Future Transportthe Magazine for Elmia Nordic rail and Elmia Future transport no. 1 • 2010

Future Transport

MaJor scandinaVian inVestMent in railways

10th anniversary of controversial denmark-sweden bridge

expanded infrastructure brings economic growth

2 Future Transport

Future transport – nordic rail news no. 1 – 2010published by Elmia and the registered mail magazine for the fairs Elmia Nordic Rail and Elmia Future Transport.

Publisher: Jörgen NyströmProduction: Mediaspjuth AB, www.mediaspjuth.se

Cover: Port of GothenburgPrint: NRS Tryckeri

Distributed to the customer by mail. Edition: 2,100

paving the way on the nordic marketThe magazine you are holding is a special English edition of Future Transport – Nordic Rail News. With a circulation of around 14,000 copies four times a year in the Nordic countries, the magazine is produced by the people behind the Elmia Nordic Rail and Elmia Future Transport trade shows. The aim is to give you an idea of what is happening in the Nordic region in terms of infrastructure development.

And there certainly are a lot of exciting developments right now. National transport plans have been finalised in Norway, Denmark and Sweden, and a total of over 110 billion euros will be spent on various projects over the next 10 years. Major investments in rail-ways in particular are already being planned or under way.

One hot topic in Sweden and Norway at the moment is whether or not to invest in high-speed trains. This is a tough issue, as high-speed trains would entail massive investment in two countries with a large land area and a small population. Moreover there is Nor-way’s challenging topography to consider, with its fjords and mountains. On the positive side are the benefits of regional expansion, and of course lower carbon dioxide emissions should more people decide to take the train rather than travelling by road or air.

In recent years, the general debate about future infrastructure solutions has focused more and more on the railways in particular. Not that remarkable really, considering that rail-bound traffic has to feature strongly if we are to achieve a sustainable transport system. Even so, I am convinced that also in the future we will be dependent on all modes of transport, and this is why intermodal solutions are the key to success.

In just over a year’s time – October 2011 – it is once again time for the Elmia Nordic Rail and Elmia Future Transport trade shows, which jointly pave the way for exciting intermodal meetings. I do hope to see you there. As I said before, there are a lot of excit-ing developments on the Nordic market right now.

Jörgen Nyström, Project Manager Elmia Nordic Rail and Elmia Future Transport

Editorial

Future Transport

Future Transport 3

4 Major infrastructure investments in Scandinavia

6 10th anniversary of Denmark-Sweden bridge

8 Planning the Fehmarn Belt link

10 Good infrastructure positive for labour market

11 New minister for Danish infrastructure

12 Transporting single consignments by rail – it’s possible

13 Transport ministers sign co-operation agreement

14 Xrail to boost freight transport

15 Norway continues inquiry into high-speed tracks

16 Swedish supermarket chain invests in its own trains

18 Finland’s future vision for logistics

19 Proactive freight strategy sought

20 Improved logistics a key issue for IKEA

21 Guest contributor: Lars Lindblom, Swedish Rail Industry Group

Table of Content no. 1 • 2010

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NordiC INFRASTRuCTuRE

Major investments in transport in scandinaviathe expansion of transport routes will be a major area of investment in the Scandinavian countries over the next decade. ambitious transport plans have been presented in all three countries over the past 18 months. and a high proportion of the investments will be made in new transport routes in the shape of roads, railways and bridges.

Close to a trillion Swedish, Norwegian and Danish kronor will be invested to improve the infrastruc-ture in Scandinavia over the next ten years. This is clear from the national transport plans being devel-oped in each country. The plans may vary, but they all highlight the railway as a very important part of future infrastructure for more efficient and more eco-friendly transport.

in sweden 50 billion euros will be invested up to 2021, mainly in areas surrounding the two larg-est cities, Stockholm and Gothenburg. 10 billion euros is being invested in Stockholm with the con-struction of several major road links to relieve traf-fic in the city. Much of the construction takes the form of tunnels. Investments are also being made in public transport, such as the new City Line, a six-kilometre commuter train tunnel through the capital. 6.1 billion euros is being invested in the Gothenburg region including several major tunnel projects, motorways, a new bridge over the Göta river and railway expansion. However, the invest-ments are not restricted to the big cities. In order to improve freight traffic several investments are also being carried out in routes and railways in rural areas.

“We want to pave the way for growth and enter-prise throughout Sweden,” says Minister for Com-munications Åsa Torstensson.

large sums are also being invested in Denmark. Here green freight transport is a high priority and 20 billion euros will be invested over the next 10 years to create a more efficient and more eco-friend-ly transport system. Only 1 percent of all national transport is currently by rail, something the govern-ment wants to change. Transferring more cargo to railway and shipping is an important part of this process. Tangible investments include the railway expansion between Rødby and Ring sted, and the increased capacity on the track between Ringsted and Copenhagen. 7 billion euros is also being invested in railway track on the fixed link across the Fehmarn Belt. These investments jointly comprise one of Europe’s biggest railway projects.

consTrucTion for The Fehmarn Belt project is scheduled to begin in 2013, and before then many important decisions need to be made, the main one being whether to make the link a bridge or a tunnel.

“We expect to be able to present finished propos-als at the end of the year. But nothing is decided yet, instead we are examining both options on equal terms,” explains Peter Lundhus, Managing Direc-tor of Femern A/S, which is handling planning and preparation for the project.

Lundhus is convinced that a direct link with the continent will have a major impact on the whole of Scandinavia.

“The success of the Oresund Region with the Oresund Bridge, which was built ten years ago, serves as a clear example,” he says.

denmark has declined the suggestion of high-speed tracks. In Sweden and Norway, however, future investment in high-speed tracks is still under investigation – indeed, the political debate on the subject can get very lively. In Norway the challenges and costs involved in this kind of project are greater due to the mountainous landscape. Major invest-ments over the next few years are therefore targeted at improvements to the existing railway system and reducing travel times on national roads. In Norway’s 2010–2019 national transport plan, over 40 billion euros in total is being invested in transport and traf-fic. When it comes to the railway, the most impor-tant investment over the next few years is the expan-sion of double tracks on the busy routes between Skien, Halden and Lillehammer. In rural districts road transport is often the only option.

“It is important to view road, rail and ports from the same overall perspective. In places where rail is not a good solution, investments in roads will be increased. It is crucial to invest the right resources in the right place at the right time,” says Norway’s Transport and Communications Minister, Magnhild Meltveit Kleppa.

in all Three counTries, investment in mainte-nance and modernisation of the infrastructure, par-ticularly on the railways, has long been reactive rather than proactive. But with the new transport plans, tre-mendous effort is going into renewing and improving transport routes for freight and passenger services. What’s more, the projects will bring important projects for contractors and employment for many people. In Sweden, the planned investments are expected to create 20,000–25,000 new jobs a year.

tExt: KARIN MARKS

Photo: DAN hoLMqVIST, PoRT oF GoThENBuRG

5Future Transport 5Future Transport

Major investments in infrastructure will be carried out over the next 10 years in Denmark, Norway and Sweden, accord-ing to the national transport plans. The Port of Gothenburg is very important to freight transport into and out of Sweden. Freight from the port’s ‘cargo commuter trains’ is increas-ing in scope, and a new bridge here is one of the prioritised investments in Sweden’s national transport plan to enable more freight to be transferred to rail.

NordiC INFRASTRuCTuRE

6 Future Transport

Controversial, criticised – and praised. ten years have passed since the opening of the oresund Bridge between Sweden and denmark, and there is hardly any trace of the firm opposition of old. instead there is a touching consensus that the fixed link is positive for the region.

During the Swedish-Danish meeting of ministers in Limhamn, southern Sweden, in the summer, the 10th anniversary of the bridge across the Sound between Sweden and Denmark was commemorated. Sweden’s Minister for Foreign Affairs Carl Bildt was one of the people in attendance. He wanted to see for himself what changes the decision to build the Oresund Bridge has brought about in the region. When the decision was originally made, opponents of the bridge talked about nightmare scenarios with lower water flows through the Sound, and the death of aquatic flora and fauna. In Carl Bildt’s govern-ment at the time, the leader of Sweden’s Centre Party Olof Johansson resigned his position as Minis-ter for the Environment in protest against the deci-sion to build the bridge.

But the criticism came to nothing. Several researchers at Lund University and its Faculty of Engineering have looked at how the Oresund Bridge has affected the region. Kjell Andersson, research engineer, is one of them:

“I was against the bridge being built to start with. But as the Oresund Bridge management listened to the criticism from the word go, the bridge was designed in a very environmentally friendly way. For example, all its columns below water are covered by mussels, which in turn means other flora and fauna also thrive there. When the wind power farm at Lillgrund was subsequently built, the builders drew on the experiences gained from the Oresund Bridge project. It is possible to build in an eco-friendly way in water if you do it properly and don’t rush.”

The poliTical consensus on the Oresund Bridge is now firmly established. This is clear from a phone survey made by Sveriges Radio to some of the 149 regional politicians in Skåne province. None were critical or even sceptical. Instead the comments included “An amazing bridge between two countries”.

The City of Malmö’s Insikt report on ten years of the Oresund Bridge and looking at what the next step is also extols the effects of the bridge. It states that the Oresund Bridge is positive for Malmö’s development and has helped make the city an important growth engine in the Oresund Region. Malmö’s accessibility has been improved, which in turn makes it more attractive and fosters growth. Companies and tourists alike are attracted to the city. The city tunnel under construction also con-

tributes to the increased accessibility, but the oppor-tunities for a new fixed link between Malmö and Copenhagen should also be looked into, according to the report.

If there remains any hint of criticism, it is in employers’ frustration that a change in rules on taxation in the region is still being delayed. For example, a Danish employer currently risks also having to pay Swedish employer fees if an employee in Denmark moonlights in Sweden.

one of sweden’s biggesT daily newspapers, Svenska Dagbladet, wrote a critically scrutinizing article to coincide with the 10th anniversary of the bridge, and it suggested that integration in the area is not at all as hoped. That not even the majority of people living in Skåne and Zealand can talk about a cohesive Oresund Region. Instead Malmö currently displays several characteristics of a suburb: one-way commuting and lower house prices. Each weekday 18,000 people commute from Sweden to Denmark for work. And in the other direction, a mere 600.

But there was an immediate response from the newspaper’s readers. The people of Malmö rate their bridge highly. “Sweden, Denmark and Skåne – they’re all winners with the bridge.”

tExt: GABRIELLA MELLERGåRDh

Photo: ShuTTERSToCK

The Oresund Bridge is celebrating its 10th anniversary and, despite what the critics thought, the waters surrounding the bridge actually support more plant and animal life than before the bridge was built.

Ten years of the oresund Bridge

NordiC INFRASTRuCTuRE

Future Transport 7

“We need stronger political integration between

Denmark and Sweden, with some degree

of legislative harmonisation, and between

Copenhagen and Malmö to get the cities to

grow together. The introduction of the euro as

a common currency would mean a lot, along

with a further two fixed links, one in the north

and a high-speed link between Copenhagen

and Malmö.

“The next stage should be an upgrade of

Copenhagen and Malmö’s political and eco-

nomic collaboration as the two major engines

for development. This could involve joint owner-

ship of assets such as land and companies. It

could also entail a joint public transport strategy

and stronger political collaboration.

“There will be more fixed links, it’s just a

question of when. high-speed trains should be

decided on jointly by Sweden, Denmark, Nor-

way and Germany since all countries have part

of the stretch of railway to ensure Scandinavia

can be linked to the continental European high-

speed network. It’s

about reasonable

risk sharing and the

best possible yield

from the project,

as well as support

from the Eu TEN-T

programme, and this

can only be achieved

if the countries work

together.”

what are the most important issues for continued regional development on both sides of the sound? We asked Swedish and Danish representatives to give their views of the future.

Michael Svane, transport CEo, Confederation of danish industry:

Birgitte Steenstrup, analyst, oresund Committee:

“The most important

aspect for regional

development is that we

increase the power of

innovation and preserve

and develop areas

where we are strong

such as life science,

cleantech and materi-

als science. We should

exploit the advantages of the border region to

make the benefit more universal. That’s why it’s

important that planning is done in co-operation,

for instance when it comes to infrastructure

and town planning. Also, the labour market

should function seamlessly across the Sound.

“The next stage should be cheaper transport

across the Sound, also for students, as well as

a solution for the border obstacles that impede

integration.

“There is a great need for a new fixed link

between Sweden and Denmark. Projections

show that the oresund Bridge’s capacity does

have limitations. A fixed link between Elsinore

and helsingborg, for instance, would help

enable greater integration in the north of the

region. It’s important to consider sustainability

in all this. high-speed trains would be a good,

dynamic option for regional road and air traffic.

high-speed trains through the oresund Region

would also lay the foundation for greater inte-

gration with northern Germany, and would be

an optimal way of exploiting the potential of the

new Fehmarn Belt link.”

“The most important

aspect for regional

development is that we

“Continued, strengthened

regional development

presupposes the establish-

ment of a common labour

market encompassing both

sides of the Sound. It also

presupposes the ongoing

expansion of the infrastruc-

ture and a shared political

will. The first stage could be

a forum popularly elected by

both countries.

“ongoing expansion of the infrastructure is

a must, while the international link is secured

through a strong international airport in the

shape of CPh. In the long term, high-speed

trains will support the international link.”

sides of the Sound. It also

presupposes the ongoing

expansion of the infrastruc-

ture and a shared political

will. The first stage could be

a forum popularly elected by

both countries.

anders olshov, Managing director, oresund institute:

Sweden and denmark intend to:• Intensify collaboration to optimise road and rail trans-

port on the oresund Bridge. This relates for instance

to sharing the bridge’s capacity between different

types of goods and passenger transport, and ensuring

the bridge and its management allow as frequent and

high-speed train services as possible.

• Appoint a civil servant group to look into the need

and possibility of a new fixed oresund link for road

and rail traffic.

• Intensify collaboration on Green Corridors.

A Swedish-Danish meeting of ministers was held on 15 June in Limhamn, Swe-den, to commemorate the 10th anniver-sary of the Oresund Bridge and to talk about how collaboration can be extended. The motto for the meeting was “Oresund – a region in development”. Collaboration on transport infrastructure plays a major role in this. The meeting found that efficient, sustainable transport is vitally important to the region’s competitiveness and should be designed to help reduce climate emissions.

NordiC INFRASTRuCTuRE

political collaBoration will deVelop inFrastructure in the region

8 Future Transport

assignment Fehmarn Belta year has passed since Femern a/S was formed for a single purpose – to co-ordinate the preparations and planning for one of Europe’s largest infrastruc-ture projects, the fixed link across the Fehmarn Belt.

“the link will create a dynamic region from Skåne in southern Sweden, via Zealand in denmark and on to hamburg in Germany,” forecasts Managing direc-tor Peter lundhus.

The agreement between Germany and Denmark means the link across the sound will be complete in 2018. Construction is scheduled to begin in 2013, but many important decisions need to be made before that. The main one being whether to make the link a bridge or a tunnel.

“We expect to be able to present finished propos-als at the end of this year. But nothing is decided yet, instead we are examining both options on equal terms,” explains Lundhus.

Environmental factors are also a part of this impor-tant planning work. Environmental data are being collected and geotechnical test drilling is under way.

lundhus is convinced that a direct link with the continent will have a major impact on the whole of Scandinavia.

“The success of the Oresund Bridge in the Ore-sund region serves as a clear example,” he says.

At present the journey across the Fehmarn Belt by ferry takes just over 45 minutes, whereas with a bridge or tunnel it would take 15 minutes. The time and distance gains are greatest for rail traffic. Freight services between Copenhagen and Hamburg currently have to go across the Great Belt between Zealand and Fyn, and then southwards via Jutland. A fixed link across the Fehmarn Belt would reduce the route by 160 km.

“The fixed link itself will become a central link in the European transport network. The amount of freight is expected to have doubled by around 2030, so it is essential that at least railway freight transport is strengthened. The link, however, will have anoth-

er, equally important consequence: the opportunity to develop a dynamic Fehmarn Belt region,” says Lundhus, referring to a region stretching from Skåne to Hamburg.

He points out that this region has a population of 10 million (Skåne, the Copenhagen region, the Zealand region and the federal states of Schleswig-Holstein, Mecklenburg-Vorpommern and Ham-burg). Sixty five percent live in Germany, 19 percent in Sweden and 16 percent in Denmark.

“It is a prosperous area that will be linked together. The population is significantly wealthier than the EU average: GNP per capita was 34,100 euros in 2009 compared to 19,200 euros for the average EU citi-zen,” says Lundhus. He goes on to say:

“The region is successful in areas such as research, logistics and tourism, and we should make the most of this.”

femern a/s is a subsidiary of Sund och Bælt Holding A/S, which is responsible for the link over the Great Belt and is owned by the Danish Ministry for Transport.

“Having a state-run enterprise enables the Feh-marn Belt project to be managed in line with cur-rent commercial principles, while the state, i.e. the Ministry for Transport, is fully aware of what’s hap-pening in the company. The project also has built-in government guarantees to minimise the cost of financing the project,” says Lundhus.

Funding for the entire project is of course a pivot-al issue. A bridge is estimated to cost 33 billion and a tunnel 5,5 billion euros. Financing through loans – which are guaranteed by the Danish state – is an important part of this. The EU is also providing funds (currently 25 million euros). The loans will be paid back through tolls, as with the links over the Oresund and Great Belt.

Consultation regarding the environmental impact of the entire Fehmarn Belt project is expected in 2011. The plan is for the link to be approved by Danish and German authorities in 2012.

tExt: MARIA LARSSoN

Photo: FEMERN A/S

Construction on the Fehmarn Belt link is scheduled to begin in 2013. Geotechnical test drilling is currently under way.

The collection of environmental data and charting of the environment in and around the Fehmarn Belt are important parts of the process.

Peter Lundhus, Managing Director of Femern A/S.

Bridge or tunnel? Both options for the Fehmarn Belt link are being examined on equal terms.

NordiC INFRASTRuCTuRE

Future Transport 9We find it before it breaks!

ww

w.h

urr

a.se

Strukton lays the track – for transports of the futureStrukton has been at the leading edge of railway development in Europe for over 90 years. We aim to stay there – for the next 150 years, at least. In 100 years, all traffic will be with renewable energy. Join us for a trip at 350 kilometres an hour on the future’s high-speed railways. A new genera-tion of well-trained staff is in the cab, ready to carry the industry into the 2010s. Development has just begun. Let’s build the future’s most effective, climate-smart and exciting transport systems – together.

P.S. Speaking of the future – see you at Nordic Rail Future Transport 2011.

www.strukton.dk  |  www.strukton.no  |  www.strukton.se

10 Future Transport

lower unemployment and increased working hours. an extended infrastruc-ture has many positive effects on the labour market. these are the findings of a new study carried out by Copenhagen Economics on behalf of denmark’s Min-istry for transport.

“there is broad general consensus that infrastructure is a prerequisite for enabling a modern, well-functioning economy to continue growing,” says Svend torp Jespersen, Senior Econo-mist at Copenhagen Economics.

Better transport links improve business productiv-ity. This is one of the many conclusions presented in the study entitled “Effects of transport invest-ments on the labour market” and commissioned by Denmark’s Ministry for Transport. The study shows, for example, that an extended infrastructure plays an important role in a modern society, both in terms of opportunities for an increased quality of

life for people, and for growth. An extended infra-structure also contributes to greater mobility on the labour market, and in turn increased productivity in the private sector. All this according to Svend Torp Jespersen.

“People who already have jobs are able to increase their working hours thanks to shorter travel times. What’s more, it is easier for unemployed people to accept jobs that are quite a long way from where they live.”

TransporT policy is imporTanT both from a labour market perspective and for business. The study discusses three main types of effect, but the exact magnitude of the effects is still not known. The first effect highlighted is that the time gained from shorter travel time can instead be used to increase the number of working hours. The second point shows that a better transport system makes it easier for unemployed people and people who already have jobs to accept a new or better job which is further from where they live. According to Jespersen

this increases employment in the country overall.“In essence, shorter travel times are positive both

for income and for the well-being of commuters.”

The Third effecT of an extended infrastructure is an increase in productivity in areas where trans-port links are improved. Goods and services can be exchanged between different companies more easily, while competition on the labour market increases when more people would consider travelling further to work. The study also shows that a well-function-ing infrastructure is crucial for ensuring that a devel-oped market economy, like the Danish economy, functions optimally.

“We need more data to establish exactly how great the effects of transport investments are on the labour market. But this report is the first in a series of studies evaluating the effects of infrastructure invest-ments,” Jespersen concludes.

tExt: qIThARA INAL

Photo: ShuTTERSToCK, CoPENhAGEN ECoNoMICS

eXpanded inFrastructure reduces uneMployMent– Danish study shows effects on labour market

Svend Torp Jespersen, Senior Economist at Copenhagen Economics.

One of the effects of an extended infra-structure is an increase in productivity in areas where transport links are improved. This is shown by a study commissioned by Denmark’s Ministry for Transport.

NordiC INFRASTRuCTuRE

Future Transport 11

NordiC INFRASTRuCTuRE

New Danish Minister for Transport

“will Fill a gap in the inFrastructure”in February, the people of denmark witnessed a major government shake-up. only five ministers remained in their posts, and one of the new faces was hans Christian Schmidt (liberal Party), the new Minister for transport.

“there is much to be pleased about when it comes to collaboration in the oresund region”, he says.

Schmidt has been given a new remit, but he is far from a newcomer to Danish politics. Since the turn of the century his roles have included Minister for the Environment and Minister for Food, Agriculture and Fisheries. He is now tackling the transport sec-tor at a time when Denmark’s ‘green transport poli-cy’ infrastructure plan, which will run until 2020, is in its infancy.

“I consider it a very important milestone for trans-port in Denmark. We have gained a broad political majority which ensures stability for this decade’s transport policy, and we have decided to finance a series of major transport projects,” says Schmidt.

The Danish infrastructure planning includes a vision called the ‘Hour Model’, which means it should never take longer than an hour to travel Copenhagen–Odense, Odense–Århus or Århus–Ålborg by rail.

“The model will have a major impact on rail serv-ices in Denmark, and not only on travel between the main cities. Investments to improve the rail network for high-speed trains will also benefit other trains.”

What do you think about the future prospects for high-speed trains in Denmark?“I see the Hour Model as a Danish model for a high-speed strategy in the corridor between Ålborg and Copenhagen, where the first concrete step will be a new track between Copenhagen and Ringsted. In the longer term, the system may also be extended to encompass Esbjerg and Herning. A raft of investi-gations have begun looking at various ways of imple-menting the model, and I look forward to seeing the results of these in 2011.”

Discussions about high-speed trains have been under way in Sweden and Norway for a long time. What are your views on what has been achieved there?“Each country has different factors to consider

regarding high-speed trains. Sweden and Norway have long distances and relatively sparsely populated areas, unlike Denmark. I understand that funds have not been earmarked for high-speed trains in the Swedish investment plan, but that investigations are continuing. It’s an exciting issue, but I can’t com-ment any further on the Swedish discussion.”

The fixed link across the Fehmarn Belt will be com-plete in 2018. How important will it be to Denmark and Scandinavia?“It will fill a gap in the infrastructure between Scandinavia and the continent. Freight transport is expected to increase significantly over the next 10–15 years, and all modes of transport must be involved in meeting the requirements. The Fehmarn Belt increases capacity, especially on the railways which will have a 160 km shorter route between Copenhagen and Hamburg. Competitiveness will increase on both sides of the link, and for passengers it will entail greater flexibility and lower costs. Fore-casts also reveal that CO

2 emissions will decrease

compared to continued ferry traffic, a reduction equivalent to one year’s emissions in a large Danish town. At the same time I would like to emphasise that the Fehmarn Belt is far from the only important link between Scandinavia and the continent. Going forward it will also be necessary to develop the other links.”

What is your view of the transport situation in the Oresund region?“It is essential that we have an efficient system that can transport people and goods in a safe, reliable way. High mobility is a fundamental condition for growth. The fixed link over the Oresund Sound con-tributes to continued integration in the region and it is clear now, almost ten years after opening, that the link has been a major success. But I would also like to stress the great importance of Copenhagen airport to mobility in the entire region. As regards ports, I am delighted about the close collaboration between the ports on both sides of the Sound. In fact there is much to be pleased about when it comes to our col-laboration in the Oresund region – but there are also challenges, such as safe, stable rail services.”

tExt: ERIK SKöRDåKER

Photo: ShuTTERSToCK

The link across the Fehmarn Belt will have major consequences for Scandinavia, but other links in the oresund region must not be overlooked, according to Denmark’s Minister for Transport, hans Christian Schmidt.

The ‘hour Model’ will ensure a maximum of one hour’s travel time between selected Danish cities.

12 Future Transport

in November 2009 Swedish logistics company UBQ carried out two trials with single consignments transported by rail between turkey and Sweden. the trials were a success and the transport route is now permanently established.

“the concept is simple and innova-tive,” says Pär Sandström, a logistics consultant who was involved in devel-oping the project.

The Turkey–Sweden initiative has proven to be very much of the moment. Since June single consign-ments have been transported between the countries and Sandström is pleased with the results.

“For some reason no one else is focusing on trans-porting small quantities of

cargo, which makes us quite unique. We can see that the demand is there, but not many are meeting it.”

The initiator of the single consignment transport is Swedish logistics company UBQ which, alongside Turkish INCI and Dutch van Dieren, carry freight between the countries. The reasons for choosing Istanbul–Norrköping in particular, explains Sand-ström, is that van Dieren already had an existing route between the cities, and that Turkey is a major exporter of retail goods.

The idea behind The projecT is to create a more eco-friendly option to long-distance road transport, according to Sandström. The cargo is transported by road to the train at the start of the route, and again on the final section to the custom-er’s warehouse. However the majority of the trans-port is by rail, saving large volumes of emissions.

“The environmental argument is inescapable in the current climate and UBQ is doing its bit by using this type of transport.”

Sandström says that no major changes will be made to the Istanbul–Norrköping concept in the future; he feels the transport solution is already

complete. There is, however, some fine-tuning to be done when it comes to administration and related services.

sandsTröm is somewhaT surprised that no one else has begun focusing on single consignments by rail. He says that transport by rail takes only a cou-ple of days longer than by road. In his opinion the two extra days are negligible as the cargo is ordered several months in advance.

“I think most people are simply stuck in their old habits. Some use road transport and some use rail, and never the twain shall meet.”

The solution originated in attempts to transfer single consignments from road to rail. Environmen-tal considerations, therefore, weighed heavily in the decision, but there was also the prospect of eco-nomic gain. Today INCI is the sole Turkish logistics partner, but UBQ intends to develop equivalent collaborations with players in other countries such as Italy and Slovenia.

So far one company uses UBQ’s rail solution, but discussions are in progress with others and the idea is to create synergies between them – something both the logistics companies and their customers will benefit from.

“It’s when we can transport the cargos of 5–10 companies at the same time that the economic gains will really add up,” Sandström concludes.

tExt: PERNILLA KARLSSoN

Photo: VANDIEREN, ShuTTERSToCK

Pär Sandström, a logistics con-sultant, believes in the new logis-tical solution.

uBq hopes to be able to develop its train solution to include more European business partners. van Dieren is contributing rolling stock that

operates the Istanbul-Norrköping route.

uBq FoCuSES oN

single consignMents

liNKS To EuRoPE

Future Transport 13

Greater collaboration across national borders, both in the Baltic region and with other countries in Europe, and bet-ter links to China. these are some of the points in the haparanda declaration signed by ministers and representatives from eleven countries during a meeting at haparanda, Sweden, in June.

“the declaration is extremely impor-tant, both for work in the respec-tive countries and for integrating our region in the EU’s growth work,” says Sweden’s Minister for Communications Åsa torstensson.

On the initiative of Åsa Torstensson, regular trans-port meetings are held with participants from the Nordic and Baltic regions. This summer’s meeting in Haparanda resulted in a declaration which forms the basis for continued work in the region.

“We all share a single driving force of developing and improving growth opportunities in an amaz-ing region, which is not only important for our own countries, but for the whole of Europe,” says Torstensson.

in addiTion To represenTaTives from the Nor-dic and Baltic countries, China also took part in the meeting. There is already an initiative for a rail corridor between Shanghai in China and Narvik in Norway. The idea of this is to reduce transport times considerably, from the 40 days it takes to freight goods by ship, to eight days. Discussions on this

progressed nicely, which pleased Torstensson.“Better rail transport between Shanghai and Nar-

vik, across Sweden for example, is extremely interest-ing and important to us. We now look forward to joint efforts to achieve success in this area.”

The meeTing also looked more closely into how transport flows in the Baltic region today, and noted that there are still some bottlenecks which are causing problems. Improvements are needed here to ensure positive development of trade and industry, both in the region and throughout the EU. As the declaration notes, the region accounts for a high proportion of Europe’s raw materials. For example, around 90 percent of the EU’s iron ore production and a high percentage of production of forest-related products are from the northern parts of the countries around the Baltic, as well as from Russia.

“These resources are of crucial importance to the growth of the whole of Europe,” says Torstensson.

The haparanda declaraTion also Touches on the importance of investing in expansion of the TEN-T network and developing Green Corridors, both in the Baltic region and throughout the EU.

“I believe and hope that our joint efforts will bring about more smoothly functioning climate-smart transport in the region, and thereby pave the way for growth in our countries, as well as growth in the whole of Europe,” Torstensson concludes.

tExt: KARIN MARKS

Photo: NäRINGSDEPARTEMENTET/SANDRA BAqIRJAzID

Guests at the meeting included IKEA founder Ingvar Kamprad, haparanda’s local government commissioner Sven-Erik Bucht, Allan Lehto from Polarica AB, State Secretary Leif zetterberg, Sweden’s Minister for Communications åsa Torstensson, Margaretha Kamprad and Johannes Stenberg of IKEA.

Ragnhildur hjaltadóttir of the Icelandic Ministry of Trans-port, Minna Kivimäki from the Finnish Ministry of Transport and Søren Wille from the Danish Ministry of Transport sign the declaration.

Sweden’s Minister for Communications åsa Torstensson signs the haparanda Declaration and looks forward to working together for better transport in the future.

one of the speakers at the meeting was entrepreneur Ingvar Kamprad, IKEA.

new declaration To STRENGThEN BALTIC REGIoN

liNKS To EuRoPE

14 Future Transport

liNKS To EuRoPE

Xrail – for more, improved freight transport on Europe’s railways

today only 10 percent of freight jour-neys in Europe are by rail. xrail is set to change that. the goal of the new alli-ance is for wagonload traffic to increase and become an attractive alternative to other modes of transport.

“transparent timetables and more reliable delivery times, for example, will enable the railway to compete better with road transport in future,” says Clas Svensson, the man responsible for xrail at Green Cargo.

The newly formed alliance Xrail is international and comprises seven freight operators in Europe. Since the project began, joint IT support has been devel-oped with transparent timetables and a function for reporting non-conformities.

“We have linked together the railway timetables in the various countries, and the IT tool enables us to obtain delivery times which we can commu-nicate directly to the customer. During transport the wagon position is reported to the system which draws a comparison with the transport plan used to

calculate delivery. In the event of deviations, a new delivery time is calculated and automatically sent to the customer,” says Svensson.

The iniTiaTive for Xrail was taken by the Inter-national Union of Railways, UIC, a couple of years ago with the aim of increasing the competitiveness of European wagonload traffic. A number of compa-nies answered the call and have subsequently charted the status of the various parties, formulated common objectives and built joint system support.

“This kind of collaboration takes time. All the partners are in different stages of development and have varying IT maturity and conditions,” explains Svensson.

according To svensson, wagonload traffic has fallen behind road transport because railway trans-port has not been adapted to the market to the extent desired by transport buyers. Historically this may be explained by the fact that in many cases railways have been state-owned and closely tied to their own structure and country.

“In the past the railway was part of the national

defence, and in some ways this tradition has continued. This has meant that cross-border col-laboration has not taken place in the way as for other modes of transport. But we cannot isolate ourselves to our own territory. Our national sys-tems are dependent on being able to collaborate internationally, we need both domestic and inter-national transport if we are to survive in the long term,” he says.

afTer carrying ouT surveys in each country to see what the market needs and expects from trans-port, the alliance has now formulated a number of points which make up the core of the collaboration: improved information flow, greater delivery preci-sion and shorter tendering times. The joint IT sys-tem is expected to be fully up and running in 2010.

“Naturally we hope this collaboration will send out signals to customers that we are serious and are investing in firmly established quality improve-ment in the wagonload system. Now it’s up to us to deliver” Svensson concludes.

tExt: KARIN MARKS

Cd CargoCFl cargo

dB Schenker rail

dB Schenker rail

dB Schenker rail

Green Cargo

Green Cargo

rail Cargo austria

rail Cargo austriaSBB Cargo

SNCB logistics

“We want wagonload traffic to grow and become a bigger competitor to road transport in Europe,” says Clas Svensson, responsible for Xrail at Green Cargo.

15Future Transport

hiGh-SPEEd TRAIN

“it’s a big job and time is short, so let’s roll up our sleeves and get on with it.”

Elisabeth Enger, director General of Jernbaneverket (the Norwegian National rail administration), knows what to expect over the next two years, since Norway’s Ministry of transport and Communications commissioned the administration to investigate various options for developing the country’s rail network.

Should Norway build high-speed trains and, if so, how? Jernbaneverket has now been asked by the Ministry of Transport and Communication to look into the opportunities for high-speed trains in Norway. 6.2 million euros is the budget and the work will be carried out in a project organisation specially set up for the assignment which will present the benefits, drawbacks and costs of expanding the high-speed rail network. The order and division into stages of six potential routes* is also included in the remit.

The work jernbaneverkeT has now begun will result in a presentation of four possible ways to pro-ceed when it comes to developing rail services:• a reference option showing the results of continu-

ing the current railway policy• an option for evolving the existing rail network in

a more proactive way• an option with high-speed tracks partially based

on the existing network and the plans in the Intercity area

• an option mainly based on separate high-speed tracks.

elisabeTh enger and jernbaneverkeT have a major task ahead of them and the inquiry deadline is February 1, 2012.

“We will be examining the consequences of how the various options affect population distribution, commerce and air traffic, for example. We need to look at far more than just high-speed trains, but I have a good feeling about it. I have every confidence

that Tom R Stillesby, an experienced project man-ager, will provide a solid foundation for the future railway debate in Norway,” says Elisabeth Enger.

High-speed tracks are also under close discussion in Sweden, and several Swedes are represented in the Norwegian project. Bo-Lennart Nelldal, professor of rail traffic planning at the Royal Institute of Tech-nology in Stockholm is part of the steering group, and the expert group includes the Director General of the Swedish Transport Administration, Gunnar Malm, who led an inquiry last year into the oppor-tunities for high-speed railways in Sweden. Whether or not the project composition could lead to co-ordination with a planned new Swedish inquiry into high-speed tracks is too early to tell, but according to Enger there are no obstacles to such a scenario.

“It’s up to the inquiry group if it, together with the project manager and the other parties involved, co-ordinates with Swedish inquiries.”

tExt: ERIK SKöRDåKER

Photo: ShuTTERSToCK, SAMFERDSELSDEPARTEMENTET

high-speed norwegian inQuiry– Two-year project to present four rail strategies

A handshake for the future of Norwegian rail traffic. Norway’s Transport and Communications Minister, Magnhild Meltveit Kleppa (right) hands over the assign-ment to investigate rail network development to the Director General of Jernbaneverket, Elisabeth Enger.

* the six potential routes are:

oslo–Kristiansand–Stavanger, oslo–Bergen,

oslo–Trondheim, oslo–Gothenburg,

oslo–Stockholm, Bergen–haugesund/Sta-

vanger, which is being examined together with

oslo–Bergen and oslo–Kristiansand– Stavanger.

Separate tracks for high-speed trains. This is one of four possible options Norway’s Jernbaneverket

will be looking at in more detail.

16 Future Transport

traNSPort AND CLIMATE

Swedish grocery chain Coop has switched a considerable proportion of its deliveries from truck to rail. With one northbound and one southbound train a day, five days a week, the company is ‘removing’ 350 trucks from the E4 high-way every week.

“the Coop train has further honed our climate goals, and we are now on the right track,” says Fredrik Persson, Man-aging director of Coop logistik aB.

Grocery giant Coop has set out to be the market leader in environmental issues – not only when it comes to how the goods are produced, but also how they are transported to stores. Alongside logistics

company Green Cargo, they have developed a trans-port solution whereby truck trailers are conveyed by rail between Helsingborg in southern Sweden and Stockholm. Each train can carry up to 36 trailers.

“This is a transport solution that is financially positive and extremely eco-efficient. Both aspects are equally important to us as we are keen to achieve the climate goal we have set ourselves,” Persson explains.

It is mainly the colonial produce that is trans-ported by rail; date-sensitive produce is transported by truck.

“The train runs relatively early in the day from the south and reloads in Stockholm, after which the goods are delivered to one of our stores or terminals. So the whole process takes place within 24 hours.”

coop has seT The goal of reducing greenhouse gas emissions by at least 10 percent by 2010 and at least 40 percent by 2020, compared to 2008. Also by 2020, Coop will be climate neutral by offsetting its emissions of greenhouse gases.

The company’s logistics division has been award-ed several distinctions for its transport solution. Last year it won the Climate Comet of the Year award, which was established by logistics company Green Cargo to highlight companies that have made major improvements in the climate impact of their logistics based on their own circumstances. The motivation was that Coop had become a pio-neer in the grocery sector with its own trains, each of which can transport 36 truck trailers. And most recently in May this year, Coop won the mobility

350 Fewer trucks a week on the e4 highway

Fredrik Persson, Managing Director of Coop Logistik AB, says that the Coop train has enabled the company to further hone its climate goals.

17Future Transport

traNSPort AND CLIMATE

solution category of Sweden’s major logistics and transport awards.

“The award is linked to a piece of software that optimises transport management with serious envi-ronmental gains. It means a great deal to everyone in the process of change to receive this kind of rec-ognition,” says Persson.

“Our switch from road to rail transport has attracted a lot of attention. It has also gone very well, proving that it’s an intelligent transport solu-tion that really works.”

coop is also planning to build a route for the Coop train to northern Sweden, but first it wants to see what changes the recently opened Bothnia Line (190 km of new railway along the northern

Swedish coast ) and the Ådal Line (a railway line in northern Sweden which is being upgraded) will entail.

“We slowed things down a bit, partly due to the volume flow and access to trains, and partly to see what transport will look like once the new lines are in operation. We will keep an eye on things and compare the new conditions. Our aim is to make a final decision, but we want to find the best possible option.”

As a first priority, Coop will continue to focus on improving its rail services. By next year it expects to finish building a new combi-terminal in Bro (35 kilometers northwest of Stockholm) to reduce traffic between Stockholm and Bro.

“There will be an asphalt area where goods can

be loaded and unloaded. This means it will no longer be necessary to transport goods by truck from Stockholm to Bro.”

Are there any drawbacks to using rail as a mode of transport?“Possibly that a train is less flexible as regards time. As we transport such large volumes, we have to resolve any delays or other disruptions that can crop up with rail traffic quickly. The greatest risk is during the winter, so what we can do to reduce the risk of problems is not load as much as we usually do.”

tExt: qIThARA INAL

Photo: CooP LoGISTIK AB

Alongside logistics company Green Cargo, grocery chain Coop have developed a transport solution whereby truck trailers are conveyed by rail between helsingborg and Stockholm. Each train can carry up to 36 trailers.

18 Future Transport

loGiStiCS FoRuM

Finland should take account of trade and industry’s differ-ing needs without neglect-ing people and nature. thus writes the logistics Forum of the Ministry of transport and Communications in its proposal for a future vision of logistics in Finland. the report submitted by the forum will be used as a starting-point when the government makes decisions affecting the country’s logistics.

“We have formulated proposals on five different themes, all equally impor-

tant,” says Jari Gröhn, chief engineer at the Finnish Logistics Forum.

The themes dealt with by the forum are cost, mar-ket, efficiency, future and the environment. The idea is for logistics in Finland to work efficiently and have the lowest possible impact on the environment.

in iTs proposal the Logistics Forum emphasises that public sector power influences how the oper-ating environment for logistics is shaped, partly through legislation and infrastructure.

“We have agreed that trade and industry are prima-rily responsible for the future development of logistics. Public sector power influences developments through decisions in four areas: legislation and international agreements, education and research, action on the mar-ket, and information and transport infrastructure. It’s important to remember always to evaluate the effects of the decisions you make,” says Gröhn.

The Logistics Forum of the Ministry of Transport and Communications in Finland strives to improve Finland’s logistical competitiveness, reduce the private sector’s costs for logistics nationwide, and to discuss bottlenecks in logistics, the effects of rules and regula-tions, intelligent transport systems and issues relating to driving and rest times.

gröhn gives an eXample of an area that needs to be streamlined. In his opinion Finland has too many ports at present, which leads to increased logistical costs through overinvestment and diversi-fied flows of goods. He says the ports should instead improve their collaboration with each other to reduce some of the logistical costs, and the impact on the environment.

“To cut unnecessary costs we should also be better at communicating with each other, working together

and disseminating information. At the moment our mistakes are far too costly,” he says.

Regarding the potential of collaborating with the Swedish government counterpart Logistikforum, where two proposed action programmes for logistics and freight transport are currently being developed, Gröhn says that the issue has come up but has not been dis-cussed in any great detail.

“We have different players at the same table, so dif-ferent needs. Consequently, I don’t think a collabora-tion would be that simple.”

tExt: qIThARA INAL

Photo: FINLANDS LoGISTIKFoRuM, ShuTTERSToCK

Finland’s Logistics Forum comprises 40

people from various interest organisa-

tions, including representatives from trade

associations, employee organisations and

industry. The chair is Minna Kivimäki, Jus-

tice of the Finnish Supreme Administrative

Court and Director-General of the Transport

Policy Department at the Finnish Ministry of

Transport and Communications.

Jari Gröhn of Finland’s Logistics Forum has helped produce pro-posals for how logis-tics in Finland can be streamlined.

The idea behind the proposals for a future vision is for logistics in Finland to work efficiently and have the lowest possible impact on the environment.

Finland’s logistics Forum submits proposal for future vision– aims to improve Finland’s logistical competitiveness

Future Transport 19

loGiStiCS FoRuM

“Sweden shall be the best in the world at logistics.”

this was the claim of Swedish Minis-ter for Communications Åsa torstens-son when she took part in the lastbil 2010 truck fair at Elmia in late august. during the fair she also signed a dec-laration aiming to create world-class logistics.

According to Åsa Torstensson, Sweden is ranked an honourable third on the World Bank’s list of nations’ logistics.

“This is good, but we want to take the lead. Transport is the lifeblood of a good, well-function-ing economy and is very important to jobs. Our goal is continuous improvement based on sustainable solutions,” said Åsa Torstensson during her talk.

The declaration, which is being called the Jönköping Declaration, was signed by representatives from the government and from trade and industry. The starting point for the declaration is an action plan to improve Swedish logistics which Logistik-forum – Sweden’s advisory body in transport issues – presented in June.

major universal challenges form the basis for the plan. They include a higher rate of innovation and greater competition for labour. Other chal-lenges are transport adapted to demand with less impact on the environment and the climate, and a well-developed city distribution that results in better service and an improved living environment. Increasing knowledge about the importance of freight transport to growth and welfare is another

major challenge, as is making better use of the transport infrastructure. The perspective is the year 2030 but many of the proposed measures need to be introduced as early as this year, such as work on a national freight transport strategy.

parTicularly urgenT measures mentioned in the Jönköping Declaration include:• A proactive, long-term Swedish freight transport

strategy in which the various modes of transport co-operate.

• Harmonious, modern regulations that support the development of efficient transport.

• Improved decision data and planning tools, partly through a review of the calculation models used for greater precision when it comes to the effects of investment, operation and maintenance from a stretch perspective.

• More in-depth collaboration between the business and academic worlds for more effective transport research.

• Securing competence supply in the logistics industry.

• A continued concerted effort regarding climate-smart solutions.

• Supporting the development of Green Corridors.• A collective overview of the Swedish transport

industry’s cost situation and competitive ability, with the aim of strengthening competitiveness.

• An active Swedish role in the EU and other inter-national forums.

logisTikforum comprises representatives from the private sector, and organisations within Swe-den’s transport industry. The chairman is Minister

for Communications Åsa Torstensson of Sweden’s Centre Party.

“I am delighted that we have signed the Jönköping Declaration today. It represents a gather-ing of power,” said Åsa Torstensson.

tExt: MARIA LARSSoN

Photo: ShuTTERSToCK, ELMIA

In connection with the major Lastbil 2010 truck fair at Elmia in Jönköping, the Jönköping Declaration was signed by Sweden’s Minister for Communications, among others. The aim of the declaration is to create world-class logistics. one of the points is to support the development of Green Corridors.

tangiBle proposals to Boost swedish logistics

åsa Torstensson, Sweden’s Minister for Communica-tions, wants to see Sweden with world-class logistics.

20 Future Transport

loGiStiCS

iKEa invests heavily in streamlining its logistics. Factors such as more intelligent packaging have enabled the company to increase the number of products per loading unit by almost 30 percent. this reduces unnecessary transport, which saves both money and the environment.

“We have always focused on the com-pany’s logistics, but in recent years our commitment has escalated. the logisti-cal flow wasn’t developing the same way as other costs in the company,” says Klas Ekman, Global transport Manager at iKEa.

The transformation from national company to glo-bal furniture giant has considerably increased the scale of IKEA’s production over the years. Increased product volume often requires changes in the areas of finance and logistics, and IKEA has implemented such a change by merging various work areas into a whole. The changes are reflected in the fact that design, production, distribution and purchasing go hand in hand.

“We knew that the logistical flow wasn’t develop-ing the same way as other costs in the company, so

we made a series of changes. Logistics is no longer considered a separate entity, but an integral part of the process. Even at the design stage, for example, the size of the packaging is adapted to the containers they will be transported in. The aim is to achieve maximum space utilisation,” says Ekman.

according To ekman, IKEA has historically had the majority of its flow via warehouses, something it is now striving to change.

“The flow has been streamlined in recent years. Rather than transporting finished goods to ware-houses, around 50 percent of them are now trans-ported directly to IKEA stores. This reduces costs and also has a positive impact on the environment, which is a bonus.”

According to Ekman, there are no external envi-ronmental requirements on the company apart from the environmental laws in each country, but he believes the company has a responsibility towards its customers to minimise impact on the environment.

The logistical changes will be implemented glo-bally, explains Ekman, but in order to achieve the set goals it has been essential to adapt the changes to the circumstances in each country. One of the com-pany’s goals is to replace wooden Euro Pallets.

“We’ll be using new freight equipment, made of paper and plastic. The Euro Pallets are currently a clumsy element of our transport, and this is some-thing we want to change.”

even Though The new freight equipment is dispos-able, Ekman believes it offers environmental benefits.

“The pallets are lower and this makes it possible to load a larger quantity of goods, which in turn contributes to better space utilisation. There is no return transport of pallets, and once they’ve been used they are recycled.”

As a direct consequence of the logistical changes, IKEA received Sweden Post’s Logistics Award in October. Part of the reason for the win was that the company’s logistical restructuring was judged to benefit the environment. Ekman is delighted about the award, but adds that the change was necessary and that work on logistics is a far-reaching project.

“Sweeping changes are necessary for a company’s development, but obviously it’s good to receive encouragement from others. We will continue our efforts to develop our logistics.”

tExt: PERNILLA KARLSSoN

Photo: IKEA

logistics– an integral part of product manufacture at IKEA

IKEA has been working hard to hone its logistics since 2004. The changes are part of a 10-year plan to modify the company’s logistics as a whole.

21Future Transport

GUESt CoLuMNIST

UAE in the late 1960s. The highest-ranking sheik in one of the emirates has decided to build a bridge. Not because he needs a bridge. But the ruling sheik in the neighbouring emir-ate has built one, so he wants one too. The sheik contacts a Swedish construction company that has a representative in the emirate. It takes a while, but the representative eventually manages to arrange a personal meeting with the sheik. From then on the two men meet in the palace every afternoon to drink tea together. They build up a close working relationship, and when the bridge construction is complete the representa-tive returns to his Swedish company. With him he has a per-sonal cheque for three million US dollars. As a thank you for his help.

Times may have changed since then, but I still think this is a fine example of how important it is to build relations, to be present and inspire trust. I worked in the Middle East for many years, and that’s where I learnt this lesson. Although many Western companies hesitate to build contacts in the Middle East, precisely because things take a little more time, I think there is a lot we can learn from this corporate culture. Relations, presence, trust.

i Think we could increase our exports if only we devoted a little more energy and imagination to our relationship build-ing and overseas initiatives. Personal meetings are often quite a way down the list of priorities in a business environment where one project succeeds another and people are busy with their ongoing work. Of course it’s a good thing that companies are doing well and that there’s plenty to do, but at the same time I can see a problem with having projects in progress all over the place. The availability of resources is obviously a factor, but I think if companies were to invest more time in building rela-tions – both with customers and other suppliers – it could lead to even bigger business.

i work as a co-ordinaTor for the Swedish Rail Industry Group, SWERIG, which is comprised of 45 companies from the entire Swedish railway sector. Some of our tasks are to cre-ate partnerships between member companies and help them with contacts for export markets. And since our industry, like the automotive industry, is increasingly delivering entire sys-tems and functions rather than individual components, collab-oration projects have become more and more common. This is

good, but finding suitable partners can be quite an effort. They have to match each other in terms of expertise and objectives, and they must be able to work together well. Once again: rela-tions, presence, trust.

when working on an international market, a knowledge of the culture and developments in the foreign country is invaluable. And of course you can get a long way just by being yourself. But not too much. I remember when I was working in Swedish export in Beirut in the 1960s and some Swedish entrepreneurs came down to make export contacts. Wearing clogs. Most people are better informed these days, but many may still need support when it comes to cultural norms so that, for example, they don’t come across as too pushy.

i am very much in favour of informal contacts. I’m not saying you should drink tea together every afternoon, but you should be aware of how much these types of relations mean. One of the things SWERIG members do is exhibit at fairs together, and there will be almost 20 SWERIG companies at Elmia Nordic Rail 2011. The perfect opportunity to forge closer contacts within the group. On our domestic mar-ket, in Sweden, many of them are competitors, but interna-tionally they can often help each other a lot. And the world market has enough room for everyone.

relations, presence, trust

Name: Lars Lindblom

Position: Group Coordinating Manager, SWERIG

Background: has worked internationally with exports since

1965, including for the Swedish Trade Council and as export

manager of Ahlsell VVS and the Kebo Group.

lives: Bromma, outside Stockholm.

Spare time: Spends a lot of time in his holiday cottage and is

involved in several clubs and societies.

Favourite place on earth: Beirut, when it was at its best in

the late 1960s.

22 Future Transport

iN BRIEF

.

SWERIG is an umbrella organization for the pro-motion of Swedish suppliers of advanced products and services to the international railway sector. www.swerig.se

SWERIG Swedish Rail Industry Group

“The Swedish National Team of Rail Competence”

Important railway project reaches finish line

– Better rail links in swedenafter many years of major investment, one of Sweden’s most important railway projects is now complete. the Bothnia line, comprising 190 kilometres of new railway, 143 bridges and 25 tunnels, opened in late august.

The Bothnia Line is the largest railway construction in Sweden for 50 years, and links the larger towns along the coast of northern Sweden. The coastal railway runs from the Ångerman river, north of Kramfors, via Örnsköldsvik, Husum, Nordmaling and Hörnefors, to Umeå. The line is also the first railway in Sweden built for speeds of 250 kilometres an hour, and the first to be equipped with the new European system ERTMS. The Bothnia Line helps make railway transport along the coast of northern Sweden more efficient – for passenger and freight services alike.

The City Tunnel in Malmö – Sweden’s third larg-est city – is another major Swedish project that will soon open. It comprises 17 kilometres of railway, six of which are in tunnels below the city centre. The City Tunnel will therefore link central Malmö via the bridge over Oresund Sound to Copenhagen.

The first regular train services on the line will begin on 12 December 2010.

The third railway project drawing to a close is the tunnel through Hallandsås ridge along Swe-den’s west coast – a project that began in 1992 and has been plagued by severe problems. However, in August, they managed to drill the first tunnel

through the ridge. The stretch comprises two parallel single-track tunnels and is part of the expansion of the West Coast trunk line for freight and passenger traffic. The first trains are expected to pass through Hallandsås in 2015.

tExt: qIThARA INAL | Photo: BoTNIABANAN AB

Sweden's largest railway construction – Botniabanan, was inaugurated on 28 August 2010.

Future Transport

iN BRIEF

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On 20 June this year the European Commission

agreed on strict plans to reduce the number of

fatal accidents on EU roads by half over the next

ten years. The guidelines for the EU traffic safety

policy for 2011–2020 include stricter standards for

vehicle safety, better education for road-users and

sharper implementation of traffic regulations. The

European Commission will collaborate with the EU

Member States to implement the programme.

The statistics for the number of fatalities in traf-

fic are currently as follows: the three countries

with the highest number of road fatalities are

Greece, Poland and Romania. The three countries

with the lowest number are Sweden, the Neth-

erlands and the UK. Countries that have man-

aged to half the number of fatalities on the roads

between 2001 and 2009 are Latvia, Spain, Estonia

and Portugal.

european commission wants to halve fatal accidents

denmark to halve rail delaysRail traffic in Denmark is set to be even more

punctual. By 2020 the number of delays is to be

halved, which in turn will pave the way for dou-

bling the number of trains that can operate on

Denmark’s tracks by 2030 at the latest. This is

shown by a new agreement between rail opera-

tor DSB and the government agency Rail Net

Denmark, which is responsible for railway tracks

in Denmark.

In order to achieve the goal, every second that

trains are delayed will be counted. At present,

each passenger on regional and long-distance

trains is delayed by an average of 200 seconds. In

10 years the delays will be reduced to an average

of 100 seconds. The agreement also includes the

‘S’ commuter trains in Copenhagen.

To achieve the goal, improvements will be

made to the station and platform environment to

make it easier for passengers to embark and dis-

embark. Precision groups will also be established

to work on local improvements such as establish-

ing follow-up methods.

Towards a safer world.

www.ansaldo-sts.com

From conventional to high speed lines, Ansaldo STS has pioneered the development of ERTMS* systems accross Europe and Asia.

Our ERTMS level 1 & 2 solutions are tailored to meet the needs of operators and train builders’ worldwide for interoperability, increased speed and safety on rail transport networks.

Ansaldo STS systems are in operation in Italy, Spain, European cross-border trains circulating in France, Belgium, Germany and The Netherlands, China (CTCS3) and India (Train Protection Warning System).

Ansaldo STS - Connecting people, shaping cities, moving the world forward.

* European Railway Traffic Management System