Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective JESÚS MORENO BAUTISTA ABAD

Transcription

1 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective JESÚS MORENO BAUTISTA ABAD Master of Science Thesis Stockholm, Sweden 2008

2 TEC-MT Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective May 2008 Master Thesis Jesús Moreno Bautista Abad Div. of Transportation and logistics KTH Railway Group

3 Jesús Moreno Bautista Abad Content Foreword 5 Summary 7 1 Introduction Delimitation Goal Methodology Background Railway Network Current market of goods Ports of Stockholm: Kapellskär 20 2 Market Analysis Ferry Traffic with Finland and Estonia Ferry traffic with Finland and Estonia from Stockholm Ferry traffic with Finland and Estonia from Kapellskär Relocation of train ferry from Stockholm to Kapellskär Local customers Future CT-Terminal Stockholm Nord/Rosersberg Background Requirements The market Future harbour of Norvik Markets requirements on future 33 3 Route alternatives Stockholm-Märsta-Kapellskär Advantages and disadvantages Stockholm-Åkersberga-Kapellskär Advantages and disadvantages 41 4 Traffic and infrastructure

4 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 4.1 Coordination with passenger traffic Coordination with existing infrastructure Infrastructure scenarios Stockholm-Märsta-Kapellskär Stockholm-Åkersberga-Kapellskär CT- Terminal Kapellskär Timetable scenarios 55 5 Simulation Simulation tools RailSys Results Analysis of results 63 6 Conclusion and recommendations 67 7 Literature 71 Appendix I: Goods transport by railway. Statistics 73 Appendix II: Ferry traffic timetable 81 Appendix III: Demand study 83 Appendix IV: Results

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6 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Foreword This report represents all the work that has been carried out from August 2007 to April 2008 in the KTH Railway group, at the Royal Institute of Technology in Stockholm. It would not have been possible to do it without the help of the people of this department. I would like to thank my supervisor, Gerhard Troche, for his will in every moment and for his guidance for the completion of the work as well as Anders Lindahl, Johanes Wolfmaier and Hans Sipilä. I would like to thank the companies Banverket and Stockholms Hamnar for the valuable time that they offered me. Finally I would like to thank my family, especially my parents, for supporting me during this year. Stockholm, April 2008 Jesús Moreno Bautista - Abad - 5 -

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8 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Summary Nowadays freight transport is very important for the development of most of the countries. In Sweden, especially Stockholm, that type of transport needs to be carried frequently by ship due to the geographical position of the city and the country. It is in the Scandinavian Peninsula separated of the European continent. The transport to Stockholm has to be by ship, or by railway or road from others points of Sweden. Nevertheless, the archipelago of Stockholm represents a very important zone from an environmental point of view, and the maritime traffic here should be restricted in order to protect the environment. In the other hand, the archipelago does not just represent that, but it is also a problem for ships, which need more time to make difficult manoeuvres increasing the cost of the transportation and decreasing their safety levels. For all these reasons there are some ports in the north and in the south of Stockholm, as Kapellskär or Norvik respectively. In order to increase the efficiency of these ports, their connections with Stockholm by road or by railway should be fast and safe. Transport by railway has those two characteristics and many others like capacity or efficiency. For all these reasons, it is important to improve the access to Kapellskär by means of a railway access. Nowadays the traffic by ferry from/to Kapellskär has many common destinations with the port of Stockholm and it would make it possible that some ships that currently arrive or departure from the port of Stockholm change that port for the port of Kapellskär as their destination port. But goods need to travel to the same destination as they do today (Stockholm), reason for which it is necessary to link both places. With a new railway line between Stockholm and Kapellskär, it would be possible to decrease the maritime freight traffic in the archipelago without making the freight customers feel any changes. Moreover, the possibilities of this port, with a good access by railway and with a line that would link with other points of the country, would become better because it would have access to more share of the freight market

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10 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 1 Introduction The aim of this project is the evaluation of the route alternatives for a new railway line from Stockholm to Kapellskär from a freight perspective. Before starting it is necessary to make an approximation to the problem and to the current situation. In chapter number one, an introduction of the project is made. First, it is necessary to make a delimitation of the project s area for knowing where the project is being developed, and which are the more interesting cities or places in the project area. Later, the goals of the project are defined, that is, which is the intention of the project and what the project consists on. Finally, it is also important to talk about the background of the project at the present situation, the railway network of the area, current market of goods and the ports of Stockholm. Three very important topics in this project, which may be defined in three words: railway, freight, ferry transport. 1.1 Delimitation The project s area is situated Eastern of Sweden, and the most important cities where the project is developed are Stockholm, Uppsala, Märsta, Norrtälje, and Kapellskär. Kapellskär is the destination/origin of all the routes and, although it is a small harbour northern of Stockholm, it is a very important point in the project, as it will be explained later. Stockholm is the other destination/origin of all the trains. The study s area is the following: Uppsala Norrtälje Kapellskär Märst Solna Täby Stockholm Figure 1.1: Project s area. The area is approximately triangle-shaped. (Own elaboration) - 9 -

11 Jesús Moreno Bautista Abad The cities shown in the picture are important for the project and they will be included in the project for several reasons. Solna and Täby are considered part of Stockholm, from where many people go to work everyday to Stockholm, and where they have their own homes. This is not the main reason, since this project is from a freight traffic point of view, but also these cities are important points from a railway network point of view. Märsta is the city nearest to the Arlanda Airport (one of the three airports of Stockholm, the largest and most important). Uppsala is the 4 th City of Sweden and Norrtälje is another important city in the area nearby Stockholm. Finally, Kapellskär is a small harbour, without any population, as mentioned before, with important ferry traffic with other countries like Finland or Estonia. Later, it will be explained why this point is the destination of the routes and more data about this harbour will be mentioned. 1.2 Goal The goal of the project, as it is read in the title, is the study of evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective in order to: - Develop a rail access to Kapellskär It would be good for the developing of the city of Stockholm and surroundings (the study s area) the construction of a new rail access in Kapellskär, this way, the railway and maritime traffic in Stockholm will be decreased. The developing of this harbour will allow to decrease the congestion of Stockholm s area due to the fact that some ships can be diverted to Kapellskär instead of to Stockholm s harbour, and the same applies for the trains. - Search a solution for a saturated system. The saturated system, that is, the surroundings of Stockholm where the railway lines are insufficient due to the shape of the city (the archipelago is formed by thousands of islands) and its ongoing growth. With these goals it will be possible to increase the efficiency of the system. Due to the morphology of the Stockholm city, the operation of unloading is very difficult and the ships spend too much time in the operation. When the goods arrive to Stockholm s harbour, a train carries the freight to the north or south crossing the city and the surroundings, where again, due to the morphology of the city there is no enough space for a big railway network. Moreover, it is freight traffic whose visual impact is larger than passenger traffic. If there is a good rail access to Kapellskär, it will decrease the time and the cost of the operation, due to the strategic position of this point

12 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 1.3 Methodology The methodology that will be followed in the project has the following steps: 1. Preliminary study -Information search -Statistics study -Interviews with relevant companies authorities as: Banverket: Swedish Rail Administration, has overall responsibility for the rail transport system in Sweden. Port s Authority of Stockholm -Market s analysis 2. Study of alternatives -Traffic and infrastructure -Timetable 3. Simulation of alternatives The steps 2 and 3 will be done at the same time. The study of the different alternatives will be simulated with RailSys in order to improve and correct the errors of the alternatives. 4. Conclusions Select the best alternative from different points of view. INFORMATION PRELIMINARY STUDY STATISTICS STUDY OF ALTERNATIVES SIMULATION OF ALTERNATIVES INTERVIEWS CONCLUSIONS MARKET

13 Jesús Moreno Bautista Abad 1.4 Background Railway Network The existing Swedish railway network has a total of 12,821 km (includes 3,594 km of privately owned railways). In the next picture it is showed this network: High-speed passenger trains. Year 2030 Figure 1.2: Swedish railway network. (Source: Banverket) The most important lines are those that link the most important cities, obviously. These lines are Stockholm Göteborg (Götalandsbanan) and Stockholm Malmö Copenhagen (Europabanan). The last one is very important because links two countries, Sweden and Denmark, and opens the European Corridor for interconnection between Sweden and the rest of Europe. But, it is important to focus in our zone, Stockholm. In the next pictures appear, first one the most important lines between Stockholm and the north of the country and in the second one, the most important lines to West

14 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Figure 1.3: The northern lines from Stockholm (Source: Banverket). Figure 1.4: The western lines from Stockholm. (Source: Banverket)

15 Jesús Moreno Bautista Abad From the point of view of this project, freight railway traffic, it is important to remark the more important relations of this kind of traffic in the current railway network. In order to explain this fact, the following pictures are shown: Figure 1.5: Current railway network from goods traffic point of view. (Source: Banverket). Courses ingoing in the overall net Course under construction ingoing in the overall net Courses that can get big importance in the ft Bigger roads ingoing Pointed nodes The aim of the current railway network is to reach the more possible places in Sweden and in other neighbouring countries by train, but also if it is possible, to link the most important ports with the main cities. Thus Sweden will be connected to Europe with an efficient transport by ferry, from a goods transport point of view. Now, the explanation will focus on the project s area, Stockholm and its surroundings. In the current railway network of the project s area there is one main axis between the cities of Uppsala and Stockholm. Nowadays, this line is the most important in the region and it also is the most saturated. The problem is the space in the city of

16 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Stockholm as said before. This line is the exit of Stockholm to the North of the country and it runs through the Arlanda Airport, where it arrives with high speed trains and conventional trains, increasing the traffic even more. At the Arlanda Airport, this line has following characteristics (see the figure 1.6): The access to the airport is performed via tunnel. This is a problem in order to try to expand the railway access. Impossible enlargement. The high speed train and the commuter train (low speed), they both share the same railway, therefore decreasing the efficiency. From Stockholm to Skavstaby (see figure 1.6) the line has 4 tracks. In this point the line diverts in two lines to Märsta (2 tracks) and to Arlanda (2 tracks). Nowadays, there is not any freight train in Arlanda. The access via tunnel is only for passenger trains. In the future there will be a new Combi-Traffic station in Rosersberg for intermodal traffic. A possible solution to the problem of the enlargement could be the linkage of the current railway network with another railway line from Norrtälje or Kapellskär showed with a dots line in the picture. Märsta Arlanda Airport 2 TRACKS 2 TRACKS Skavstaby 4 TRACKS Figure 1.6: Arlanda airport. Location of the area from a railway network point of view. Another possible solution to the congestion problem in this railway line between Stockholm and Kapellskär could be the construction of another railway route between Märsta and Stockholm passing by Täby as we can see in the next figure

17 Jesús Moreno Bautista Abad Uppsala Norrtälje Märsta Täby Solna Stockholm Figure 1.7: Possible solution to congestion in the corridor Stockholm-Uppsala Current studies of the Railway Network in Sweden are aimed to study a new line between Stockholm Arninge Norrtalje (Arninge, a place close to Täby), very similar to one of the routes proposed in this project as we can see later. Both studies are similar, but this study (the present) involves that the final destination is Kapellskär, due to freight traffic perspective Intermodal terminal-infrastructure In the region of Stockholm there are several intermodal terminals like Årsta or Frihamnen. Årsta is an intermodal terminal situated at the south of the city of Stockholm. It has m 2 (the biggest in Sweden) and it operates with units handled per year. The terminal of Stockholm-Årsta is categorized as a dry port. Frihamnen is the port of Stockholm. The freight traffic from this port goes to many destinations like Estonia, Latvia or Finland, but the port of Frihamnen only operates by means of container traffic with two destinations. These destinations are Bremerhaven and Hamburg in Germany. With both destinations, the port operates twice a week. Next, there is a table with the operations of an important company of freight traffic of Sweden in the intermodal terminals of Årsta and Frihamnen. It is important to distinguish between the destinations in the North of Stockholm and destinations in the South. For this project it is more important the destinations in the North because the study s region is in the North also

18 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective From To Last drop-off Day of departure First pick-up Day of arrival Remarks North/ South Malmö KT Stockholm Frihamn 21:00 Mo-Th 12:00 Tu-Fr S Malmö KT Stockholm Frihamn 18:00 Su 12:00 Mo S Malmö KT Stockholm Årsta 16:30 Mo-Th 5:00 Tu-Fr S Malmö KT Stockholm Årsta 19:00 Mo-Th 5:00 Tu-Fr S Malmö KT Stockholm Årsta 21:00 Mo-Th 6:15 Tu-Fr S Malmö KT Stockholm Årsta 16:30 Fr 5:00 Sa S Malmö KT Stockholm Årsta 20:00 Fr 6:00 Sa S Malmö KT Stockholm Årsta 12:00 Sa 5:00 Mo Pick up day 2 S Malmö KT Stockholm Årsta 18:00 Su 5:00 Mo S Stockholm Frihamn Gävle KT 14:30 Mo-We 5:30 We-Fr Pick up day 2 N Stockholm Frihamn Gävle KT 14:30 Th 5:30 Mo Pick up day 4 N Stockholm Frihamn Gävle KT 14:30 Fr 5:30 Tu Pick up day 4 N Stockholm Frihamn Göteborg KT 14:30 Mo-We 6:00 We-Fr Pick up day 2 S Stockholm Frihamn Göteborg KT 14:30 Th 8:00 Sa Pick up day 2 S Stockholm Frihamn Göteborg KT 14:30 Fr 6:00 Tu Pick up day 4 S Stockholm Frihamn Göteborg Skandiahamn 14:30 Mo-We 8:00 We-Fr Pick up day 2 S Stockholm Frihamn Göteborg Skandiahamn 14:30 Th 9:00 Su Pick up day 3 S Stockholm Frihamn Göteborg Skandiahamn 14:30 Fr 8:00 Tu Pick up day 4 S Stockholm Frihamn Helsingborg Hamn 14:30 Mo-We 6:00 We-Fr Pick up day 2 S Stockholm Frihamn Helsingborg Hamn 14:30 Th 6:00 Mo Pick up day 2 S Stockholm Frihamn Helsingborg Hamn 14:30 Fr 6:00 Tu Pick up day 4 S Stockholm Frihamn Helsingborg Hamn* 14:30 Th 8:30 Sa Pick up day 2 S Stockholm Frihamn Malmö KT 14:30 Mo-Th 5:15 We-Sa Pick up day 2 S Stockholm Frihamn Malmö KT 14:30 Fr 5:15 Tu Pick up day 4 S Stockholm Frihamn Sundsvall KT 14:30 Mo-We 11:50 We-Fr Pick up day 2 N Stockholm Frihamn Sundsvall KT 14:30 Th 11:50 Mo Pick up day 4 N Stockholm Frihamn Sundsvall KT 14:30 Fr 11:50 Tu Pick up day 4 N Stockholm Årsta Gävle KT 20:00 Mo-Th 5:30 Tu-Fr N Stockholm Årsta Gävle KT 20:00 Fr 5:30 Mo Pick up day 3 N Stockholm Årsta Göteborg KT 20:00 Mo-Th 6:00 Tu-Fr S Stockholm Årsta Göteborg KT 20:00 Fr 8:00 Sa S Stockholm Årsta Göteborg Skandiahamn 20:00 Mo-Th 8:00 Tu-Fr S Stockholm Årsta Göteborg Skandiahamn 20:00 Fr 9:00 Su Pick up day 2 S Stockholm Årsta Göteborg Älvsborgsham 20:00 Mo-Fr 11:00 Tu-Sa S Stockholm Årsta Helsingborg Hamn 20:00 Mo-Th 6:00 Tu-Fr S Stockholm Årsta Helsingborg Hamn 20:00 Fr 6:00 Mo S Stockholm Årsta Helsingborg Hamn* 20:00 Fr 8:30 Sa S Stockholm Årsta Luleå KT 20:00 Mo-We 6:00 We-Fr Pick up day 2 N Stockholm Årsta Luleå KT 20:00 Th 9:00 Su After agreement with Cargonet N Stockholm Årsta Luleå KT 10:00 Sa 9:00 Su After agreement with Cargonet N Stockholm Årsta Malmö KT 20:00 Mo-Fr 5:15 Tu-Sa S Stockholm Årsta Malmö KT 10:00 Tu-Fr 5:15 We-Sa S Stockholm Årsta Malmö KT 10:00 Sa 8:00 Su S Stockholm Årsta Malmö KT 10:00 Sa 13:30 Mo Pick up day 2 S Stockholm Årsta Sundsvall KT 20:00 Mo-Th 11:50 Tu-Fr N Stockholm Årsta Sundsvall KT 20:00 Fr 11:50 Mo Pick up day 3 N Stockholm Årsta Trelleborg Hamn 20:00 Mo-Fr 6:15 Tu-Sa S Stockholm Årsta Trelleborg Hamn 10:00 Sa 15:30 Mo Pick up day 2 S Stockholm Årsta Umeå KT 20:00 Mo-Th 19:00 Tu-Fr N Stockholm Årsta Umeå KT 10:00 Sa 6:00 Mo Pick up day 2 N Trelleborg Hamn Stockholm Årsta 15:00 Mo 6:15 Tu S Trelleborg Hamn Stockholm Årsta 20:00 Tu-Th 6:00 We-Fr S Trelleborg Hamn Stockholm Årsta 15:00 Sa-Su 5:00 Mo S Trelleborg Hamn Stockholm Årsta 20:30 Su 6:15 Mo S Umeå KT Stockholm Årsta 18:00 Mo-Th 12:00 Tu-Fr N Umeå KT Stockholm Årsta 18:00 Fr 5:00 Mo Pick up day 3 N Period from 09/12/2007 Period to 14/06/2008 Figure 1.8: Table of operations in the terminal of Årsta and Frihamnen. (Source: CargoNet.) Summary: From Frihamnen to the north there are 6 trains that represent the 33% of the total and to the south 12 trains, that is, 67%. In the opposite direction, to Frihamnen from the north there are not any (0%); all of them, 2 trains, run from the south to Frihamnen (100%)

19 Jesús Moreno Bautista Abad From Årsta to the north there are 9 trains (40%) and to the south there are 14 trains, that is, 60%. To Årsta from the north there are only 2 trains which represent the 15% and to the south there are 11 trains, 85%. In the next table appear only the trains from or to the North, that is, the most important trains for the project, because in the future they will probably use the line this project proposes. From To Last drop-off Day of departure First pick-up Day of arrival Remarks Stockholm Frihamn Gävle KT 14:30 Mo-We 5:30 We-Fr Pick up day 2 Stockholm Frihamn Gävle KT 14:30 Th 5:30 Mo Pick up day 4 Stockholm Frihamn Gävle KT 14:30 Fr 5:30 Tu Pick up day 4 Stockholm Frihamn Sundsvall KT 14:30 Mo-We 11:50 We-Fr Pick up day 2 Stockholm Frihamn Sundsvall KT 14:30 Th 11:50 Mo Pick up day 4 Stockholm Frihamn Sundsvall KT 14:30 Fr 11:50 Tu Pick up day 4 Stockholm Årsta Gävle KT 20:00 Mo-Th 5:30 Tu-Fr Stockholm Årsta Gävle KT 20:00 Fr 5:30 Mo Pick up day 3 Stockholm Årsta Luleå KT 20:00 Mo-We 6:00 We-Fr Pick up day 2 Stockholm Årsta Luleå KT 20:00 Th 9:00 Su After agreement with Cargonet Stockholm Årsta Luleå KT 10:00 Sa 9:00 Su After agreement with Cargonet Stockholm Årsta Sundsvall KT 20:00 Mo-Th 11:50 Tu-Fr Stockholm Årsta Sundsvall KT 20:00 Fr 11:50 Mo Pick up day 3 Stockholm Årsta Umeå KT 20:00 Mo-Th 19:00 Tu-Fr Stockholm Årsta Umeå KT 10:00 Sa 6:00 Mo Pick up day 2 Umeå KT Stockholm Årsta 18:00 Mo-Th 12:00 Tu-Fr Umeå KT Stockholm Årsta 18:00 Fr 5:00 Mo Pick up day 3 Figure1. 9: Table of operations in the terminal of Årsta and Frihamnen for the project s area. The most important cities in the north of the project s area are: Gävle, Sundsvall, Luleå, Umeå. The trains from Stockholm to those cities may cross the study s area. Another intermodal terminal planned to exist in the future in the region of Stockholm is the Stockholm North terminal, probably in Rosersberg. Rosersberg is a situated close to Arlanda airport in the important railway axis Stockholm-Uppsala as seen before in the figure 1.6. There is more information about this intermodal terminal in chapter 2.4. Finally, it is mentioned the freight yard at Tomteboda situated in the north of Stockholm also Current market of goods The most important companies and some of the most significant characteristics of the transportation of goods in Sweden, according to the different modes are: By road The road network is extended over 210,500 km of which 98,000 km are stateowned roads. The state network includes 9,800 km of main roads, 4,900 km of highways, and 83,500 km of secondary roads. The department in charge of the road transportation is the Vägverket with the help of the Swedish National Road Administration (SNRA), a state-owned company. Both of them handle the maintenance of the roads, infrastructure and development projects

20 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective By sea The sea transport is vital for Sweden due to that its 2,700 km of coast and its numerous islands. Almost the entire international and half of the internal business is carried out by sea. The main ports are Göteborg: 30.7 million tons of freight in 1998, Helsingborg 10.1 million tons of freight in 1998, Trelleborg 9.6 million tons of freight in 1998, Luleå 7 million tons of freight in All the Swedish ports and their current operations are under the custody of the Swedish Maritime Administration, a state owned company. In the next chapters, the most important characteristics of the ports in the study zone will be explained, as well as data about the destinations of those ports. By air Sweden owns 3/7ths of the SAS company capital, along with Denmark and Norway. SAS controls 90% of the air market in the region and the rest of the market is shared between 2 private airline companies: Malmö aviation and Transwede. The main airports are Stockholm (Arlanda), Göteborg (Landvetter), and Malmö (Sturup). By rail The rail network is extended over 15,000 km of which 67% are electrified. The state infrastructure represents more than 80% of the total network. The main cities of the country are connected with each other: 4 hours are needed to go from Stockholm to Malmö and 6 hours to go from Stockholm to Göteborg. The department handling the railway transportation (Banverket BV) plans the construction of various high speed tracks throughout the country. The state infrastructure represents more than 80% of the total network. For this case (the most important case for the project), there are some statistics about the freight railway traffic in Sweden along the years in Appendix I. In the statistics appendix there are 3 groups of two tables: 1) Goods transport by railway. (These tables are divided in domestic consignments, cross-border consignments and all consignments). 2) Goods transported according to NST/R freight category. (NST/R: Standard Goods Classification for Transport Statistics/Revised) 3) Dangerous goods. All groups have two tables, one for carried tones (in thousands) and another one for transport performance (in million tonne-kilometres). Those tables offer the progression for the period and the growth percentage for those years. This progression is represented in one graphic per

21 Jesús Moreno Bautista Abad table also in the appendix. As it is possible to see in the graphics, the growth percentage in nine years ( ) is more of the 90% in the case of total tones carried in goods transport by railway. That indicates the big growth of this sector in Sweden, and the possibilities that this project could have. In the graphics about Goods transported according to NST/R freight category, the growth is lower, around 20% above the total of goods, although some categories of NST/R classification have a higher growth like wood and cork (27%) or even lower growth also. Finally, for the case of dangerous goods the growth is basically the same as the other kinds of goods following the ascending progression in this sector. The percentage of using the different modes of transport depending on the type of freight may be observed in the table below. First, it is necessary to divide the freight market in four sub-markets depending on the volume of freight transport: Bulk freight: raw materials. Basic markets: raw materials and semi-manufactures. Product market: semi-manufactures and finished products. Service market: mail, parcels and express freight. By road (truck) By sea By air By rail Bulk freight 6% 56% - 19% Basic Commodities 37% 40% - 56% Product market 57% 4% - 25% Service market % - Figure 1.10: The different transport modes transportation effort by sub-market (1997). (Source: Efficient train systems for fright transport, Bo-Lennart Nelldal) Ports of Stockholm: Kapellskär The authority in charge of all operations in the ports of the Stockholm is Stockholms Hamnar. This company works with many countries like Estonia, Latvia, Lithuania, Finland, Poland, Russia and Germany

22 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Figure 1.11: Countries working with Stockholms Hamnar. (Source: Stockholms Hamnar) Kapellskär is a small harbour with important ferry traffic with Finland (three different destinations) and Estonia. In the next table we can see the frequency and type of traffic. Destination Type of traffic Sailing Paldiski (Estonia) Freight and passengers 2 times/day Paldiski (Estonia) Freight 1-2 times/day Mariehamn (Finland) Freight and passengers 3-4 times/day Naantali (Finland) Freight and passengers 2-3 times/day Turku (Finland) Freight and passengers Daily (sept-may) Goods,1000 tonnes Unloaded from foreign ports Loaded to foreign ports Figure 1.12: Destinations and trip frequencies from Kapellskär Harbour. (Source: Stockholms Hamnar 2006) The maximum frequency of trips may be 12 trips per day. It depends on the demand in the different countries, but of course with a better railway access to Kapellskär it would increase the opportunities of this harbour. The freight loads and unloads are very similar

23 Jesús Moreno Bautista Abad Figure 1 13: Kapellskär Harbor. (Source: Stockholms Hamnar) The port has four quays whose lengths are between 100 and 200m, and the depth by quayside is between 5 and 8m. Figure 1.14: Kapellskär Harbor. (Source: Stockholms Hamnar) The Port of Kapellskär is situated 90 km north of Stockholm. Today, the port access from the land side is only by road access. A very important road between Stockholm and Norrtälje continues and finishes here, in Kapellskär. Also, other not so important local roads link Kapellskär with the towns and houses near the port. The population in the zone is not so much and the roads are not very important

24 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective With its short entrance channel and its good road links the port is important for rapid freight transport to and from Finland and other destinations. to Stockholm Figure 1.15: Kapellskär s access

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26 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 2 Market Analysis In this chapter, we can see an analysis of the more important aspects of the Swedish market and our project zone. In the first point, an analysis of the destinations by ferry from Kapellskär and Stockholm to Finland and Estonia is described. A description of the cities and seaports that are connected with these Swedish ports and some of their more important characteristics of their history, economy and transport network is also explained. Later, in the second point some advantages are explained and the reason why moving the traffic from Stockholm to Kapellskär, including some data about the time decreasing with this proposed. The third point is about some possible customers in the zone, and the fourth remarks the importance and the possibilities of a future CT-Terminal in Rosersberg. Next, in the fifth point another future project is described. In this case is the future port of Norvik. And finally, it is important to remark the main requirements in the market for the future. 2.1 Ferry Traffic with Finland and Estonia Finland and Estonia are the most important countries with which Sweden is connected by means of a large number of ferries. Finland and Sweden are connected at the north by means of roads, but this connection is very difficult for trucks and other freight transports, due to the geographical position, weather, etc. Moreover, the capital cities and the most important cities are in the south of the countries, and the connection by means of these roads in the north would not be profitable due to long distances. However, due to the morphology of these countries the separation between the most important cities is very short by boat. Both countries (Finland and Sweden) are Scandinavian countries and since long time ago both have been cooperating with each other. There are also many destinations to Estonia. The most important ferry traffic with Finland and Estonia from our project point of view is from Kapellskär and Stockholm Ferry traffic with Finland and Estonia from Stockholm From Stockholm we have three destinations in Finland: Mariehamn (1 departure/arrive per day as unique destination, and several per day as point of pass),

27 Jesús Moreno Bautista Abad Turku (4 departures/arrives per day) and Helsinki (2 departures/arrives). And with Estonia, just one: Tallinn (1 departure/arrive per day). Mariehamn is a small island with a population of 11,000 approximately. It is a tourist destination and the freight traffic is basically for supplying of the city. Turku is the oldest and fifth largest city in Finland, with a population of 175,354 (as of 2006). It is the capital city of the province of Western Finland, as well as being the centre of the country's third largest urban area, with around 300,000 inhabitants. Turku has one of the largest Finland-Swedish populations in the country. Due to its location, the Port of Turku is one of the busiest seaports in Finland with around 3.7 million passengers per year. Turku is one of the leading cities of Finnish Biotechnology and Information and Communications Technology. A majority of Finnish medicine manufacturers and researchers operate in Turku. The port of Turku is the main handler of piece goods and large consignments in Finland after Helsinki, and has specialized in large units such as heavy haulage vehicles, trailers, railway wagons and containers. The majority of its cargo is piece goods, however, and it is well equipped to serve international road haulage and rail freight customers. The port of Turku handled the total of 3.9 million tonnes of goods in Finland s only rail ferries operate through Turku, to Stockholm and Travemünde. The majority of the shipping is by roll-on/roll-off vessels and passenger/vehicle ferries Helsinki is the capital city of Finland. The port of Helsinki is the most important of Finland and one the most important port along the Baltic Sea. The second port most important in the Nordic countries. It specializes in freight traffic with more of 10 millions of tonnes per year. It operates with more of 100 ports in all Europe and north of Africa. The heavy truck network in Finland from the port of Helsinki is very big connecting many places. The same way as before, for this project, the traffic with Helsinki is by means of combined traffic ferry (passenger and freight together). Tallin is the capital city of Estonia. The port of Tallinn is the most important of Estonia.The city is an important industrial, political and cultural center, and seaport. Several ferry operators connect Tallinn with Finland, Sweden and Germany. Tallinn also has a commuter rail service running from Tallinn's main rail station in two main directions: east and to several western destinations. These are electrified lines and are used by the EleKtriraudtee (Electric Railway in Estonian). The trains are a mixture of modernized older Soviet EMU's and newly built units. The Via Baltica motorway (part of European route E67 from Helsinki to Prague) connects Tallinn to the Lithuanian/Polish border through Latvia Ferry traffic with Finland and Estonia from Kapellskär From Kapellskär, we have three destinations in Finland: Mariehamn (1 departure and 2 arrives per day as unique destination), Turku (1 departure/arrive per day) and Naantali (4 departures/arrives per day). And with Estonia, just one: Paldiski (1 departure/arrive per day)

28 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Due to the geographical position of Kapellskär, the distance and the travel time to Finland and Estonia are lower than from Stockholm s Port. Naantali is a city in southwestern Finland, known as one of the most important tourist centers of the country. The small city, with a population of 14,081 (as of 2007), is located in the region of Finland Proper, 15 kilometers west of Turku. In addition to tourism, the city's main industries are electricity production, oil refining, manufacturing, and services. The seaport of Naantali is the third largest in Finland in terms of goods traffic, and the city is home to a power plant and an oil refinery. Paldiski is a town and Baltic Seaport situated on the Pakri peninsula of north-western Estonia. The Seaport has traffic with countries like Hanko (Finland) and Lübeck (Germany). The city has a terminus station on the rail line, providing a convenient link to the capital city. In the next table we can see the timetable of all the destinations that were explained before. Departures Kapellskär Stockholm Paldiski (Estonia) 0:45 Mariehamn (Finland) 12:00 18:00 Naantali (Finland) 01:00 09:15 14:45 21:45 Turku (Finland) 7:30 07:45 20:10 19:15 08:00 Helsinki (Finland) 16:45 17:00 Riga (Latvia) 17:00 Tallin (Estonia) 18:00 Arrivals Paldiski (Estonia) 22:15 Mariehamn (Finland) 9:30 17:30 15:30 Naantali (Finland) 09:40 16:30 23:00 05:30 Turku (Finland) 6:00 18:55 6:30 18:15 7:00 Helsinki (Finland) 9:40 9:30 Riga (Latvia) 9:30 Tallin (Estonia) 10:00 Figure 2.1: Timetable between the ports of Stockholm and Kapellskär and all their destinations. In the appendix II, it is the complete timetable. 2.2 Relocation of train ferry from Stockholm to Kapellskär One o f the goals of this project is to decrease the congestion in the Stockholm area including the port of Stockholm. One of the problems in this area is the morphology of the city formed by thousands of islands (archipelago). For this reason, currently,

29 Jesús Moreno Bautista Abad the access to the Stockholm s Port is very difficult by ship with an increase of travel time and money. As seen before, in the appendix II, the time difference between the trips to Stockholm and to Kapellskär is considerable. With an appropriate railway access to Kapellskär, some ferries that nowadays departure from Stockholm, could in the future departure from Kapellskär, previously handling their goods by train. Also, with an appropriate railway access, Kapellskär will have more benefits due to the predictable increase of profits. The ferry traffic will be higher because the ferry companies will prefer to send their ships to Kapellskär where they come quickly and can unload their goods in trains that carry the freight to Stockholm. The final destination will be the same, Tomteboda (Stockholm s Area), but the costs and travel time by ship will be smaller. In the other hand, the port of Stockholm will have benefits like the decreasing of the ferry traffic. With this new railway network, a total of seven ship trips that daily come to Stockholm s port (currently) will change their arrival to Kapellskär. The destinations of those seven ships are Mariehamn, Turku and Helsinki (all of them in Finland). The two first are destinations that the port of Kapellskär currently operates with, that is, it will not be difficult to think on this possibility. And Helsinki is a destination where any boat goes to from Kapellskär nowadays, but it will be possible because there are currently destinations near Helsinki. In the next table, it appears the different distances between the destinations from/to Stockholm or Kapellskär. The three destinations are Mariehamn, Turku, and Helsinki (currently, there is not trips from Kapellskär, the distances and times are estimations). Minimum time Distance (nautical miles) Kapellskär Stockholm Kapellskär Stockholm Mariehamn 3h30min 13h45min Turku 9h30min 11h25min Helsinki 17h20min 21h Figure 2.2: Time trip and distance for the common destinations from/to Stockholm and Kapellskär. The difference in time and in distance for the destinations if the ship would departure from Kapellskär instead from Stockholm is: Mariehamn: -10h15min/47 nautical miles Turku: -1h55min/39-49 nautical miles Helsinki: -3h40min/47 nautical miles We can observe that the difference in travel time in the case of Mariehamn is too big. The reason is that the boat from Stockholm is mainly a tourist boat. Moreover the other time differences are also very different (almost double). The travel time for those trips may be very different for the same distance, because it depends on the kind of trip or the route choice. For the same origin, two boats spend different time for the same destination if the boat departures at night or in the morning or due to other factors. However, this calculation has been made for the minimum travel times for the boats from Stockholm or Kapellskär. It is necessary to take into account the travel time between Kapellskär and Stockholm by train. It depends on the alternative chosen, but the trip time by railway

30 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective is around 1h10min. This time plus the handling time, which is supposed to be two hours, is the total travel time from Kapellskär to Stockholm or viceversa. 2.3 Local customers In the project area there are not so many customers. Some customers could be Norrtälje and Rimbo with small terminals for timber-traffic. These places may be important in this market since Sweden is one of the largest exporter countries in the world. A transloading terminal for wagonload services may have to be established in Norrtälje or Rimbo. 2.4 Future CT-Terminal Stockholm Nord/Rosersberg Background The planned localisation of a CT Station (combiterminal) lies a little bit south of the current Rosersberg working area in Sigtuna. Figure 2.3: Localisation of the Rosersberg Terminal in the community of Sigtuna along the railway corridor Stockholm-Uppsala. (Source: Banverket) The plan - conditions has not been evaluated yet, but according to the office of construction in the city of Sigtuna it is possible to expand the industry area to the south of where the current industry area is nowadays. The area lies in a direct connection to the Ostkust line but joining tracks need to be built. There is space for more terminal-tracks of full length

31 Jesús Moreno Bautista Abad The area lies in almost direct connection to the road E4 and according to information from the community of Sigtuna a new connecting road is being planned to be built there. The costs are approximately 40 MKr (4,25 M approximately) where the costs include: - Connecting tracks - Terminal-tracks, about 2100 m - Loading areas (where the trucks can unload the freight) - Connecting roads - Facilities - Other Requirements The different localization alternatives have been studied from two aspects: - In the short term for establishing a new combi - business with relatively low investment costs and with relatively limited demands on capacity and spaces. - In the long term for establishing a full service combiterminal with a capacity alike to the terminal of Årsta (see point ). For both of these points of view it is very important to consider the availability and also the queue problems for the road and railway traffic. A short term solution should in first hand be the localisation in an area that already today is being used for railroad causes and thereby is related to relatively low investment costs. Another short term solution could be that the demand on track length and area eventually may be reduced. The long term solution should be able to offer a fully big facility of areas and track lengths according to the below information about the shape. There should also be possibilities of expansion for more tracks and loading areas. Some shaping conditions that the area for this proposal needs to meet are: - There should be connecting rail tracks and roads. - Within the area is needed: At least two handling tracks for loading and unloading of at least 650m One arranging track with a length of at least 650 m - The terminal tracks should not be electrified with an overhead line (catenaries), but connecting tracks may be. - Loading/unloading should be done with a reach-stacker. This demands that the loading area has an overbuilding that can handle a pressure of 110 tons. - The length of the loading area depends on the train length. In this case the loading area s length is estimated to be about 650 m. The loading area s width should be about 25 m

32 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective - Areas for putting up loading units should have a width of about 20 m and a length of about 650 m. - Besides this there should be expedition and personnel halls, truck garage and/or arranging area for trucks. The area should be enclosed. - Expansion possibilities should exist in order to be able to expand with longer and more tracks as arranging areas. - It should be easy to reach and leave the terminal by truck. It should possible to reach bigger roads quickly. Traffic in population centres should be minimized The market The market for the combi business in northern Stockholm with its neighbourhood is preferably in Västerås, Lunda, Arlanda and Kapellskär. Furthermore, the market analysis about this project should be continued. It needs to be analyzed deeply. So, Kapellskär could be a very important point in a future intermodal traffic system in the zone. Three different modes could be connected: transport by ship, by road and by railway, and several countries connected also with the capital of Sweden, from where the goods are distributed to other parts of the country from the terminals of Årsta and Rosersberg. Nevertheless, a new intermodal traffic terminal in Kapellskär could make it possible that the Rosersberg terminal is not necessary, due to that this function it may be built in Kapellskär. This aspect is analyzed more in detail in point 4.2. Source: Viability study of Banverket, October Future harbour of Norvik Norvik is the third port of the authority Stockholms Hamnar (Ports of Stockholm) together with Frihamn (Stockholm) and Kapellskär. It is important to talk about this future project because it is a port for freight basically, and it is interesting to compare this port with the port of Kapellskär. The port of Norvik, also called Nynäshamn, exists nowadays, but it is planned its expansion in order to attend the future requirements of the market. The growing consumer in this region requires this expansion. Some of the reasons for doing this expansion may be the increasing of the capacity on the services to Gotland (island in the Baltic Sea, southern of Stockholm) due to a new fast ferry to Visby (the primary city of Gotland). This happened in 1999 when a new fast, single-hauled, high-speed ferry brand designed for the Baltic, was taken into service. With its 35 knots, this new fast ferry covers the distance between Nynäshamn and Visby in just 2 hours and 50 minutes. Another reason for the expansion is the appearance of two new cruise lines. These lines decided that Nynäshamn should be a new destination by year 2000 for part of the international cruise liner traffic

33 Jesús Moreno Bautista Abad All these reasons have made the port authority of Stockholm Hamnar to think about the possibility of an expansion of the port, from an environmental perspective. Due to the closeness of this port to Stockholm, it looks like a possible alternative for the port of Stockholm. Figure 2.4: Photo collage of the new port of Norvik. (Source: Stockholms Hamnar) The eco-friendly alternative, as the authority called it, will allow to decrease the traffic in the environmentally-sensitive archipelago of Stockholm. Entrance routes will be shorter, resulting in time and environmental gains. Heavy lorry traffic through the Stockholm s inner city will also be reduced as goods will instead be freighted via Nynäshamn. All these are the same reasons for which this present project is justified in previous chapters. Norvik would be an alternative for the port of Stockholm in the south like Kapellskär is in the north. However, the development of both ports is compatible because the destinations will not be the same due to their geographical position. Both will help to decrease the traffic in the archipelago of Stockholm, reducing costs and travel time

34 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Figure 2.5: Norvik and Kapellskär destinations (own elaboration). Source: Stockholms Hamnar 2.6 Markets requirements on future For the transportation customers, the most important requirements are cost and quality. For some customers the environment is very important also. In the next table the most important customer requirements appear: Standard Price Availability Transportation time Low transportation cost Good information and customer contact Frequency Low logistic cost Feeder transport available Quality Efficient terminals Loading capacity Efficient transhipment Easy to load and unload Low impact on environment Figure 2.6: Customer requirements. (Source: Efficient train systems for freight transport Bo-Lennart Nelldal). The customer requirements are divided into three groups: standard, price and availability, depending on the relations with different aspects. The requirements also may depend on different types of transport according to capacity and quality. Moreover the kinds of industry and geographical structure may demand different requirements depending on their necessities. Other dimensions are

35 Jesús Moreno Bautista Abad the size of the company and the size of the consignments. It is important to put in relation the products that the railways can offer. Then the common denominator will be found in the different customers and in the share of market that is covered by the railways products. For a deep analysis of the requirements in the goods market, it is necessary to distinguish the different sub-markets that exist as said before in the point The division of freight market by sub-markets with certain characteristics is: bulk freight, basic commodities, product market and service market. Each sub-market has different average goods of the values, price per kilometre and tons and it also represents different percentages into transportation modes. In the next table, we can see the market segment and requirements of these sub-markets. Market segment Time requirement Frequency Main product Interoperates mainly with Bulk freight Raw materials < 24 hours Continuous Unit trains shipping Basic Commoditie s Product market Raw materials Semi-manufactures Semi-manufactures Finished products Domestic: 0-1 days International:1-3 days Overnight 17:00-07:00 Daily Wagonload traffic Shipping Several/week Daily Intermodal traffic Truck Service market Mail, parcels Express freight Overnight Same day Daily Several/day Express freight/ passenger traffic Air cargo Truck Delivery service Figure 2.7: Markets, customer requirements and the railways products. (Source: Efficient train systems for fright transport (Bo-Lennart Nelldal). Regarding to the market and production system, the freight railway sector may be divided into the following products: Wagonload traffic Units train Intermodal traffic High speed freight traffic Express traffic For this project, the most interesting freight transport system is the intermodal traffic which would be the system used in this line. The intermodal traffic is the transportation between two specially designed terminals on special rail wagons like containers, swap-bodies and road trailers (our case). Currently, in Sweden the 36% of transported freight is by means of intermodal transport system and the 64% goes directly from consignor to consignee. The railways transportation by intermodal system represents a share of 45% while directly

36 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective goes the 55% (very similar). In the other hand the difference is when the transport is by road or by ship. Shipping has the highest share of intermodal transportation, 82% and road haulage has the lowest proportion, 12%. Source: Efficient train systems for fright transport (Bo-Lennart Nelldal)

37 Jesús Moreno Bautista Abad

38 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 3 Route alternatives For this project, from the freight traffic point of view there are two route alternatives in two directions: 1. Stockholm Märsta Kapellskär 2. Stockholm Åkersberga Kapellskär The main goal of this project (see 1.2) is the development of a new railway access to Kapellskär. Another one was decreasing the congestion in the city of Stockholm. For these reasons, both lines have the same origin/destination, Stockholm and Kapellskär, the only change is the route. Both places are the most important points in this project. That is why in both alternatives the trains will just stop at the end or at the beginning of the line. Therefore, criteria for choosing a determinate route will not be the intermediate stations from a demand attending point of view. But, maybe these stations will have influence if in those points exist cities with big populations, and then freight trains would have a negative visual impact for those populations or even if those cities represent a possible enlargement of the line in the future. However, all of these things will be explained later 3.1 Stockholm-Märsta-Kapellskär This route is developed following the current axis Stockholm Uppsala to the north, of which some characteristics were explained in the chapter number one (see 1.4.1). The alternative uses the current line until Märsta (town close Arlanda Airport), where it diverts to the east towards Rimbo and later Norrtälje. The line towards Märsta is with quadruple tracks, until Skavstaby. From this point, until Norrtälje the line is by double track and finally, from Norrtälje to Kapellskär the line continues with single track. The next picture represents a map of the zone with route number one, Stockholm Kapellskär via Märsta, drawn in black colour. The below box describes the total and partial lengths and the itinerary

39 Jesús Moreno Bautista Abad Figure 3.1: Alternative 1: map of the route and itinerary. (Own elaboration)

40 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective An in-depth analysis about the characteristics and about the strong-points and weaknesses is developed in point 4.2, but the main advantages and disadvantages are the following: Advantages and disadvantages This line may be composed by two parts. The first one is the axis Stockholm Uppsala until Märsta, where the route bifurcates to the east (second part). The first part is already built and operating with passenger and freight trains. This is an advantage, because it is important to save money and construction time. Moreover, just some modifications would be necessary and the construction of the new line just represents the construction of the line from Märsta to Kapellskär (part 2). The interruption of the traffic would probably not be necessary. The current stretch between Stockholm and Märsta has a length of 37.5 km and it represents the 35% of the total (108.6 km). So, it is only necessary to build 71.1 km. In the other hand, the usage of this current stretch may have some problems when making the train timetables. The adaptation of the new trains may be difficult, but nevertheless with the flexibility of the freight train timetables and the use of the RailSys program for the simulation, it is easier these adaptations. The second part, between Märsta and Kapellskär may be divided into two stretches. The first one is from Märsta to Norrtälje and the second one is from Norrtälje to Kapellskär. This differentiation is made because they have different characteristics. In the first one the line has double tracks and in the second one, single tracks. And in the first part there is passenger train traffic and freight traffic together, while in the second stretch only freight trains go to Kapellskär. An advantage of this line, in the part between Märsta and Kapellskär is that only two population centres are crossed, Rimbo and Norrtälje. That is a good advantage, because the impacts of freight trains in the population centres are very important as visual or noise impacts. In the other part, more population centres were crossed, but that line is nowadays operating. 3.2 Stockholm-Åkersberga-Kapellskär In this case, the route follows the east coast passing by Åkersberga (where the current line finishes today), Roslags Kulla, Bergshamra and others population centres until Norrtälje. The next picture represents a map of the zone with the route number two, Stockholm Kapellskär via Åkersberga, drawn in black colour. The below box describes total and partial lengths and the itinerary

41 Jesús Moreno Bautista Abad Figure 3.2: Alternative 2: map of the route and itinerary. (Own elaboration)

42 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Advantages and disadvantages One of the main disadvantages of this line, in comparison to the alternative number one, is the elevated cost that new line represents without the usage of current railway stretches like in the other alternative. In this case, the current trains run until Åkersberga nowadays, but with single tracks and narrow gauge. For a project like this, it is impossible to keep that kind of line, for which it would be necessary to change this stretch also. However, currently there are studies made by Banverket, the Railway Authority is Sweden, about this aspect and they have planned to change this line soon in order to adapt the line to the European gauge and in the future to be able to prolong the line until Norrtälje. In the other hand, this alternative is shorter than alternative number one, advantage from the point of the train travel time. All these travel times will be obtained with the simulation, and they are included in this project in the chapter about the simulation, chapter number five. The other important disadvantage is the quantity of population centers that are crossed by the railway line. In this case, this number is bigger than in the other alternative, and as said before that represents some impacts like visual or noise impacts. Moreover, with a bigger number of population centers, increases the estimated costs of the project due to the necessity of building special infrastructure in these places. Another important problem is that the railway section between Solna and Arninge is via tunnel (15.6 km). Long tunnels may represent a problem for this kind of traffic. Tunnels are dangerous points in the railway networks as well as for freight trains, due to their characteristics (size and weight) and the possibility of bringing dangerous goods. Of course, both things together would be the worst case. This problem is not the most important, since there are tunnels in most of the lines, but it represents another weakness in this alternative compared to the other one. Both alternatives are the same in the stretch between Norrtälje and Kapellskär: same layout, and both have one track and they are for freight traffic only. Finally the next picture shows both alternatives together. The scale and details are less appreciated but it is possible to see some characteristics previously mentioned:

43 Jesús Moreno Bautista Abad Figure 3.3: Both alternatives together. (Own elaboration)

44 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 4 Traffic and infrastructure Next, in this point the aspects about the traffic and infrastructure of the proposed are explained. The coordination with passenger traffic is important in this project due to the new line is also designed from passenger traffic point of view. The coordination should be with the new railway traffic and with the current trains. With respect to infrastructure, the relationships with the current and future infrastructure from freight point of view are explained: the different intermodal terminals in the zone, the relationship between them and between other points of Sweden. In the third point it will be made an in-depth analysis of the route alternatives. In chapter 3 the description of these alternatives was made, but now the analysis is from the infrastructure point of view. This point also includes the study of the possible alternatives of a new intermodal terminal in Kapellskär. Finally, it is explained the process for designing the timetables used with the assumptions made and the compositions of the trains. 4.1 Coordination with passenger traffic The new railway line designed in this project is the same line that it will be used by passenger traffic trains. The most important restrictions in the new infrastructure are imposed by the passenger high speed trains due to the fact that the characteristics for these kinds of trains are more restrictive than freight trains, like for example in the infrastructure; the radius of the curves due to the high velocity, the slopes and even for the simulation in this project it is necessary to define if the line is going to be used by passenger high speed trains due to all these reasons. The coordination with passenger traffic will be different depending on the alternative chosen due to that the characteristics and the volume of traffic of each line is different. The alternative number one which links Stockholm and Kapellskär via Märsta has high number of trains due to that this line goes along the axis Stockholm Uppsala which has an important traffic nowadays. In both alternatives, it is necessary to coordinate freight trains with the following passenger trains - Local trains - Regional trains - Long distance trains - Empty runs - IC trains (intercity, local no high speed trains)

45 Jesús Moreno Bautista Abad - Arlanda Express - Commuters trains Some of them have as destination Uppsala and others Norrtälje. From Norrtälje to Kapellskär it is not necessary the coordination, because to Kapellskär there are not any passenger trains. That is the reason because this stretch has one track, the traffic is lower. The most important aspect of the coordination with passenger traffic is respect the making of the timetables. Freight train timetables are more flexible than passenger timetables, where the peak hours are very important from the density of traffic point of view. These peak hours represent the moments with bigger train traffic and they are the hours between 6:00 and 7:00 from Norrtälje to Stockholm and between 16:00 and 17:00 from Stockholm to Norrtälje. It represents the comings and goings from/to the workplaces. As said before, the timetables for freight trains are more flexible. It is due to the object that freight traffic is bringing goods which may be stored. Although in this case it is important to adjust the train timetables with ferry timetables, it is not necessary to coincide exactly in time, because the goods may be stored. For example, if there are some goods which departures by ship at 7:00 from the port, they may be carried at 5:00 and storing in the terminal of Kapellskär. It is not like a person who needs to be at his/her workplace at a specific time, not two hours before. Of course, the saturation in the port should not be reached. Another important aspect in the coordination with passenger traffic would be the coordination in the stations. In this case, there are not so many problems, because freight trains only stop in two points. One of them, the port of Kapellskär is not used by passenger trains, for which there is not problem. The other one is Stockholm. Here, many trains departure every minute to different points of Sweden for which it is important to coordinate not only the timetables for ensuring the correct operations, but also the spaces for each mode of transport s trains. The terminals that operate both kinds of trains should be prepared for correct operations. The spaces should be clear, and it should not be used the same places for both operations, due to several reasons like the use of machines in freight operations that can be dangerous for passengers. Nowadays, the Tomteboda operates with both kinds of transport for which it would be possible to bring about this project without important modifications in the station. Moreover, in the future, it could be possible that freight trains continue to the south until Årsta without stopping in Stockholm, due to the important point from a freight point of view that exists in this terminal. 4.2 Coordination with existing infrastructure First, it is important to remember the meaning of intermodal traffic because this kind of traffic will be the traffic developed with the new infrastructure and the new terminal in Kapellskär. The intermodal traffic means combining truck and railway traffic, where the trucks mostly are being used for shorter transports to and from stock-terminals, while the trains transport the goods longer distances out in the

46 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective country. On these terminals entire load carriers are being loaded and get loose entire load carriers that contain trailers or containers. - Trailer is usually a wagon that you attach on the back. It gets lifted over with a truck from the ground to the railroad-wagon. - Containers are boxes that can be transported with a truck, train or a boat. They get lifted from car to railroad-wagon in the same way as the other weight carriers. In other points it has been remarked the importance of the port of Kapellskär from the intermodal transport point of view. With the incorporation of this port like an important point in the freight railway network, the city of Stockholm and its surroundings will have a complete intermodal transport network. Exactly the port of Kapellskär would not have the same operation as before because the exchange of loads is between boats and trains, but the objective is the same: to combine different modes of transport. The three points that will be the foundations of this network are: Kapellskär Rosersberg Årsta The geographical positions of the three terminals appear in the next picture: Uppsala Figure 4.1: Intermodal terminals and main network points in the study zone. The relationships between these points and other places of Sweden may be represented by means of the next picture:

47 Jesús Moreno Bautista Abad Uppsala Finland North Kapellskär Rosersberg 70 km Goteborg Stockholm Malmö Årsta Figure 4.2: Relationships between intermodal terminals and main network points in the study zone with other places. (Own elaboration). Kapellskär The relationship of this port with other places will be of two kinds: - By ship with Estonia and Finland. As it is viewed before in other points, the ferry traffic in this port is very important with these countries. - By train with other places of Sweden. Trains will hand the goods from the ship, and they will be distributed by means of the new railway line. The main destination is Stockholm (Årsta) and in the future another important destination may be Rosersberg or maybe to the north also. Rosersberg The future intermodal was explained in point 2.4. In the future this terminal will be able to receive the goods by train from Stockholm Area or Kapellskär and move them to trucks, or viceversa. With this terminal, Stockholm will have two intermodal terminals, one in the north (Rosersberg) and another in the south (Årsta), decreasing the impacts that a freight railway line has in a city like Stockholm. Årsta Also, the operations of this terminal were explained in point All destinations appear in figure 1.8. The main destinations are Göteborg and Malmö (the second and third most important cities of Sweden)

48 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective That is, the intermodal railway network composed by these three terminals will be able to connect many destinations in Sweden including the four most important cities of Sweden (Stockholm, Göteborg, Malmö and Uppsala) and two neighbouring countries (Estonia and Finland), by three different modes of transport (railway, road and sea). The construction of a new intermodal transport terminal in the Port of Kapellskär could have some impacts on Rosersberg due to that the distance between both points is short, approximately 70 km. (in straight line). It is a very short distance for having two intermodal terminals. Nevertheless, the operation of both points is different. While in Kapellskär the load carriers change from ship to train, in Rosersberg the modes of transport used are trucks (by road) and trains (by railway). If it is necessary to increase the efficiency of the port of Kapellskär it is necessary to build a new intermodal terminal, but due to the short distance between both terminals mentioned before, the effectiveness of the system is lower, since it is more effective when the trains run through long distances. Nevertheless, with three terminals the possibilities of the system are bigger, since it is possible to choose different destinations and shares of the market depending on the terminal. Maybe, with the terminal in Kapellskär it would not be necessary another terminal in Rosersberg, especially due to other functions of the port as decreasing the congestion in the archipelago of Stockholm; but the strategic position of Rosersberg, in the corridor Stockholm-Uppsala, represents another good possibility. 4.3 Infrastructure scenarios In this project there are two infrastructure scenarios, the same as the alternative routes. In chapter number 3 appears a description of the different alternatives with some advantages and disadvantages. Here, in this point, it is not so important the description otherwise the justification of why these alternatives are chosen. The object of this project is to connect Stockholm and Kapellskär (harbour in the north of Stockholm). The ways to do it have been two different Stockholm-Märsta-Kapellskär The first alternative consists in the route between Stockholm and Kapellskär via Märsta where the line diverts to Kapellskär via Norrtälje. The length is km, 35 km with quadruple track (between Stockholm and Skavstaby), 52km with double track and with 21.6 km, from Norrtälje to Stockholm. The line uses the most important railway corridor in the zone. It is the axis between Stockholm and Uppsala. The length used is 37.5 km. approximately, until Märsta, and it represents the 35% of the total (108.6 km). So, it is only necessary to build 71.1 km. That is the stretch between Märsta and Kapellskär passing by Rimbo and Norrtälje. As seen before, until Skavstaby (network point, not station) the line has 4 tracks due to traffic reasons. In this point the line diverts in two lines with double

49 Jesús Moreno Bautista Abad track. One line goes to Arlanda and the other one goes to Märsta, both with double track. This alternative use the line that goes to Märsta due to the reason that freight trains do not go to Arlanda and in the future it is very difficult the enlargement due to the fact that the access to Arlanda is via tunnel. The reason why this corridor has been chosen is because in this corridor there are many important population centres in the zone as the localities of Märsta, Sollentuna (here there will be the intermodal terminal of Rosersberg) or Norrtälje. These population centres are important in economical and communication aspects or possible local costumers as it is the case of Norrtälje. Freight trains will not stop in these points, but it is important to include them for the following reasons: in the future the trains could be made to stop here; for example Märsta is the nearest population to Arlanda Airport, and in the future, maybe some freight trains could depart from here. Moreover, in Sollentuna there will be the next intermodal terminal in the zone, Rosersberg, and that could be important for the intermodal traffic (see point 4.2). In the other hand, a very important reason why this route has been chosen is because the line is not only for freight traffic. The costs of a line only for freight would be very high. This line is for freight and passenger traffic, and from a passenger traffic point of view, this route represents many important reasons. For example, Norrtälje is an important population centre in the region, from where many buses come to Stockholm everyday. It is necessary to connect both cities by train Stockholm-Åkersberga-Kapellskär The second alternative goes along the east coast. The designed route has a length of 92.4 km., 70.8 km with double tracks until Norrtälje and 21.6 km by means of single tracks, until Kapellskär. Currently, passenger trains go to Åkersberga, but the problem is that this line has single tracks and narrow gauge, for which the complete line will have to be changed. Therefore, in this case a total of 92.4 km will need to be built. The line crosses more population centres than alternative number one which represents a problem due to some impacts like noise or visual impacts. Another important disadvantage of this line is that it does not have important points in the route from a goods transport point of view and the possibilities of the new customers or stations in the future are not possible. For this project, it is not necessary but in the future it could be a good idea to extend the line in some points. In the other alternative there are some points like Märsta (near to Arlanda airport) or Rosersberg (future intermodal terminal) even the axis Stockholm Uppsala, which will be in the future important points from a freight market perspective. As said before, the line from Norrtälje to Kapellskär is by means of single tracks and only for freight trains. That is the reason why single track is being used, because it would be very expensive and unnecessary to have this stretch with double tracks. That is common for both alternatives; from Norrtälje to Kapellskär is the same stretch in both alternatives. The top speed is also the same in both alternatives. The top speed is the speed of the fastest trains in the line, due to this, it is more restrictive. The top speed in passenger trains is 200km/h, and the design of the lines will be for that velocity

50 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective As a conclusion, as seen before, all the characteristics of the alternatives show that the best alternative is the alternative number one, for which it will be the chosen alternative for making the simulation in order to correct the possible mistakes and join all kinds of trains, the previous passenger and freight trains, the new passenger trains to Norrtälje and the freight trains of this proposed. Nevertheless, the final conclusion of the project and the results obtained in the simulation will be analyzed in chapter number five and six CT- Terminal Kapellskär It is important to remark the importance of the terminals in the transport system. The terminals constitute the link between the modes of transport from the production to consumption. In the design of a new terminal it is necessary to take into account the following criteria: - Good location in the rail network (with the project of this railway line and the access to the port, Kapellskär will be integrated into an important rail network). - Good location in the road network (in this case the main exchange of goods will be from ships to the trains, not between rail and roads, for which that requirement is not so important. Nevertheless, as said before in point 1.4.3, the access by road to Kapellskär is by means of the main road in the zone, from Stockholm to Norrtälje, which continues to Kapellskär). - Location next to or close to freight transport markets (with the designed line the goods of this project will be connected to Uppsala and Stockholm, the 4 th and 1 st biggest cities in Sweden. Moreover, in Stockholm there are the port of Stockholm, one of the most important of Sweden and Årsta, a very important intermodal terminal in the south of Stockholm). - Enough land for future expansion (only smalls groups of houses and the road could be in the way of the expansion in the future, but it would be possible to integrate all of this in the expansion). For the design of the intermodal terminal in the port of Kapellskär, the recommendations that appear in point about the requirements of a new intermodal terminal that were used in the project of Rosersberg, have been also used in this design. The characteristics of the terminal are the same for the three proposed terminals alternatives; the only change is the geographical position. The characteristics are:

51 Jesús Moreno Bautista Abad The terminal station has four tracks. Their lengths go from 650 m. (the shortest) to 710 m, 740 m, and 760 m. (At least two handling tracks for loading and unloading of at least 650 m. long). Three of them, the three longest, with a separation of 10 m. between them, and another one separated 25 m. The loading area consists on the two shorter tracks (650 and 710 m) which width is 25m. The other two tracks will be placed where trains carry out their manoeuvres. Exactly, the used machines would not be trucks, but machines like terminal tractors, reachstackers or even forklift trucks, whose size and manoeuvrability is very good for these cases. Some of the machines used in this kind of operations are: Figure 4.3: Sketch with the measures of the tracks. (Own elaboration). Figure 4.4: Machines used in unloading/loading operations.(source: Kalmar industries). Also, for this design it has been necessary to take into account the roads of the zone, some groups of houses and their access and the position of the port and its accessibility. All the elements in the zone are showed in the next picture: Figure 4.5: Important elements in the Kapellskär Port zone

52 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective In green colour isolated groups of houses in the zone are shown. They are isolated; they do not form population centres. In blue colour the main road in the zone is marked, as said before, this is the road that links Stockholm and Norrtälje and it continues to Kapellskär. In red colour it is marked the secondary roads of access to the houses. The three proposed alternatives are the following: ALTERNATIVE 1 Figure 4.6: CT Kapellskär Alternative 1. This alternative one has some advantages and disadvantages. The main disadvantage is the distance between the terminal and the port. That distance is very long and the trucks would have to go almost 1 km. from the port to the terminal. That distance is too far and the system would not be efficient. Moreover, tracks cross the road two times. That would be very expensive, because it would be necessary to build two crossing at different levels (bridges or tunnels) because it would be dangerous for cars due to the quantity of trains in the zone. In the other hand, in order to be able to expand with longer and more tracks as arranging areas, there is a lot of land in the terminal s surroundings

53 Jesús Moreno Bautista Abad Figure 4.7: CT- Kapellskär Alternative 1 zoom. ALTERNATIVE 2 In alternative two, the tracks are between the road and the port, with direct access to the port. The distance to the road is approximately 20 m., for which there is enough space for machines manoeuvres or unloading works. The other road (in red colour) has to be modified, but it is not a problem due to the fact that this road is not as important as the main road (in blue colour). Figure 4.8: CT Kapellskär Alternative 2. With alternative 2, the problem of the distance does not exist due to the fact that in this case the terminal is together the port, with direct access. Therefore, the efficiency is bigger since trucks just have to travel less than 100 m. with the goods from the train to the ferry. One problem could be that the terminal blocked the pass from the

54 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective road to the port due to that it is located between both, but it does not represent a problem due to that the access to the port from the road is more in the south. Concerning the crossings with the roads, with this alternative any crossing exists between the main road, for which the cost is lower than for the other alternative (it is not necessary to build any bridge or tunnel) and safety is higher as well. There are just two crossings, and they are with the secondary roads, less important than the main road. Nevertheless, these crossings are not as dangerous as in others points of the line due to that trains speed is lower here. Figure 4.9: CT Kapellskär Alternative 2 zoom. The environmental impact of this alternative is lower than in alternative number one due to that in this case the terminal is together with the port like an extension. And the limits are the same than before, the road. That could be a problem in order to enlarge the terminal but there would not be problems because this expansion could be made in the other side of the road. ALTERNATIVE 3 In this case, the alternative number three is quite similar to the previous alternative, alternative number two, but the intermodal terminal is in the other side of the road, that is, the main road separates the terminal and the port. For that, tracks have to divert before, approximately 2 km. before the port. As in the previous alternative, one line goes to the terminal and the other line goes to the port directly changing to double track before coming to the port for manoeuvres operations, but in this case

55 Jesús Moreno Bautista Abad the line diverts before crossing the road. As said before in the others alternatives the crossings with roads mean important and expensive constructions if the crossing is at different level and a very dangerous point if the crossing is at the same level. Figure 4.10: CT Kapellskär Alternative 3. The other difference with the alternative number two is the position of the terminal. In this case, the terminal is in the other side of the road. The road separates the terminal and the port and the machines will have to cross the road carrying the goods to the port. Figure 4.11: CT Kapellskär Alternative 3 zoom

56 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective As a conclusion, the alternative chosen is alternative number two, due to the following reasons: It represents the best alternative from an environmental point of view. The terminal is together with the port and it is like an enlargement of the port without covering any more area. All the occupation is in the right side of the road as it was before. A priori it is the cheapest alternative due to the fact that it is not necessary to build any crossing with any roads and because the deviation to the terminal from the main line is the shortest. And the safest due to the same reasons. From the efficiency perspective, this alternative is also the most efficient. The distance between the terminal is the shortest and the unloading/loading machines do not need to cross any road, they can go directly. 4.4 Timetable scenarios The timetables used for this project have been made from the current timetables of the ships that arrive/departure from Stockholm or Kapellskär to the destinations choice (see 2.1, figure 2.1). The process has been the following: 1. Data about the volume of tonnes and the number of units (per year) in both Seaports. The tonnes of goods may be for loading or for unloading. (2005, 2006). Assumption: 350 working days. 2. Data about the volume of tonnes and the number of units (per year) in both Seaports. Dividing the data per year by 350 working days. Assumption: trains can carry a maximum of 30 wagons and a minimum of 20 wagons. The maximum of 30 wagons is due to technical reasons, that is, a train with more than 30 wagons would be too long and too heavy, and the operations would be very difficult to make. In the other hand 20 wagons is the minimum because fewer wagons would not be profitable for economical reasons. 3. With the number of units per day and the maximum and minimum number of units per train, it is possible to obtain the number of trains per day. Note: the number of units will be equal to the sum of the units loaded in Stockholm plus the units in Kapellskär. There are loaded and unloaded units. Note: the units that were loaded before in the port of Stockholm are the units that are now loaded in the port of Kapellskär. That is, these units will be carried by train from Stockholm to Kapellskär, they will be unloaded in the port of Kapellskär and loaded in a ship which will take them to the same destination as the one they had when they left from Stockholm s port. Also, the units that were unloaded in the port of Stockholm, now are unloaded in the port of Kapellskär, where a train takes them to Stockholm

57 Jesús Moreno Bautista Abad Assumption: all of the freight that now comes to Kapellskär will go to Stockholm, and viceversa, all of the freight that are now departures from Kapellskär, comes from Stockholm by train. This assumption is based on the fact that in Kapellskär there are not manufactures or companies, and all the freights have to come from the same place. The most important nearest point from where the freights may come is Stockholm or its port (Frihamnen) or maybe from Årsta (intermodal terminal situated at the south of the city of Stockholm). 4. Assign the number of trains to different hours of departure/arrival of the ships in Kapellskär. Assumption: the operation of unload/load for one train and load/unload of the ship corresponds to two hours. That is, the freight has to be two hours before the ship departures, and the trains can departure two hours after arriving the corresponding ship. Note: in the case that there are fewer trains than ships, (we have to take into account that we have three different scenarios with 10, 25 and 50%), the train departures/arrivals will depend on the number of units we need to carry. For example if we have 10 ships in a day and we need to carry 100 units, we need a minimum of 4 trains with 25 units. Each ship has an average number of 10 units. Therefore, we will have to distribute the four trains so that the total freight (100) is covered. One train every 3 ships with 30 units, later one train with 20 units when two ships come or even other combinations like one train in the middle of the morning and another one during the night. First, there is an approximation but later, all of this will also depend on the passenger trains in the same network. The trains have to attend the demand, but also they should share the railway network with other trains. All these details and calculations about the timetable scenarios may be seen in the Appendix III. Also, in this appendix appear the sizes of the trains, that is, the number of wagons in each case. In this appendix appear four different scenarios: 100%, 50%, 25% and 10% of the demand

58 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 5 Simulation In order to obtain better results in the project, it has been used the simulation program for railway traffic known as RailSys, with which it is possible to design a new railway line from an infrastructure, signposting and traffic coordination point of view. Also, with this program it is possible to determinate the timetable and frequency of the trains of the new line. It is possible to know in what point they intersect, the interval of departures of these trains or the running time. The RailSys is a good key for better operation and optimal use of the infrastructure. 5.1 Simulation tools RailSys In the next graphic we can see the most important tools of the program RailSys. Railsys system structure Figure 5.1: RailSys system structure. For this part of the project, the following steps have been carried out:

59 Jesús Moreno Bautista Abad 1. Infrastructure design New lines: this project includes old and new lines. For example, the line between Stockholm and Uppsala, crossing Märsta and Arlanda airport, exists at present. But, all the other lines are new, and it is necessary to design them. The new lines are the routes explained before in the chapter 3. Global areas and network: the global areas are zones or parts of the network where there is an intersection of 2 or more lines and it is not necessary to stop. The network is the group of several lines linking those global areas. Stations: population centres or strategic points. For this case, from a freight traffic point of view, the train will not stop until Kapellskär (or Stockholm, beginning of the line). But it is necessary to design the stops due to that this network will be used for passenger trains also. Moreover, although the freight trains do not stop in the stations, here it is where there are the switches for changing tracks in same cases. Previously, the length of the lines has been measured (called links) and the exact position of these Global areas and stations (called nodes, also the points that link the links are nodes, and they are not necessary stations). Also, it has been decided which stretch is by means of double track or single track. In this case, all the line has 2 tracks except for the stretch between Norrtälje and Kapellskär (single track) and in the part between Stockholm and Skavstaby (4 tracks). Figure 5.2: RailSys programme picture. Infrastructure design

60 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 2. Signposting Block sections: the stretches of the line with the same characteristics and where two trains are not able to be at the same time (in the same track). These sections have a length of m between two consecutive global areas or stops. Speed boards: these signals indicate the points where the train has to decrease the speed, for example in the access to the stations. In the stretch between two consecutives speed boards, the train will have a speed limit. For this line, the limit is 200 km/h due to the fact that this line will be used also for passenger trains. The limit for freight trains will be 100 km/h only, but the line has to be design for the maximum possible speed. 3. Timetable For the simulation three different timetables have been used. One of them is the current timetable for passenger and freight trains in the line from Stockholm to Uppsala. But only between 5:00 and 11:00, in order to introduce the trains of the most dense hours, that is, for the peak hours, that is, the hours with higher demand during the day. Another one is a timetable for passenger trains in the network of this project (only until Norrtälje, not Kapellskär). Finally, the timetable from a freight point of view, until Kapellskär. The timetable for the developed case in this project (freight perspective) is function of the current arrivals/departures by ship in the port of Kapellskär and Stockholm, like it was explained in the chapter number four (See 4.4). 4. Simulation At the beginning, the simulation was going to has made for three different scenarios. For the 50%, 25% and 10% of the freight trains demand calculated before and the 300%, 200%, 100% of the new passenger trains demand calculated for this line, respectively. The used demand scenarios for freight perspective are those because some assumptions are done as: all the trains from Kapellskär go to Stockholm or all the ships that nowadays come to Stockholm and have common destinations with Kapellskär, will go to this port (look 4.4).Also the current freight and passenger trains in the axis Stockholm Uppsala. Due to capacity reasons, which will be analyzed in the next point, the scenarios have been changed for others. The definitive scenarios are the following:

61 Jesús Moreno Bautista Abad Scenario 1a: o 200% new passenger capacity o 25% freight capacity o Current passenger and freight capacity axis STO-UP Scenario 1b: o 200% new passenger capacity o 50 % freight capacity. o Current passenger and freight capacity axis STO-UP Scenario 2: o 100% new passenger capacity o 10% freight capacity o Current passenger and freight capacity axis STO-UP From the simulation point of view the number of new passenger trains is the same in all scenarios (in each direction), but the difference between the scenario 1 and 2 is that in the scenario 1, trains have double wagons, that is, the double of capacity. The problems of capacity in the corridor Stockholm Uppsala do not permit to add any more trains. Figure 5.3: RailSys programme picture. Simulation and timetables

62 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Once the trains have been added, it is necessary to adjust the trains timetables in order to solve all the conflicts. The conflicts appear when two trains coincide at the same time in the same point of the line. As said before, in this line there are besides the freight trains of this proposal, the current freight and passenger trains in the corridor Stockholm Uppsala and the proposed passenger trains for the new line, reason why the density of the line is very large. Nevertheless, as said before in point 4.1. Coordination with passenger traffic, freight trains timetables are more flexible than passenger trains timetables. It is necessary to take into account the reserved space for the different kind of trains. In the first stretch, between Stockholm and Skavstaby the line has 4 tracks, two for each direction. In this part, commuter trains (that stop in all stations) and freight traffic should go through the inner tracks since these trains go slower than the other trains. The others trains should go through the exterior tracks because they are faster. Others requirements are needed in the elaboration of the timetables. Commuter trains should departure at the same intervals, and if you move one you have to move all commuters. And it is necessary that all trains, passenger and freight trains, departure in full minutes. 5.2 Results The simulation results are mainly the timetables which may be presented in two different formats, in table format or in graphic format. In the tables appear the types of trains, the origin, the destination and the time of departure in all the stations and the arrival time in the final stations. The tables depend on the scenarios and they are divided into three groups with two tables each (two directions): A. Scenario 1a. Kapellskär Stockholm Stockholm Kapellskär. B. Scenario 1b. Kapellskär Stockholm Stockholm Kapellskär. C. Scenario 2. Kapellskär Stockholm Stockholm Kapellskär

63 Jesús Moreno Bautista Abad In the tables it is possible to see in which stations trains stop. In the stations where the trains stop, the time of departure appears and in the stations where they do not stop there is a vertical line in the cell. The arrivals times are in the final stations, that is, in the destination. The graphics has been divided into three groups according to the three scenarios. It is not necessary to make one graphic per each direction because in the graphics there are two directions. Each group has one graphic with the trains in peak-hours (from 6:00 to 9:00) and one or two in the relevant hours of the specific trains of this project, that is, the new freight trains between Stockholm and Kapellskär. Therefore, the obtained graphics are: A. All trains scenario 1a. A1. From 01:00 to 06:00 A2. From 06:00 to 09:00. Peak hours. B. All trains scenario 1b B1. From 01:00 to 06:00 B2. From 06:00 to 09:00. Peak hours. B3. From 09:00 to 21:00. C. All trains scenario 2. C1. From 01:00 to 06:00 C2. From 06:00 to 09:00. Peak hours. C3. From 09:00 to 13:00. Therefore, there are three groups of tables and graphics corresponding to the three scenarios. All the graphics are in the Appendix IV. The complete tables are not in this appendix, because their size is very big, but a extract with the timetables of the new freight trains of this project has been added in the point 5.3. However, there is a full version with all the tables included. The colour legend or key chosen in order to distinguish the trains is the following: New freight trains STO-KAP New passenger trains STO-NÖRR Current freight trains STO-UPP Current passenger trains STO-UPP

64 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 5.3 Analysis of results In all the scenarios the number of current freight and passenger trains between Stockholm and Uppsala is the same depending on the direction. In the case of new passenger trains, they are the same number but the size of the trains is the doubled in scenario 1 (200% passenger capacity). The reason why the size is duplicated and not the number of trains is due to capacity reasons, that is, it is not possible to increase the number of trains, as said before. Finally, the number of new freight trains of this project varies from 2 to 9 depending on the scenario and the direction as seen before in point 4.4. The number of trains is the same that appears in appendix III, but not the departure times because they have had to be adjusted with the other trains. Nevertheless, the distribution of trains, in percentage is very similar as see in the next picture: NEW FREIGHT NEW PASSENGER CURRENT FREIGHT STO-UPP CURRENT PASSENGER STO-UPP 2-9; 2-5% 33-35; 25% 92-96; 70% 4-5; 3% Figure 5.4: Trains distribution. Passenger trains predominate in the line. The current passenger trains run between 5:00 11:00 and the new trains during all day. In the case of current freight trains, they run in the morning before 6:00 when they go to Uppsala from Stockholm, and during all day in the other direction. The current freight and passenger trains in the corridor Stockholm Uppsala are not all the existing trains in the line Stockholm Uppsala nowadays; they are the trains in the most important hours when it may exist problems related to the capacity of the line. Only these trains are used because that is the worst possible case. If it has been possible to introduce new trains in these hours, it will be possible in any hour. The new freight trains between Stockholm and Uppsala of this project have the following timetable:

65 Jesús Moreno Bautista Abad Scenario 1a FREIGHT TRAINS ALTERNATIVE 1a. STO -KAP 600;GODS 602;GODS 604;GODS 606;GODS Stockholm Stokholm Stockholm Stockholm 5:27:00 9:40:00 14:57:00 22:30:00 6:37:42 10:50:33 16:07:26 23:40:26 Kapellskär Kapellskär Kapellskär Kapellskär FREIGHT TRAINS ALTERNATIVE 1a. KAP - STO 601;GODS 603;GODS 605;GODS 607;GODS 609;GODS 611;GODS Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär 1:00:00 9:02:00 11:00:00 12:00:00 18:30:00 21:00:00 2:09:12 10:11:12 12:09:12 13:09:12 19:39:12 22:09:12 Stockholm Stockholm Stockholm Stockholm Stockholm Stockholm Figure 5.5: Freight trains scenario1a. In this alternative there are 4 trains for the Stockholm Kapellskär direction (even numbers). One of them leaves before 5:00, other before 10:00, another one around 15:00 and the last one come before 00:00. Approximately intervals of 4-5h except the last train which departures before mid-night to Kapellskär. In the Kapellskär Stockholm direction there are 6 trains (odd numbers). The first one runs during the night, the three next ones departure during the morning from 9:00 to 12:00, another one departures in the afternoon and the last one before mid night. The idea is to try to cover all the goods demand. Nevertheless, the demand is always attended because not only the number of trains in the different scenarios decreases, also decrease the tons of goods. In the other hand, it is important to extend the intervals between trains departure times as much as possible in order to transport all the goods that come to the port by ship. Scenario 1b FREIGHT TRAINS ALTERNATIVE 1b. STO - KAP 600;GODS 602;GODS 604;GODS 606;GODS 608;GODS 610;GODS 612;GODS Stockholm Stockholm Stockholm Stockholm Stockholm Stockholm Stockholm 3:49:00 4:53:00 8:40:00 13:18:00 14:52:00 17:49:00 21:19:00 4:59:26 6:03:26 9:50:26 14:28:26 16:02:26 18:59:26 22:29:26 Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär

66 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective FREIGHT TRAINS ALTERNATIVE 1b. KAP - STO 617;GODS 601;GODS 603;GODS 605;GODS 607;GODS 609;GODS 611;GODS 613;GODS 615;GODS Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär Kapellskär 1:00:00 8:11:00 9:01:00 11:30:00 12:00:00 12:30:00 18:30:00 19:30:00 21:00:00 2:09:12 9:20:12 10:10:12 12:39:12 13:09:12 13:39:12 19:39:12 20:39:12 22:09:12 Stockholm Stockholm Stockholm Stockholm Stockholm Stockholm Stockholm Stockholm Stockholm Figure 5.6: Freight trains scenario 1b. In this case, the number of trains is higher. It is easier to attend all the demand although this one is bigger. From Stockholm to Kapellskär there are 7 trains, the first two run during the night, the next one departures from Stockholm before 9:00 during the peak hours (look at the graphics, appendix IV), the next three ones during the afternoon and the last one before mid-night. In the other direction, Kapellskär Stockholm, there are 9 trains. The distribution is similar to the other cases, but it stands out the small intervals between 11:30 and 12:30. Three trains in one hour. The reason is because two hours before (the same estimated time for handing the goods, and exchange them from ship to train) arrive two ships, one to Kapellskär and one to Stockholm (nowadays). In this project, it is made the assumption that some ships would arrive to Kapellskär instead of Stockholm, for which there will be two ships arrivals almost at the same time and it is necessary to have those small intervals. Scenario 2 FREIGHT TRAINS ALTERNATIVE 2. KAP - STO 603;GODS 601;GODS Kapellskär Kapellskär 1:00:00 12:00:00 02:09:12 13:09:12 Stockholm Stockholm 600;GODS Figure 5.7: Freight trains scenario 2. FREIGHT TRAINS ALTERNATIVE 2. STO - KAP 602;GODS Stockholm Stockholm 11:20:00 21:20:00 12:30:26 22:30:26 Kapellskär Kapellskär In this scenario the studied capacity is only 10%. The quantity of goods is smaller and it is not necessary many trains. For the Kapellskär Stockholm direction there are two trains, one runs during the night and another one runs at 12:00. The interval is 11 hours, because there 2 trains during all the day. In the other direction, Stockholm Kapellskär, there are 2 trains also. One of them runs almost at the same time as the other in the opposite direction and the last one before mid night. In this case it is not so important that the trains come to port when the ships arrive or depart. It is more important to separate the time of the trains as much as possible

67 Jesús Moreno Bautista Abad The idea is to bring the goods and storage them in the port and handling them to the corresponding ships that are going to, or in the other case, to storage the goods until it is possible to complete a train with enough goods in order to be profitable. In all the scenarios the departure times are similar to the calculated hours in point 4.4, but not exactly the same because it is necessary to adjust the hours with the other trains of the line. It is important that they are quite similar because, as seen before, the hours are related to the ships departures/arrivals. The travel time from a freight point of view is 1h and 10min approximately in all cases. It is necessary to take into account that in the stretch between Norrtälje and Stockholm trains run through single track and only one train can run at a time in one direction. That is important in order to coordinate the timetables, but only for the case of new freight trains because they are the only ones that use this stretch. That adjustment would not have been possible without making the simulation part. As said before, all these results may be observed in two formats: tables and graphic format. In the last one it is possible to see the problems of capacity in the line between Stockholm and Uppsala until Märsta approximately where the line diverts to Norrtälje. In this stretch (between Märsta and Norrtälje), only the new passenger (in orange colour) and freight trains (blue colour) go to Norrtälje. Finally, in the stretch between Norrtälje and Kapellskär only freight trains run. Although here the capacity problems are lower, maybe there can be problems due to the fact that this stretch is single track. A train going to Kapellskär has to wait until a train from Kapellskär that goes to Stockholm crosses Norrtälje before accessing to the line. That may be seen in the graphic about Scenario 1b between 9:00 and 10:00 hours or in the Scenario 2 between and 13:00. In the graphics appear the two directions together

68 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 6 Conclusion and recommendations Until this point, this master thesis has gone through several stages, which have been very important in order to reach the final solution. In the first chapter, an introduction of the problem was made. First, it explains the delimitation of the project, that is, the study zone. Later, it was explained the goals of this project. It is important to remember which are those goals. The project goals are: - Develop a rail access to Kapellskär With a new efficient rail access to Kapellskär, some ships that now arrive or departure from the Stockholm port could departure from Kapellskär port instead of Stockholm decreasing the traffic and the congestion in the environmentallysensitive archipelago of Stockholm. Moreover, with this access the port of Kapellskär could attend future requirements of the market. - Search a solution for a saturated system. The archipelago of Stockholm has an important saturation due to its geographical position. Not enough space for a correct developing from a railway perspective. Therefore, this project looks for a solution for the problems related to: environmental impacts, congestion and future market requirements. Next, it is important to make a description of the methodology used for elaborating the project. The steps related with the study analysis and the simulation have been linked, and they were finished at the same time. The reason is that when the simulation is made some aspects are found out and they suppose some changes for the other step. Finally, it was made a description about some important aspects related with the project as the current railway network, current market of goods and port of Kapellskär based on some interviews made at the beginning with relevant authorities. In the second chapter, the analysis of the market is made. It is analyzed the market of ferry traffic and the destinations from Kapellskär and Stockholm, mainly to Estonia and Finland. Also, the repercussion of the relocation of train ferry from Stockholm to Kapellskär and the possibility of some local customers is analyzed. All these aspects are important in order to evaluate the possibilities of the project. Finally, in this chapter it is explained some examples of intermodal terminals and ports in the zone with similar characteristics to the port of Kapellskär. So, the characteristics of

69 Jesús Moreno Bautista Abad the projects of Rosersberg CT Terminal and the Norvik Port are included, and like in the case of Rosersberg, its characteristics have been used in the design of a new terminal in Kapellskär. But, not only the description was made, but also the connections and possibilities of the Port of Kapellskär with the presence of this points in the zone. Finally, the requirements for the future of the market of goods transport are explained. With these chapters, 1 and 2, the preliminary description and analysis is finished. The aspects as base of the proposal are established. The next chapters analyze the proposal. In chapter number three the two proposed alternatives are explained. The alternatives layouts are described showing maps, itinerary and distances. Also, the advantages and disadvantages of the alternatives. At the beginning, there are two alternatives: 1. Stockholm Märsta Kapellskär 2. Stockholm Åkersberga Kapellskär The first one uses the current axis between Stockholm and Uppsala until Märsta where the line diverts to Kapellskär crossing Rimbo and Norrtälje. All this part of the line until Märsta is with quadruple tracks, exactly until Skavstaby. The main characteristics of the line are: - It is just necessary to build the part of the line between Märsta and Kapellskär due to the proposed use of the current line. The new stretch has a length of 71 km. approximately. And the total of the line has km. - Between Stockholm and Märsta there are 4 groups of trains: current freight and passenger trains to Uppsala, the new passenger trains which continue to Norrtälje and the new freight trains of this project until Kapellskär. - The line between Stockholm and Märsta has 4 tracks, between Märsta and Norrtälje 2 tracks and between Norrtälje and Kapellskär the line is single track (only freight trains). - Only two new population centres are crossed by this alternative (from Märsta, before there are more, but this line is working nowadays). That is an n advantage from impacts caused by trains point of view. The second one has the following characteristics: - All the line has to be built. The total length is 92.4 km. - The quantity of populations is higher than in the other alternative, for which the impacts of railway traffic will be higher. The costs are also higher, because it would be necessary to adapt the cities to the railway traffic. From a freight perspective, trains do not stop in any stations, but it is necessary to take into account that the line will also be used for passenger trains which would stop in the populations centres for which it would be necessary to build stations at these points. - The railway section between Solna and Arninge is by tunnel of 15.6 km. A long tunnel that may represent a problem for this type of traffic

70 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Chapter number four is about traffic and infrastructure. In the first point is explained the coordination with passenger traffic and in the second the coordination with the existing infrastructure. In this point is analyzed the future relationships of Kapellskär with other relevant points in the zone as Årsta and Rosersberg. All of them may be coordinated in order to improve the system. The reason is why they have different destinations and origins of goods and the kind of system is different. While in Årsta and Rosersberg, in the intermodal terminals, goods exchange the mode of transport from train to truck or viceversa, in Kapellskär the used modes are by sea and by railway. Nevertheless, a new intermodal transport terminal in the Port of Kapellskär could have some impacts on Rosersberg due to the fact that the distance between both points is short, approximately 70 km. (in straight line). It is a very short distance for having two intermodal terminals. Nevertheless, the operation of both points is different as said before. But due to the short distance between both terminals mentioned before, the effectiveness of the system is lower, since it is more effective when trains run through long distances. But, anyway with three terminals the possibilities of the system are bigger, since it is possible to choose different destinations and shares of the market depending on the terminal. In this chapter an in-depth study of the alternatives is done where it is possible to know the reasons why these alternatives are chosen. The corridor of alternative one is more attractive from a new customer and enlargement perspective. In this corridor there are points that may be important in the future as Rosersberg or Märsta (population centre close to Arlanda airport). In this purpose the train will not stop in any stations until its destination (Stockholm), but in the future this layout will have more possibilities. As a conclusion, all the characteristics of the alternatives show that the best alternative is the alternative number one and that this alternative was the alternative chosen for doing the simulation. Also in this point about the infrastructure scenarios, the design of the new CT- Terminal in Kapellskär is made, and the most important characteristics that the new intermodal terminal needs, are explained. Finally, the timetables scenarios are explained. The preliminary timetables, since the definitive ones will be those obtained from the simulation. The used assumptions in the elaboration of the schedules are also described. In chapter five, the simulation of the line is made. The objective of the simulation is to correct the possible mistakes and get together all types of trains, the previous passenger and freight trains, the new passenger trains to Norrtälje and the freight trains of this proposal. First, the tools of the program and the process are described. For the simulation three scenarios with different levels of capacity are evaluated. Next, the results are exposed and analyzed. The definitive timetables for the different scenarios are obtained in this point. Results of the simulation, with which the mistakes of the line or the conflicts with others trains have been solved. The final conclusion is to choose the line between Stockholm and Kapellskär via Märsta for the three different scenarios, which are presented along this master s thesis. The number of trains and their timetables, coordinating all of them with the others trains in the line. A proposal whose objective is to link the port of Kapellskär

71 Jesús Moreno Bautista Abad with the city of Stockholm by railway with the lowest possible impact, in order to improve the freight traffic in this zone and to decrease the congestion in the city. Some recommendations in order to improve the study of this master s thesis may be: Study in-depth the possibility of other destinations in the north of Kapellskär. In this project, it is just taken into account Stockholm. When the provisional timetables were made, in point 4.4., the assumption that all the trains go to Stockholm was made. This project is about a line between Stockholm and Kapellskär, but the possibilities of this port and that the railway line could be better if it includes others destinations is possible. If the result of the study is positive, only with some modifications of the line as one connection close to Märsta to the north instead of to the south would make it possible for freight trains to run to Uppsala and from here, they would have access to the north of the country. In-depth study of companies and big factories in the zone or even distant from the zone that may be important freight customers where trains are maybe able to stop (and more profitable because they would attract more customers)

72 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 7 Literature Troche, G.: High speed rail freight 2005 Nelldal, B.: Efficient train systems for freight transport. A systems study 2005 Banverket. Pilot study of Roslagspilen 2007 Banverket. Viability study Combiterminal north (bigger-stockholm) October

73 Jesús Moreno Bautista Abad

74 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Appendix I: Goods transport by railway. Statistics

75 Jesús Moreno Bautista Abad Table A1.1-2: Goods transport by railway Tonnes carried Tonnes carried (in thousands) Domestic consignments Express parcels Wagonloads 17,577 17,602 18,997 19,025 19,496 19,472 19,526 20,918 22,002 3 Ore on the Ore Railway 10,930 10,604 10,221 10,777 10,391 11,867 12,079 12,345 12,730 4 Intermodal consignments 3,693 4,004 4,139 4,065 4,325 4,488 4,949 5,477 5,843 5 Empty privately owned wagons Total 33,127 33,149 34,340 34,795 34,211 35,827 36,553 38,740 40, Cross-border consignments 7 Express parcels Wagonloads 7,420 7,504 7,788 7,102 6,799 7,178 7,180 7,115 6,788 9 Ore on the Ore Railway 14,233 11,716 13,986 12,226 12,772 13,731 15,163 15,949 15, Intermodal consignments 1, ,139 1,261 1,395 1, Empty privately owned wagons Total 22,937 20,451 22,923 20,411 20,569 22,047 23,604 24,458 24,369 All consignments 13 Express parcels Wagonloads 24,996 25,106 26,785 26,127 26,295 26,649 26,706 28,033 28, Ore on the Ore Railway 25,164 22,320 24,207 23,003 23,163 25,598 27,241 28,293 28, Intermodal consignments 4,699 4,941 4,995 4,903 5,323 5,627 6,210 6,871 7, Empty privately owned wagons 1,192 1,220 1,266 1, Grand total 56,064 53,600 57,263 55,205 54,780 57,874 60,157 63,198 64, of which full train loads 9,241 9,915 10,606 11,813 12,736 12,640 13,465 15,318 17,702 (excluding ore on the Ore Railway)

76 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Transport performance Transport performance (million tonne-kilometres) Domestic consignments Express parcels Wagonloads 7,479 7,539 7,890 8,079 8,202 8,328 8,366 8,923 9,339 3 Ore on the Ore Railway 1,780 1,771 1,727 1,831 1,834 2,031 2,050 2,048 2,164 4 Intermodal consignments 2,221 2,296 2,377 2,160 2,368 2,497 2,774 3,153 3,391 5 Empty privately owned wagons Total 11,901 12,036 12,420 12,501 12,404 12,856 13,190 14,125 14,894 Cross-border consignments 7 Express parcels Wagonloads 4,722 4,832 5,140 4,769 4,477 4,782 4,860 4,604 4,269 9 Ore on the Ore Railway 2,074 1,759 2,029 1,817 1,903 2,054 2,261 2,352 2, Intermodal consignments Empty privately owned wagons Total 7,261 7,054 7,668 7,047 6,793 7,314 7,666 7,550 7,377 All consignments 13 Express parcels Wagonloads 12,200 12,371 13,030 12,848 12,679 13,110 13,226 13,527 13, Ore on the Ore Railway 3,854 3,530 3,756 3,647 3,737 4,086 4,311 4,400 4, Intermodal consignments 2,538 2,597 2,682 2,458 2,781 2,974 3,319 3,748 4, Empty privately owned wagons Grand total 19,163 19,090 20,088 19,547 19,197 20,170 20,856 21,675 22, of which full train loads 4,170 4,537 4,679 5,243 5,614 5,681 6,064 6,927 7,636 (excluding ore on the Ore Railway)

77 Jesús Moreno Bautista Abad Table A1.3-4: Goods transported according to NST/R freight category Tonnes carried Tonnes carried NST/R (in thousands) 1 Cereals Potatoes, other fresh or frozen fruits and vegetables Live animals, sugar beet Wood and cork 6,416 6,465 6,759 6,469 6,577 6,458 6,093 8,626 8,125 5 Textiles, textile articles, man-made fibres, other raw materials Foodstuff and animal fodder Oil seeds and oleaginous fruits and fats Solid mineral fuels Crude petroleum 10 Petroleum products Iron ore, iron and steel waste and blast furnace dust 25,504 22,816 24,648 23,428 23,583 25,932 27,498 28,845 28, Non-ferrous ores and waste Metal products 7,574 7,675 8,120 7,999 8,225 8,326 8,462 7,233 7, Cement, lime, manufactured building materials Crude and manufactured minerals , Natural and chemical fertilisers Coal chemicals, tar Chemicals other than coal chemicals and tar ,003 1, Paper pulp and waste paper 1,868 1,836 1,847 1,867 1,899 1,963 2,008 1,935 1, Transport equipment, machinery, apparatus, engines ,023 1, Products of metal Glass, glassware, ceramic products Leather, textile, clothing, other manufactured articles 3,922 4,186 4,900 4,729 4,799 4,948 5,281 5,594 6, Miscellaneous articles 4,039 4,143 4,215 4,157 4,711 4,958 5,200 5,377 6,293 Total 54,858 52,367 55,988 54,032 54,780 57,874 60,157 63,198 64,

78 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Transport performance NST/R Transport performance (million tonne-kilometres) Cereals Potatoes, other fresh or frozen fruits and vegetables Live animals, sugar beet Wood and cork 1,997 1,921 2,065 1,952 1,894 1,783 1,624 2,676 2,308 5 Textiles, textile articles, man-made fibres, other raw materials Foodstuff and animal fodder Oil seeds and oleaginous fruits and fats Solid mineral fuels Crude petroleum 10 Petroleum products Iron ore, iron and steel waste and blast furnace dust 4,033 3,743 3,968 3,878 3,966 4,293 4,546 4,763 4, Non-ferrous ores and waste Metal products 4,575 4,637 4,702 4,896 4,954 5,135 5,317 4,686 4, Cement, lime, manufactured building materials Crude and manufactured minerals Natural and chemical fertilisers Coal chemicals, tar Chemicals other than coal chemicals and tar Paper pulp and waste paper ,089 1,111 1, Transport equipment, machinery, apparatus, engines Products of metal Glass, glassware, ceramic products Leather, textile, clothing, other manufactured articles 2,279 2,503 2,870 2,626 2,592 2,727 2,872 2,879 2, Miscellaneous articles 2,153 2,145 2,252 2,149 2,474 2,672 2,806 2,979 3,776 Total 18,592 18,498 19,468 18,953 19,197 20,170 20,856 21,675 22,

79 Jesús Moreno Bautista Abad Table A1.5-6: Dangerous goods Tonnes carried Tonnes carried RID (thousand tonnes) Explosives Gases, compressed, liquefied or dissolved under pressure Flammable liquids Flammable solids Substances liable to spontaneous combustion Substances which, in contact with water, emit flammable gases Oxidising substances Organic peroxides Toxic substances Substances liable to cause infections 7 Radioactive matter Corrosives Miscellaneous dangerous substances Total 1,960 1,993 2,102 2,038 2,006 2,239 2,435 2,389 2,433 Transport performance Transport performance RID (million tonne-kilometres) Explosives Gases, compressed, liquefied or dissolved under pressure Flammable liquids Flammable solids Substances liable to spontaneous combustion Substances which, in contact with water, emit flammable gases Oxidising substances Organic peroxides Toxic substances Substances liable to cause infections 7 Radioactive matter Corrosives Miscellaneous dangerous substances Total , ,007 1,053 1,037 1,

80 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective 1) Goods transport by railway. A1.1 Goods transport by railway Tonnes carried Years Growth percentage A.1.2.Goods transport by train Million tonnekilometres 9,000 8,000 7,000 6,000 5,000 4,000 3,000 2,000 1, Years Growth percentage 2) Goods transported according to NST/R freight category. A1.3. Goods transported according to NST/R freight category 70, Tonnes carried (in thousands) 60,000 50,000 40,000 30,000 20,000 10, Growth percentage Years

81 Jesús Moreno Bautista Abad A1.4. Goods transported according to NST/R freight category 25, Million tonnekilometres 20,000 15,000 10,000 5, Growth percentage Years ) Dangerous goods. A1.5 Dangerous goods Tonnes carried (thousands tonnes) Years Growth percentage A1.6 Dangerous goods million tonnekilometres Years Growth percentage

82 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Appendix II: Ferry traffic timetable

83 Jesús Moreno Bautista Abad TIMETABLES Departures Paldiski (Estonia) Passenger/freight Shipping Line:BSL Estonia Daily Mariehamn (Finland) Pass(veh)/freight Shipping:Viking line Daily Naantali (Finland) Pass(veh)/freight Shipping Line:Finklink,Finnlines 4/Day Turku (Finland) Passenger/freight Shipping Line:Tallink & Viking Daily Helsinki (Finland) Passenger/freight Shipping Line:TallinkSilja & Viking Daily Riga (Latvia) Passenger/freight Shipping Line:TallinkSilja Daily Tallin (Estonia) Passenger/freight Shipping Line:TallinkSilja Daily Arrivals Paldiski (Estonia) Passenger/freight Shipping Line:BSL Estonia Daily Mariehamn (Finland) Pass(veh)/freight Shipping:Viking line Daily Naantali (Finland) Pass(veh)/freight Shipping Line:Finklink,Finnlines 4/Day Turku (Finland) Passenger/freight Shipping Line:Tallink & Viking line Daily Helsinki (Finland) Passenger/freight Shipping Line:TallinkSilja & Viking Daily Riga (Latvia) Passenger/freight Shipping Line:TallinkSilja Daily Tallin (Estonia) Passenger/freight Shipping Line:TallinkSilja Daily Kapellskär Stockholm M T W T F S S M T W T F S S 00:45-10:00 00:45-10:00 00:45-10:00 00:45-10:00 00:45-10:00 00:45-10:00 00:45-10:00 12:00-15:30 12:00-15:30 12:00-15:30 12:00-15:30 12:00-15:30 12:00-15:30 12:00-15:30 18:00-07:45 18:00-07:45 18:00-07:45 18:00-07:45 18:00-07:45 18:00-07:45 18:00-07:45 01:00-10:00 09:15-16:00 14:45-23:00 21:45-06:25 07:30-17:00 01:00-10:00 09:15-16:00 14:45-23:00 21:45-06:25 07:30-17:00 01:00-10:00 09:15-16:00 14:45-23:00 21:45-06:25 07:30-17:00 01:00-10:00 09:15-16:00 14:45-23:00 21:45-06:25 01:00-10:00 09:15-16:00 14:45-23:00 21:45-06:25 01:00-10:00 09:15-16:00 14:45-23:00 21:45-06:25 07:30-17:00 07:30-17:00 07:30-17:00 01:00-10:00 09:15-16:00 14:45-23:00 21:45-06:25 07:30-17:00 07:45-19:50 20:10-07:35 16:45-10:00 17:00-9:55 07:45-19:50 20:10-07:35 16:45-10:00 17:00-9:55 07:45-19:50 20:10-07:35 16:45-10:00 17:00-9:55 07:45-19:50 20:10-07:35 16:45-10:00 17:00-9:55 07:45-19:50 20:10-07:35 16:45-10:00 17:00-9:55 07:45-19:50 20:10-07:35 16:45-10:00 17:00-9:55 07:45-19:50 20:10-07:35 16:45-10:00 17:00-9:55 17:00-11:00 17:00-11:00 17:00-11:00 17:00-11:00 17:00-11:00 17:00-11:00 17:00-11:00 18:00-10:00 18:00-10:00 18:00-10:00 18:00-10:00 18:00-10:00 18:00-10:00 18:00-10:00 11:00-22:15 11:00-22:15 11:00-22:15 11:00-22:15 11:00-22:15 11:00-22:15 11:00-22:15 8:00-9:30 16:00-17:30 1:00-09:40 09:30-16:30 8:00-9:30 16:00-17:30 1:00-09:40 09:30-16:30 8:00-9:30 16:00-17:30 1:00-09:40 09:30-16:30 18:30-06:00 18:30-06:00 18:30-06:00 8:00-9:30 16:00-17:30 1:00-09:40 09:30-16:30 8:00-9:30 16:00-17:30 1:00-09:40 09:30-16:30 8:00-9:30 16:00-17:30 1:00-09:40 09:30-16:30 8:00-9:30 16:00-17:30 1:00-09:40 09:30-16:30 18:30-06:00 18:30-06:00 18:30-06:00 18:30-06:00 10:15-15:30 10:15-15:30 10:15-15:30 10:15-15:30 10:15-15:30 10:15-15:30 10:15-15:30 8:45-18:55 21:00-6:30 17:30-9:40 17:00-9:30 8:45-18:55 21:00-6:30 17:30-9:40 17:00-9:30 8:45-18:55 21:00-6:30 17:30-9:40 17:00-9:30 8:45-18:55 21:00-6:30 17:30-9:40 17:00-9:30 8:45-18:55 21:00-6:30 17:30-9:40 17:00-9:30 8:45-18:55 21:00-6:30 17:30-9:40 17:00-9:30 8:45-18:55 21:00-6:30 17:30-9:40 17:00-9:30 17:50-9:30 17:50-9:30 17:50-9:30 17:50-9:30 17:50-9:30 17:50-9:30 17:50-9:30 18:00-10:00 18:00-10:00 18:00-10:00 18:00-10:00 18:00-10:00 18:00-10:00 18:00-10:

84 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Appendix III: Demand study

85 Jesús Moreno Bautista Abad SCHEDULE CASE A: 100% Kapellskär-Stockholm ID Arrival by ship to Kapellskär Departure by train to Stockholm NUMBER OF WAGONS 601 5:30:00 7:30:00 30 XX:XX trips with current 603 6:00:00 8:00:00 30 destination/origin 605 6:30:00 8:30:00 30 Stockholm 607 7:00:00 9:00: :30:00 11:30: :30:00 11:37: :40:00 11:40: :40:00 11:47: :00: :30: :30:00 17:30: :30:00 18:30: :30:00 19:30: :15:00 20:15:00 30 TOTAL Kap :55:00 20:55:00 30 TOTAL Sto :15:00 0:15: :00:00 1:00: Stockholm-Kapellskär ID Departure by ship from Kapellskär Arrival by train from Stockholm NUMBER OF WAGONS 624 0:45:00 22:45: :00:00 23:00: :30:00 5:30: :45:00 5:45: :00:00 6:00: :15:00 7:15: :00:00 10:00: :45:00 12:45: :45:00 14:45: :00:00 15:00: :00:00 16:00:00 24 TOTAL Kap :15:00 17:15:00 24 TOTAL Sto :10:00 19:10: :45:00 19:45:

86 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective SCHEDULE CASE B: 50% Kapellskär-Stockholm ID Arrival by ship to Kapellskär Departure by train to Stockholm NUMBER OF WAGONS 5:30: :00:00 8:00: :30: :00:00 9:00: :30: :30:00 11:30: :40: :40:00 12:00: :30: :30:00 Trailers/ship :30:00 18:30: :30:00 19:30: :15:00 TOTAL Kap :55:00 21:00:00 30 TOTAL Sto :15: :00:00 1:00:00 30 Stockholm-Kapellskär Departure by ship from Kapellskär Arrival by train from Stockholm NUMBER OF WAGONS 612 0:45:00 22:30: :00: :30:00 5:00: :45: :00:00 6:00: :15:00 Trailers/ship :00:00 10:00: :45: :45:00 14:30: :00: :00:00 16:00:00 24 TOTAL Kap :15:00 TOTAL Sto :10:00 19:00: :45:

87 Jesús Moreno Bautista Abad SCHEDULE CASE C: 25% Kapellskär-Stockholm ID Arrival by ship to Kapellskär Departure by train to Stockholm NUMBER OF WAGONS 5:30:00 6:00:00 6:30: :00:00 9:00: :30: :30:00 11:00: :40: :40:00 12:00: :30:00 Trailers/ship :30:00 18:30: :30:00 18:15:00 TOTAL Kap :55:00 21:00:00 20 TOTAL Sto :15: :00:00 1:00:00 20 Stockholm-Kapellskär ID Departure by ship from Kapellskär Arrival by train from Stockholm NUMBER OF WAGONS 606 0:45:00 22:30: :00: :30:00 5:30: :45:00 8:00:00 9:15:00 Trailers/ship :00:00 10:00: :45:00 16:45: :00:00 15:00: :00:00 TOTAL Kap :15:00 TOTAL Sto :10: :45:

88 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective SCHEDULE CASE D: 10% Kapellskär-Stockholm ID Arrival by ship to Kapellskär Departure by train to Stockholm NUMBER OF WAGONS 5:30:00 6:00:00 6:30:00 7:00:00 9:30:00 9:30:00 9:40: :40:00 12:00: :30:00 Trailers/ship 3 16:30:00 17:30:00 18:15:00 TOTAL Kap :55:00 TOTAL Sto :15: :00:00 1:00-05:00 25 Stockholm-Kapellskär ID Departure by ship from Kapellskär Arrival by train from Stockholm NUMBER OF WAGONS 602 0:45:00 21:45: :00:00 7:30:00 7:45:00 8:00:00 9:15:00 Trailers/ship :00:00 11:45: :45:00 16:45:00 17:00:00 18:00:00 TOTAL Kap :15:00 TOTAL Sto :10: :45:

89 Jesús Moreno Bautista Abad

90 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Appendix IV: Results

91 Jesús Moreno Bautista Abad SCENARIO 1a o 200% new passenger capacity o 25% freight capacity o Current passenger and freight capacity axis STO-UP Graphics A1. From 01:00 to 06:00 A2. From 06:00 to 09:00. Peak hours

92 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective Graphics From 01:00 to 06:

93 Jesús Moreno Bautista Abad From 06:00 to 09:

94 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective SCENARIO 1b o 200% new passenger capacity o 50% freight capacity o Current passenger and freight capacity axis STO-UP Graphics B1. From 01:00 to 06:00 B2. From 06:00 to 09:00. Peak hours. B3. From 09:00 to 21:

95 Jesús Moreno Bautista Abad Graphics From 01:00 to 06:

96 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective From 06:00 to 09:

97 Jesús Moreno Bautista Abad From 09:00 to 21:

98 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective SCENARIO 2 o 100% new passenger capacity o 10% freight capacity o Current passenger and freight capacity axis STO-UP Graphics C1. From 01:00 to 06:00 C2. From 06:00 to 09:00. Peak hours. C3. From 09:00 to 13:

99 Jesús Moreno Bautista Abad Graphics From 01:00 to 06:

100 Evaluation of route alternatives for a new railway line to Kapellskär from a freight perspective From 06:00 to 09:

101 Jesús Moreno Bautista Abad From 09:00 to 13: