit Banverket Material Services Expert and Development Unit Business Support Unit Banverket in Brief The task railways and light railway systems. Infrastructure Banverket is tasked with managing the Banverket will co-ordinate, provide support The Swedish railway network comprises state railways so that passengers and and be a driving force in relation to the some 11 900 kilometres of track currently freight arrive in a fast, secure and environ- other parties involved. Banverket leads and in service. The state network administered mentally friendly manner. This manage- follows up developments in the rail sector, by Banverket makes up about 80 percent of ment responsibility includes delivering assisting the Government and Parliament the total railway network in Sweden. The train paths by producing and selling capa- on issues that concern the entire rail trans- other parts are administered by compa- city on the tracks to railway companies port system. Banverket strives to achieve nies, local authorities or associations. and traffic organisations. Banverket will the transport policy goals. The infrastructure also includes the approx- also develop the state-owned railway net- imately 12 000 kilometre long network of work by planning and expanding the net- fibre-optic cables that are laid alongside work for current and future passengers The organisation the tracks. The fibre-optic network provides and purchasers of transport. During 2009 Banverket had approximately the railways with secure telecom, data and In addition to this administrative 6 300 employees, of whom 3 500 worked signal services. Spare capacity is hired out respon sibility, Banverket holds sectoral within the production units. The produ- to companies and authorities for data com- respon sibility for the rail transport system cing unit Banverket Production was priva- munication and mobile telephony. in Sweden, which covers not only conven- tised at the end of the year 2009/10 and tional railways, but also underground became part of Infranord AB. 3 Director-General’s comments on the past year amongst municipalities, regions, trans - port companies, freight transport ope- rators and – not least – from political representatives. Another new record for passenger traffic I am delighted to be able to report that performance this year has exceeded all expectations and goals: customers and employees alike are more satisfied and punctuality is better than in the previous year. Safety levels are very satisfactory and operations are performing in line with plans. Passenger traffic on the rail- way reached, once again, a new record level and freight traffic, in an international comparison of traffic development, did relatively well despite the downturn. Major savings for tax-payers were made possible due to competent handling of procurement and exposure to competition and, at the same time, we are building more than ever before. I take great pride The end of 2009 saw the completion of Transport Services) worked intensively and satisfaction in these results. Banverket’s twenty-second business year. on the co ordination and rationalisation At the end of 2009, however, the rail- During the year, considerable resources of important functions. The collaboration way was put to the test by freezing con- were allocated to further improving the on these services was directly linked to ditions, gales and snow. Sites as well as quality and reliability of delivery and ser- organisation committee’s initiative to vehicles were affected by traffic disrup- vice to the railway’s customers. Our vision create the Swedish Transport Admini- tions, which were unfortunate and un- during the year has been to run an optimal stration in order to gain the greatest acceptable. Despite the delays caused by and appropriate operation, characterised possible benefits from the work being traffic disruptions, I still believe that the by satisfied customers and contented staff done. Many of my colleagues and I have railway, on the whole, performed well who are able to develop in their work – also been considerably involved in the under circumstances which were some- and see Banverket as a favourable research and investigative work, which times so severe that traffic for several employer. Banverket’s employees are is an essential determining factor for means of transport was brought to a its most valuable resource. whether or not the Transport Admini- complete standstill both in Sweden The co-operation between Banverket stration is to perform efficiently from the and abroad. and the Swedish Road Administration has very first day of operation. We are happy to state that the efforts also been a strong focal point during the The work on drawing up measures and Banverket has made in recent years to in- year. The collaboration was initiated a few action plans has also dominated Banverket’s crease robustness and raise winter prepa- years ago and developed rather slowly in operations during 2009. Banverket has, in redness have yielded good results, despite the beginning, but its efforts overall collaboration with other traffic authorities, shortcomings in network capacity and regarding different transport means submitted the joint proposal “National plan wear and tear at certain sites. Within were successful and accelerated after for the transport system 2010-2021” to the Banverket’s areas of responsibility, we the new infrastructure action plan was government. It is a joint measures and have helped to reduce traffic disruption drawn up. Banverket and The Swedish action plan for transport overall, detailing by conducting preventative maintenance Road Administration have rapidly investments in transport infra structure and providing faster assistance. Another become more closely connected as a for the coming years. The plans included sig nificant factor is the close contact and result of creating joint hubs within a developing agreements with various co- co operation between the railway compa- number of administrative functions, financers of important projects. It is very nies in difficult situations. In total, Ban- not least within IT. The projects: Sam- clear, after preparing the pro posed plans, verket committed about SEK 4 billion more hällsbyggare i samverkan (Building Public that there is