Botniabanan Heavy Rail Line, Sweden

The massive new 190km (118-mile) standard gauge Botniabanan line from Nyland to Ornskoldsvik and Umea in north-eastern Sweden is set to be completed by 2008.

An agreement was signed in November 1997 between the Swedish government and regional governments along the coast of Norrland to create better links to a chain of towns along the Gulf of Bothnia and provide relief for an existing trunk line which is restricted by its single track formation and gradients.

As well as opening up new journey opportunities for passengers and promoting regional development, the Botniabanan will also form a link between the Russian rail network and the Barents Sea area, southern Sweden and the rest of Europe.

To finance, plan, build and manage the SEK13.2 billion railway, a new company, Botniabanan AB, was set up by the Swedish state (which owns 91%) and the regional governments of Kramfors, Ornskoldsvik, Nordmaling and Umea (9%). Although most of the money is being raised from loans and bonds, European Union funds have also been secured to the tune of SEK41 million.

THE PROJECT

After extensive public consultation, construction work started in 1999 and by the end of 2005 had reached the halfway point. Construction should be completed by 2008. Journey times between Stockholm and Umea will be reduced from nine hours to around five-and-a-half hours and what is currently a four-hour coach journey from Sundsvall to Umea will be reduced to a two-and-a-half hour trip by train.

Botniabanan AB is constructing the line in accordance with Swedish Rail Administration Banverket regulations for approval, open access and access charges.

Once the line is complete and approved, Banverket will take over responsibility and will lease it from Botniabanan AB until the investment is paid off. Once this is completed, ownership of the line will transfer to Banverket.

INFRASTRUCTURE

Over its 190km (118-mile) length, the Botniabanan will cross difficult terrain requiring 150 bridges, 25km (16 miles) of tunnels (with escape routes every 500m) and the excavation of 8 million m³ of rock and 8.7 million m³ of earth. At the western end in particular, several long tunnels are required, including the 6km (3.7-mile) Namntallhojden and the 5.2km (3.2-mile) Bjornboleshojden tunnels.

Around 100 contracts were let by Botniabanan AB for the line's construction, including ones to Balfour Beatty Rail, Sweden, and VR Track, Finland, for track laying, and to Banverket's Industrial Division for electrification work. Regional governments are responsible for building stations to the value of SEK750 million.

Six new stations are being built for regional traffic at Ornskoldsvik North and Umea East and for all trains at Ornskoldsvik Central, Nordmaling, Husum and Hornefors. In addition, Umea Central station will be rebuilt to act as a regional hub and interchange between regional and express trains, buses and other forms of transport.

A major consideration for the builders is the need to meet stringent environmental demands in this sensitive area. Damage to the physical and cultural environment must be kept to a minimum.

This has been particularly felt in the planning and construction of three of the longest bridges on the line - the 1.04km (0.64-mile) bridge over the River Angermanalven, near Kramfors Airport, the 480m span over Lake Offersjon, 10km (6.2 miles) further north, and the 965m bridge over the River Natraan, near Bjasta. All have had to be designed to fit as well as possible into their surroundings without damaging sensitive environments.

The railway will be electrified at the Swedish standard of 15kV AC overhead to enable through trains from other Banverket lines. Power will be supplied by 20 3MVA autotransformers supplied by Balfour Beatty Rail. The overhead lines will be suspended from 3,200 masts, with track supported on 320,000 sleepers and held in place by 1.2 million Pandrol fastenings.

The axle load has been increased from the old line's 25t to 30t, and the maximum gradient will be 1%. Curves are to a minimum radius of 3,200m, except through Ornskoldsvik where the route of the line and surroundings dictate 600m radius curves.

ROLLING STOCK

Rolling stock used over the line will be a mixture of quality regional trains, long-distance express and heavy freight. As the line is built for speeds of up to 250km/h (155mph), X2000 tilting trains could make full use of their capabilities for the fastest trains, supported by Swedish Railways Rc electric locomotives capable of 160km/h (100mph) on slower trains and overnight services. Rc electrics are also the mainstay of freight haulage in Sweden, with many owned by SJ freight subsidiary Green Cargo. Train weights will be between 1,400t and 1,600t, at least 300t heavier than the old line.

Early forecasts suggest there will be six daily express departures, six regional trains and two overnight 'sleepers' in each direction every day. As rail privatisation is well underway in Sweden these services could be provided by state railway SJ or private operators on a contract basis.

SIGNALLING AND COMMUNICATIONS

The Botniabanan will be the first in Sweden to be fitted with European Traffic Management System Level 2 (ERTMS) and Bombardier has been contracted to install the system. Automatic Train Control (ATC), which automatically stops any train that passes a red signal, will also be installed.

A safety system in the tunnels will prevent trains from coming to a halt in the long bores, some of which are more than three miles long. To further increase safety there will be no level crossings of any sort on the route, with all paths and roads crossing under or over the line.

THE FUTURE

From 2008, the Botniabanan should see the introduction of fast passenger trains to and from Arlanda Airport and Stockholm, and fast regional trains linking the important towns between Kramfors and Umea. Freight trains of up to 1,600t will also link city centres, reducing the need for road transport in the area which currently serves the 350,000 inhabitants of the area.

By 2010, 6 million t of freight is expected to need moving each year. Currently the old line, dating back to the 1890s, can carry 5 million t of freight each year. The new line will double this capacity to allow for continued growth. As the line links to existing Banverket routes at both ends it will make an ideal diversionary route and relieve the busy trunk line north of Kramfors.

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