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Yta för bild

Broschyrnamns

exempel

Denna yta för rubrik vid

behov

Statement

2013

Edition 9-12-2011

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This edition contains revisions and updates as described below and replaces previous editions. Update Introduced Original edition 9-12-2010

Table of contents.

3 Infrastructure ... 2 3.1 Introduction ... 2

3.2 Extent of the rail network ... 2

3.2.1 Boundaries ... 2

3.2.2 Connecting rail networks ... 2

3.2.3 Additional information about the rail network ... 2

3.3 Description of the infrastructure ... 4

3.3.1 Geographical overview ... 4

3.3.2 Characteristics ... 5

3.3.3 Traffic control and communication systems ... 7

3.4 Traffic restrictions ... 8 3.4.1 Special infrastructure ... 9 3.4.2 Environmental restrictions ... 11 3.4.3 Dangerous goods ... 11 3.4.4 Tunnels ... 11 3.4.5 Bridges ... 12

3.5 Availbility of the infrastructure ... 12

3.6 Operating stations for the exchange of passengers ... 14

3.7 Freight terminals ... 14

3.8 Facilities ... 14

3.8.1 Train formation locations ... 14

3.8.2 Holding tracks ... 15

3.8.3 Maintenance and service facilities ... 15

3.8.4 Fuel depots ... 15

3.8.5 Technical facilities ... 16

3.8.6 Other facilities ... 16

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3

Infrastructure

3.1

Introduction

According to the Railway Act, the infrastructure manager’s network statement for the rail network must contain details of the available infrastructure.

Detailed technical information in the form of maps can be downloaded from the

karttjänsten’) on Trafikverket’s website.

In the event of there being any contradictions between the map service and texts in the network statement, the text in the network statement takes precedence.

Some routes are specified with the station name in parentheses. The actual information then applies to the station border.

3.2

Extent of the rail network

3.2.1

Boundaries

The map service shows the rail network with neighbouring countries under the heading ’Angränsande större infrastrukturförvaltare’ (Major neighbouring infrastructure managers).

3.2.2

Connecting rail networks

Parts of the Swedish rail network are managed by Inlandsbanan AB, Öresundsbro Konsortiet and A-train AB (Arlandabanan [Arlanda Express]). For minor

infrastructure managers such as local authorities, ports and industrial firms, see the Swedish Transport Agency’s websit

3.2.3

Additional information about the rail

network

3.2.3.1Major changes to the infrastructure

Major changes to the infrastructure during the period of validity of the network statement:

- Blekinge kustbana, new siding Ångsågsmossen (only passing track, no exchange of passengers)

- Kust till kust-banan, Alvesta–Växjö–Kalmar, measures to increase capacity (stations Åryd and Örsjö)

- Kust till kust-banan, renovation works Emmaboda–Karlskrona central (traffic start in June 2013)

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- Hässleholm–Ballingslöv–Hästveda–Osby–Killeberg–Älmhult–Diö– Vislanda–Alvesta–Gemla, new stations for exchange of passanger (traffic start in 2013)

- Värmlandsbanan, Skåre–Kil, new passing stations Stenåsen and Klingerud (traffic start in 2013)

- Freight Line (Godsstråket) through Bergslagen, Motala–Mjölby (train/bus station included at Motala central and Skänninge, traffic start in 2013) - Nynäsbanan, Västerhaninge–Nynäshamn, extension of double track to

Tungelsta (traffic start in December 2012)

- Ostkustbanan, Gävle–Sundsvall, new stations with siding

- Södertälje centrum–Södertälje hamn, extension of double tracks and functional adaption at marshalling yard (traffic start week 49, 2012) - Malmbanan, new freight yard in Kirunavaara (traffic start in 2013) - Skelleftebanan, Bastuträsk–Skelleftehamn, ERTMS E3 (traffic start in

2013).

3.2.3.2Part of the rail network covered by TEN (Trans European Network)

The rail network is broadly divided into three main groups: TEN high-speed network, TEN conventional network and the national network (sub-TEN).

The map service provides an overview of the TEN affiliation for the Transport Administration’s rail network. The regulatory framework of the TEN-affiliation is shown in BVS 810.10.

TEN high-speed network (TEN-HS)

The high-speed network comprises normal main lines (main tracks) for international traffic for high-speed services on the so-called ’Nordic Triangle’, along the following lines:

- Malmö–Katrineholm–Södertälje Syd (South) Övre (Upper)– Stockholm– Sundsvall (except the Arlandabanan)

- Malmö–Göteborg via Västkustbanan

- Göteborg–Trollhättan via Nordlänken (the Northern Link) - Göteborg–Katrineholm, including Karlstad–Laxå.

In addition, all normal train lines at Stockholm central are also included. The division of TEN-HS does not form a part of the normal main lines on multi-track routes which are normally only used by public transport services.These multi-tracks and divergent main lines and sidings are normally classified as non-TEN.

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TEN the conventional network (TEN-CR)

The conventional network (TEN-CR, Conventional Rail) includes normal main lines on

- Malmbanan - Haparandabanan

- Stambanan through upper Norrland - Botniabanan

- Ådalsbanan, Sundsvall central–Västeraspby - Norra stambanan

- Mittbanan

- Freight Line (Godsstråket) through Bergslagen

- Värmlandsbanan, Karlstad central–Charlottenberg–(Oslo) - Trollhättan–Kornsjö–(Oslo)

- Södra stambanan, Åby–Nyköping–Järna

- Freight Line (Godsstråket) through Skåne, including the line (Malmö marshalling yard)-Lockarp

- Ystadsbanan, Lockarp–Ystad

- Öresundsförbindelsen (The Öresund Link), including Lernacken-(Malmö central).

The division of TEN-CR does not form a part of the normal main lines on multi-track routes which are normally only used by public transport services. These tracks and divergent main lines and sidings are normally classified as non-TEN.

The National Network (sub-TEN)

The national network covers the remaining parts of the railway network that do not belong to the TEN network as described above.

3.3

Description of the infrastructure

3.3.1

Geographical overview

A broad description of the Swedish rail network is presented in the map service. In some instances, the information is divided up for individual lines. Trafikverket’s rail network, with its division into lines, is illustrated in the map service. The basic data for the map service are presented in annex 3.4. More information relating to the division into lines is available in BVS 810.10 ”Individual lines, rail lines and TEN-classification”.

3.3.1.1Types of track

The map service shows where Trafikverket has double-track sections and multiple-track sections and multiple-tracks under construction.

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3.3.1.2Track gauge

The track gauge is 1.435 mm. Some of the tracks on Haparanda marshalling yard are built with the Finnish track gauge 1.524 mm, see annex 3.1.

3.3.1.3Stations and nodes

The distance between operating stations can be measured by using the map service.

3.3.2

Characteristics

3.3.2.1Loading gauge

The loading gauge is the lateral and vertical space within which the rolling stock and load must be accommodated.

All traffic that exceeds the technical norms should be driven as exceptional transport. This does not just apply to the load gauge, but also track axle load and maximum weight per meter (see section 3.3.2.2). Shipments/loads carried with a loading gauge greater than SE-A and SE-B are to be dealt with as a exceptional transport.

Vehicles that meet the requirements for loading gauge SE-A (maximum width 3,400 mm, maximum height 4,650 mm) can operate over the entire network except for the Kiruna–Riksgränsen line, where only vehicles that meet the requirements for loading gauge SE-B (maximum width 3,400 mm, maximum height 4,300 mm) can operate.

These loading gauges apply under certain defined conditions and are linked to formulas for determining the maximum permitted load size and vehicle size. These rules differ from the norm for international traffic, UIC 505-1, which is widely used in the rest of Europe. Most loads and vehicles dimensioned according to UIC 505-1 can often be used on the Swedish rail network.

Loading gauge SE-C (maximum width 3,600 mm, maximum height 4,830 mm) is a new, larger loading gauge which is being introduced on all new lines. Traffic with loading gauge SE-C will be classed as exceptional transport.

The European loading gauges GA and GB are included in the loading gauge SE-A. The European loading gauge GC is included in the Swedish loading gauge SE-C and is therefore handled as a exceptional transport. None of the European loading gauges are included in the loading gauge SE-B.

Transports in accordance with the UIC 596-6, ’Transfer of road vehicles to railway carriages’ handled until further notice as exceptional transports, see sections 2.5 and 5.4.5.1. Technical data about these loading gauges can be found in figure 3.3.

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Rök 1220 1220 1495 1495 1575 1575 690 700 130 33 00 10 00 43 00 430 12 00 36 40 10 10 46 50 A B 1700 1700 C 1220 1495 1575 1800 130 430 870 48 30

Figure 3.3 The Swedish loading gauges 3.3.2.2Load capacity of the track

Two parameters define the load capacity of a track: maximum permitted axle load (STAX, unit: tonnes) and maximum permitted vehicle weight per metre (STVM, unit: tonnes/m). The map service shows details of permitted loads for different routes of line, with regard to axle load and weight per metre, which is specified as the track’s line class. The map service reports the line classes for 2, 3 and 4 axle rolling stock and the line classes and maximum permitted velocity (sth) for 6 axle rolling stock. The line classifications follow the international line classifications in accordance with SS-EN 15528:2008. Transports in excess of the current line class are classified as exceptional transports, see section 2.5.

The same applies to shipments with STAX greater than 22.5 tonnes or metre weight exceeding 6.4 tonnes/metre.

Every track has a STAX value which indicates the amount of load that each axle is allowed to exert on the track. In Sweden, STAX 22.5 tonnes is standard for most tracks, but Trafikverket is gradually upgrading the network for STAX 25. Currently, STAX 30 tonnes is only allowed with four-axle bogie wagons on specially upgraded routes of track.

Every track has an STVM rating which indicates the highest permitted vehicle weight per metre. In Sweden, the most common figure is STVM 6.4 tonnes/metre. Generally, track is being upgraded to STVM 8.0 tonnes/metre at the same time as upgrading to STAX 25 tonnes. On the Malmbanan and on the Boden central–Luleå section the permitted vehicle weight is 12.0 tonnes/metre.

3.3.2.3Gradients

Annex 3.6 provides information about the steepest gradients for each line. 3.3.2.4Highest permitted speed

Annex 3.5 shows the maximum permitted speed per line/route and the estimated average speed with and without percentage excess. The greatest permitted speed

Loading gauge SE-C

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for each line describes the speed that applies for a certain section of the line, but this does not necessarily mean that the stated speed applies to the line as a whole. 3.3.2.5Maximum train lengths

According to the Swedish Rail Agency’s traffic regulations (JvSFS 2008:7), the permitted train lengths are stated with reference to the brake group:

- brake group P/R: 730 metres - brake group G: 880 m.

The above regulations do not mean that the infrastructure generally allows these train lengths. The allowed train lengths will be determined as part of the capacity allocation process.

3.3.2.6Power supply

A large part of the rail network is electrified. Trains obtain their power supply from an overhead contact wire which delivers a nominal voltage of 15,000 volts at 16 2/3 Hz. The map service shows which lines that are electrified. For information about the requirements to be met by pantographs, see BVS 543.330.

Vehicles with the so-called EU pantograph (1 600 mm wide) may only be used on the Nässjö–Alvesta stretch of line. During new construction and major upgrading, Trafikverket aims to upgrade the contact wire system for both the EU pantograph and the standardized Nordic pantograph. Distance between operating stations can be found by using the map service.

3.3.3

Traffic control and communication systems

3.3.3.1Signalling systems See sections 3.3.3.2 and 3.3.3.4. 3.3.3.2Traffic control

Main Tracks

Traffic is monitored and controlled operationally by train dispatchers (signalers) who operate points and signals at the stations. The various types of traffic control systems provide different levels of technical support for the dispatcher and for certain systems, even technical protection for the traffic. The map service shows where these traffic controls are used.

There is a traffic safety instruction for the various traffic control systems. It states how traffic is to be conducted in normal and abnormal situations.

The traffic systems are described in the Swedish Rail Agency’s traffic regulations (JTF) JvSFS 2008:7.

Other tracks

At some stations there are sidings, with or without signal controls, where vehicle movement is operated as shunting.

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3.3.3.3Communication systems

Trafikverket has introduced a new European standard railway radio

communication system. The system is specially adapted for the railways. The network doesn’t cover following lines:

- Skövde–Tibro - Mellerud–Bengtsfors - Bollnäs–Furudal - Snyten–Kärrgruvan - Jörn–Arvidsjaur.

The introduction of GSM-R facilitates communication between drivers and train dispatchers. The map service shows the routes with access to GSM-R.

3.3.3.4ATC

The ATC (Automatic Train Control) system has been installed on almost every railway that carries passenger services; see the map service. The system monitors whether trains are travelling at the right speed and prevents a train passing a signal which is therefore in danger if the driver fails to react.

There are stations that do not have ATC, but which are nevertheless included in longer routes of line equipped with ATC. These are Borås central, Gävle marshalling yards, Göteborg central, Kil, Kisa, Landskrona freight yards, Luleå, Mora, , Sävenäs marshalling yards, Trelleborg, Vetlanda, Vimmerby and Värnamo.

The map service shows the routes that have ATC. 3.3.3.5ETCS

ETCS (European Train Control System) is a European standard for ATP

(Automatic Train Protection). ETCS together with GSM-R, eurobaliser and radio blocking centres make up ERTMS (European Rail Traffic Management System).

ETCS together with STM (Specific Transmission Module) replaces ATC equipment in vehicles and allows the vehicles to operate everywhere in the

Swedish railway network, irrespective of whether the infrastructure is designed for ERTMS or the older ATC system.

The map service shows the routes used by ERTMS, traffic systems E2 and E3.

3.4

Traffic restrictions

Temporary traffic restrictions may occur as a result of damage to the infrastructure (caused by a railway accident, flooding or similar incident). In addition, external conditions such as leaf slip may lead to vehicle weight restrictions. Traffic restrictions also apply because of the nature of the infrastructure and the type of traffic.

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3.4.1

Special infrastructure

The following routes are reserved for passenger services in accordance with Chapter 6, § 3 of the Railway Act:

- (Helsingborg´s freight yard)–Landskrona Östra (East)

- Helsingborg central (train station) – (Helsingborg’s freight yard) - Maria–(Helsingborg’s freight yard)

- Kävlinge–Lund

- Malmö central–Hyllie–Lernacken/Svågertorp (The City Tunnel is not adapted for diesel traffic).

Operation on these routes is subject to the following conditions: - There must be no overhanging load.

- The train sets must be composed in such a way that the trains can operate on these routes without problems, with regard the gradient conditions. - All rail vehicles must comply with the technical requirements that apply

for loading gauge, tractive power and braking capacity.

Written permission must be obtained from Trafikverket before diverted traffic is planned.

There is alternative infrastructure which is adapted to freight traffic for traffic on the above routes.

- Freight traffic between Helsingborg’s freight yard and Landskrona östra (East) is carried out via Rååbanan–Freight Line through Skåne and Västkustbanan, Kävlinge–Landskrona östra.

- Freight traffic between Helsingborg central (train station) and

(Helsingborg’s freight yard): the restriction applies to Helsingborg central (train station) which is situated in a tunnel and explains why no alternative route is relevant. See also below route for through traffic.

- Freight traffic between Maria and Helsingborg’s freight yard is carried out via Skånebanan. Long-distance traffic is carried out via the Freight Line through Skåne and Skånebanan.

- Freight traffic between Kävling and Lund is carried out via the Freight Line (Godsstråket) through Skåne and Södra stambanan, or in exceptional cases via Rååbanan-Skånebanan and Södra stambanan.

- Freight traffic from Malmö freight yard is driven westward through Fosieby and Lernacken and on to the Öresund bridge (Öresundsbron) or in the direction of Ystad/Trelleborg.

3.4.1.1Routes where special conditions apply

Certain routes currently carry little or no traffic. If applications for capacity are received to operate on these routes, Trafikverket must first carry out an inspection to determine the standard of the track, and then inform the applicant of the conditions for the operation of traffic and of any restrictions that will apply.

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The routes in question are: - Vetlanda–Åseda

(Maintenance has ended.) - Östervärn–Brågarp

(The highest permitted speed on this stretch of line is 20 km/h. Operations on the line must be reported in advance to the signaller. Barriers must be lowered manually at three level crossings.)

- Kvillsfors–Järnforsen - Karpalund–Hanaskog

(Maintenance will come to an end – it is an ongoing process.) - Emmaboda–Karlskrona central

(The route will be taken out of service in December 2011 to be converted to the traffic system H. The track will be taken back into service in June 2013.)

- Skövde–Tibro

(Maintenance has ended.) - Mellerud–Bengtsfors - Bofors–Strömtorp - Daglösen–Filipstad - Munkedal–Lysekil

(Maintenance will come to an end – it is an ongoing process.) - Gamla Tortuna–Tillberga

- Bollnäs–Furudal - Snyten–Kärrgruvan

- Söderhamns västra–Marmaverken

(The route has been taken out of service 2012-2016 for renovation. From 2016 the stretch of line between Söderhamns västra - Kilafors is expected to be fully operational.)

- Malung–Malungsfors - Lomsmyren–Vika - Jörn–Arvidsjaur

- Morjärv–Karungi–Haparanda

(The route is closed and the maintenance has been discontinued when the new railway Bredviken-Haparanda was put into operation.)

- (Råtsi)–(Kiruna central)

(The route is closed to traffic in 2012 in connection with the new route via Kirunavaara-Peuravaara.).

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3.4.1.2Routes with traffic restrictions during certain times of the year

Some routes are either closed to traffic or heavily restricted in terms of axle load and speed. This applies during some parts of the year. The lines in question are:

- Kil–Torsby (The facility is rundown. In the spring, substantial problems with, among other things, the thawing of frozen soil/frost heaving may make that part of the route untrafficable from a safety point of view.) - Mellerud–Bengtsfors (The infrastructure is rundown. Poor macadam

ballast reinforcement work may cause the track to move, with changes in track gauge as a result. There are also some moveable bridges that are in poor condition.)

- Bofors–Strömtorp (The facility is rundown, with poor macadam ballast reinforcement work /track superstructure and drainage.)

- Forsmo–Hoting (The facility is rundown, with poor macadam ballast reinforcement work /track superstructure and drainage. This causes problems such as lifting by frost ’frost heaving’ and the thawing of frozen soil, poor track stability and soil erosion. This may lead to restrictions in track capacity, such as speed reductions – general or partial. In extreme cases, following inspection, the track/route may have to be closed to traffic.).

3.4.2

Environmental restrictions

New diesel-operated services are not allowed on the following routes (see government decision, journal number M95/4651/8):

- Östervärn–Fosieby–Lockarp–Lernacken.

Diesel traffic may be permitted in certain cases, but an application for exemption from the government decision is required in each instance. Trafikverket will decide whether the traffic in question can be allowed, bearing in mind the government decision. Further traffic restrictions for passenger services may be announced later.

3.4.3

Dangerous goods

The stipulations described in section 2.6 apply to the carriage of dangerous goods. - Dangerous goods must not be transported through Helsingborg central

(train station).

- Dangerous goods must not be transported through the Glumslöv tunnel. For those routes there is alternative infrastructure for the carriage of dangerous goods. See section 3.4.1.

3.4.4

Tunnels

Passenger trains and freight trains should not occupy the Glumslöv tunnel at the same time. Apart from that, there are no special restrictions other than those described in sections 3.4.1 and 3.4.3.

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3.4.5

Bridges

Train services usually have right of way on openable bridges before shipping. Trafikverket intends, as far as is possible, to coordinate their schedules with shipping times according to existing arrangements.

Test operations with fixed opening times that are synchronized with shipping are underway, and during these times, shipping has right of way. Test operations are being carried out on Göta älv (Göteborg Marieholmsbron, Vänersborg’s railway bridge and Trollhättan’s railway bridge). Synchronised opening times are already in use at the canal of Södertälje.

3.5

Availbility of the infrastructure

For more information regarding the planned major engineering works (PSB) for 2013, see annex 3.2.

For track works to be regarded as planned major engineering works, one of criteria 1–3 must be met. Different criteria apply in cases A–D.

A – Line with heavy traffic

A single-track line that carries 51 or more trains per day and a double-track line that carries 76 or more trains per day.

A1: The work involves completely closing the line for more than 3 days (72 hours).

A2: The work involves closing the line for part of the day for more than 5 consecutive days and at least 30 trains per day are affected.

A3: The work involves single-track working for more than 10 days, affecting at least 30 trains per day with a delay of more than five minutes per train. This refers only to the direct effect of the work on the delay. When the train reaches its final destination, the delay may have increased owing to a shortage of capacity.

B – Line with moderate traffic

A single–track line that carries 16–50 trains per day and a double-track line that carries 16–75 trains per day.

B1: The work involves completely closing the line for more than 5 days (120 hours).

B2: The work involves closing the line for part of the day for more than 7 consecutive days and at least 10 trains per day are affected.

B3: The work involves single-track working for more than 14 days, affecting at least 30 trains per day with a delay of more than five minutes per train. This refers only to the direct effect of the work on the delay. When the train reaches its final destination, the delay may have increased owing to a shortage of capacity.

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C – Line with light traffic

Single-track line carrying 0–15 trains per day.

C1: The work involves completely closing the line for more than seven days (168 hours).

C2: The work involves closing the line for part of the day for more than 14 consecutive days and at least 5 trains per day are affected.

D – Station yards

D1: The work results in a shortage of capacity for more than five consecutive days, with the consequence that at least five trains per day are cancelled or that at least 20 trains per day are each delayed by at least 20 minutes.

In addition to the above criteria, several minor engineering works can be classed together as one major engineering works. This applies if the total effect of the works is the failure of particularly sensitive turnarounds or if the effect of the works on the traffic becomes significant for some other reason. Experience from previous annual timetables is used when assessing this.

During the timetable period, a number of larger projects are underway that cannot be defined as PSB, or which meet the criteria for PSB which are judged as not possible to adapt to train path applications. These projects may restrict the

available capacity of the infrastructure. Examples of this are track availability and choice of platform. Speed reductions, both temporary and permanent, may also occur. Major traffic disturbances of this nature can be expected mainly in

Stockholm and Gothenburg, and the Southern Main Line and Western Main Line (Södra stambanan and Västra stambanan).

The following are projects with the greatest impact on traffic:

- a package of measures for Stockholm/Mälardalen, new tracks through Stockholm (the Citybanan rail link)

- Stockholm, Norra länken, road bridges completed - Södertälje hamn, double track extension

- Mälarbanan, quadruple track extension Barkarby–Kallhäll - Ockelbo–Gävle, bridge change

- Lund, new footbridge

- Mjölby–Nässjö, change of overhead catenary - Älmhult–Alvesta, track change

- Göteborg, change of interlocking (Work ongoing, being carried out in stages)

- Västkustbanan, platform extensions (major impact on traffic in Hede) - Skattkärr, rebuilding of marshalling yards

- Laxå–Partille, track change, change of overhead catenary etc. - Katrineholm–Baggetorp, track change.

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3.6

Operating stations for the exchange of

passengers

Stations with the possibility for the exchange of passengers are shown in the map service.

3.7

Freight terminals

The map service presents the ports and loading areas where Trafikverket has a railway connection (for current charges, see 6.3.3.2).

Interchanges with a rail connection to a loading area in the form of a loading dock or loading surface (free load track) are presented in Annex 3.1.

3.8

Facilities

3.8.1

Train formation locations

Trafikverket offers capacity for holding and train formation for the railway

undertakings and traffic organisers, see section 5.3. For the train formation service, see section 5.4.4.

Train formation location is the general term for locations (stations) where trains are formed and unformed. This can refer either to freight or passenger trains.

There are two types of train formation locations: marshalling yards and other station yards. The preconditions that apply to these two types are described briefly below:

Marshalling yards have the following four features:

- lead track

- automated switching

- hump with entry and/or exit group - direction tracks.

Marshalling yards are divided into categories 1 and 2 as follows:

- Marshalling yard category 1 with target braking installation: Malmö, Helsingborg, Sävenäs, Hallsberg, Sundsvall, Ånge, Gävle and Borlänge; see the map service.

Marshalling yard category 2 without target braking installation: Trelleborg, Nässjö, Västerås västra (West), Jönköping freight yard, and Tomteboda; see the map service.

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Other station yards

Other station yards are available at stations, and are defined based on compliance with the following two points:

- one or more sets of points - one or more tracks. 3.8.1.1Marshalling yards

The table shows the tracks where the service capacity at the marshalling yard is provided, see section 5.3.5.

Marshalling yard

Station-signature Track included in marshalling yard

Jönköping freight yard Jögb 1–12, 40–42 Helsingborg Hb 11g–35g, 73g–82g Borlänge Blg 10–31 Västerås West Våv 5–14, 201–204 Hallsberg marshalling yard Hrbg 11–18, 21–28, 31–38, 41–48, 201–211, 301–309 Trelleborg Trg 9–18, 91 Tomteboda Tm 10–30, 32r, 33r, 40–42, 50–52 Sävenäs marshalling yard Sär 101–110, 1–33, 51–53 Malmö freight yard Mgb 14–39 Ånge marshalling yard Åg 11-31, 102–106 Gävle freight yard Gäb 102–119 Sundsvall

marshalling yard Suc 5–7, 10–14

Nässjö

marshalling yard N

5–7, 9, 10r–31, 33–36, 53–57, 62–64, shunting, hump track

3.8.2

Holding tracks

Annex 3.1 presents the available capacity for Trafikverket’s tracks for the services holding, access to electricity (heating posts) and loading areas.

For information about parking tracks under the Swedish Rail Agency’s traffic regulations (JvSFS 2008:7) refer to the route book (www.trafikverket.se/route book).

3.8.3

Maintenance and service facilities

For information on maintenance and service facilities, see section 5.3.8.

3.8.4

Fuel depots

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3.8.5

Technical facilities

In Göteborg (Gothenburg) Skandiahamnen, at tracks 31-35, Trafikverket provides a facility for brake testing. It can be used to recharge air to the main pipe in the brake system, for leakage tests and brake tests as well as maintenance recharges of sets of rail carriages that are connected together. Trafikverket provides the facility, but not staff. You must have completed the requisite training in order to use the facility. For more information on training, contact Trafikverket, see Annex 1.1.

3.8.6

Other facilities

See section 5.3.8 for information. 3.8.6.1Detectors

Trafikverket has various types of stationary detectors for technical inspection of railway vehicles. They are used mainly to maintain safety, but also to protect the track from being damaged. In the event of an alarm, Trafikverket is entitled to take necessary action. The fact that detectors exist does not exempt the railway

undertakings from their responsibilities.

The detectors consist mostly of hot box and dragging brake detectors, but there are also a number of wheel damage detectors with weighing facilities and checking the carbon slippers on pantographs and the upward pressure on pantographs.

The map service shows where the detectors are and what function they have. See also section 5.5.3 and section 6.3.5.4

3.8.6.2Tracks for the measurement of noise from vehicles Trafikverket has tracks for vehicle noise measurement, see section 5.5.4.1, which are located between Landskrona and Kävlinge, on the section of the railway line 938, km 30+225 to 30+355, down track.

The line has been equipped with rail dampers to meet the requirements for attenuation (reference to charge, see section 6.3.5.5).

3.9

Planned development of the

infrastructure

The projects described below are based on the following documents: - The National plan of Transport System 2010–2021 (2011:067) - Swedish ERTMS implementation plan, dated 27-09-2007.

Only projects valued at more than SEK 100 million are listed below. For more detailed information see the source documents.

The ability to carry out these projects depends on the funding allocated to Trafikverket by parliament in annual budget decisions.

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The following major capital projects will take place during 2012-2014:

- Blekinge kustbana, siding Ångsågsmossen

- Kust till kust-banan, Alvesta–Växjö–Kalmar, measures to increase capacity

- Kust till kust-banan, Emmaboda–Karlskrona central, measures to increase capacity

- Malmö central, City Tunnel, ERTMS being rebuilt (delayed, no schedule available at present)

- Pågatåg, new stations for exchange of passengers Markarydsbanan, Skånebanan, Kust till kust-banan and Södra stambanan

Hässleholm–Ballingslöv–Hästveda–Osby–Killeberg–Älmhult–Diö– Vislanda–Alvesta–Gemla, traffic start in 2013

Hässleholm–Vinslöv–Önnestad–Kristianstad–Fjälkinge–Bromölla, traffic start in 2014

Hässleholm–Bjärnum–Vittsjö–Markaryd, traffic start in 2014 - Västkustbanan, Hallandsås, railway tunnel

- Västkustbanan, Förslöv (Lingvallen)–Ängelholm

- Freight Line (Godsstråket) through Bergslagen, Motala–Mjölby (including bus/train station Motala and Skänninge)

- Göteborgs central, change of signal interlocking system

- Värmlandsbanan, Skåre–Kil, passing stations Stenåsen and Klingerud - Norge/Vänerbanan, Göteborg–Trollhättan, double tracks

- Västkustbanan, Almedal–Kungsbacka, platform extension - Västra stambanan, Partille–Alingsås, platform extension - Citybanan, Stockholm

- Norra stambanan, Söderhamns västra–Kilafors, increased capacity, stax 25, load profile C

- Nynäsbanan, Västerhaninge–Nynäshamn, extension of double track to Tungelsta

- Kilafors–Söderhamns västra, renovation work - Ostkustbanan, Gävle hamn

- Ostkustbanan, Gävle–Sundsvall, passing stations

- Ostkustbanan, Rosersberg, connection combined terminal - Ostkustbanan, Skutskär–Furuvik, double tracks

- Södertälje centrum–Södertälje hamn, extension of double tracks and functional adaptations to marshalling yard

- Harghamnsbanan, upprustning

- Ostkustbanan, Gamla Uppsala, double tracks Svartbäcken–Samnan - Mälarbanan, increased capacity Tomteboda–Kallhäll

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- Bergslagsbanan, Falun, train/bus station

- Haparandabanan, new railway line Kalix/Bredviken–Haparanda - Malmbanan, Abisko, extension of marshalling yard

- Malmbanan, Kirunaprojektet, new railway line including new marshalling yard Kirunavaara

- Malmbanan, passing stations Kaisepakte and Kopparåsen - Skelleftebanan, Bastuträsk–Skelleftehamn, ERTMS E3

- Stambanan through Övre Norrland, Sävastklinten, new station with passing tracks

- Stambanan through Övre Norrland, Umeå central, bus/train station

- Stambanan through Övre Norrland, Vännäs norra, new station with passing tracks

During the period 2012–2014 the following major investment projects are planned:

- Kontinentalbanan, Malmö–Trelleborg, adaptation passenger services - Skånebanan, Hässleholm–Åstorp, renovation work

- Svealandsbanan, Södertälje hamn–Eskilstuna, passing tracks and double tracks Strängnäs–Härad

- Södra stambanan, Flackarp–Arlöv, extension of tracks

- Göteborgs hamnbana, increased capacity: Marieholmsbron and double tracks across Göta älv

- Harghamnsbanan, Örbyhus–Harghamn, ERTMS E3 - Ostkustbanan, SkutskärFuruvik, double tracks

- Ostkustbanan, Gamla Uppsala, double tracks Svartbäcken–Samnan - Ostkustbanan, Gävle hamn

- Ostkustbanan, Rosersberg, connection combined terminal - Mälarbanan, increased capacity Tomteboda–Kallhäll - Bergslagsbanan, Falun, train/bus station

- Malmbanan, Luleå–Riksgränsen,introduction of ERTMS - Ådalsbanan, Sundsvalls hamn–Tunadalspåret

- ERTMS Regional (E3) introduced on a number of lines with low traffic levels.

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During the period2015–2019the following major investment projects are planned:

- Godsstråket genom Skåne, Åstorp–Teckomatorp, passing tracks, remote blcoking system, sth 160 km/tim

- Skånebanan, Helsingborg–Hässleholm, renovation work

- Södra stambanan, Norrköping, connection combined terminal Händelö - Västkustbanan, Helsingborg, Södertunneln

- Västkustbanan, Varberg–Hamra, extension of double tracks (tunnel including train/bus station)

- Västkustbanan, Ängelholm–Maria, extension of double tracks - Bergslagsbanan, Ställdalen–Hällefors, measures to increase capacity - Godsstråket genom Bergslagen, Hallsberg–Degerön, double tracks - Värmlandsbanan, Kil–Laxå, new passing tracks

- Värmlandsbanan, Kil–Laxå, track change - Norge/Vänerbanan, Gamlestaden and Lödöse

- Västra stambanan, Göteborg–Skövde, selective efforts for more efficient rail traffic

- Västra stambanan, Sävenäs marshalling yard, new entrance and design - Västlänken

- Bergslagsbanan, Falun, bus/train station

- Dalabanan, Uppsala–Borlänge, measures to increase capacity

- Norra stambanan, Kilafors–Holmsveden, measures to increase capacity - Malmbanan, Rensjön, passing station

- Malmbanan, Lakaträsk, Koskivaara, Ripats och Lappberg, extension of passing stations and preparation for ERTMS

- Ådalsbanan, Sundsvalls central, accessibility and bus/train station - ERTMS Regional (E3) introduced on a number of lines with low traffic

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