Future Transport

Future Transport
the Magazine for Elmia Nordic rail and Elmia Future transport no. 1 • 2010
Future Transport
expanded infrastructure
brings economic growth
10th anniversary
of controversial
denmark-sweden
bridge
MaJor scandinaVian
inVestMent in railways
Editorial
Paving the way on
the Nordic market
The magazine you are holding is a special English edition of Future Transport – Nordic
Rail News. With a circulation of around 14,000 copies four times a year in the Nordic
countries, the magazine is produced by the people behind the Elmia Nordic Rail and
Elmia Future Transport trade shows. The aim is to give you an idea of what is happening
in the Nordic region in terms of infrastructure development.
And there certainly are a lot of exciting developments right now. National transport plans
have been finalised in Norway, Denmark and Sweden, and a total of over 110 billion
euros will be spent on various projects over the next 10 years. Major investments in railways in particular are already being planned or under way.
One hot topic in Sweden and Norway at the moment is whether or not to invest in highspeed trains. This is a tough issue, as high-speed trains would entail massive investment
in two countries with a large land area and a small population. Moreover there is Norway’s challenging topography to consider, with its fjords and mountains. On the positive
side are the benefits of regional expansion, and of course lower carbon dioxide emissions
should more people decide to take the train rather than travelling by road or air.
In recent years, the general debate about future infrastructure solutions has focused more
and more on the railways in particular. Not that remarkable really, considering that railbound traffic has to feature strongly if we are to achieve a sustainable transport system.
Even so, I am convinced that also in the future we will be dependent on all modes of
transport, and this is why intermodal solutions are the key to success.
In just over a year’s time – October 2011 – it is once again time for the Elmia Nordic
Rail and Elmia Future Transport trade shows, which jointly pave the way for exciting
intermodal meetings. I do hope to see you there. As I said before, there are a lot of exciting developments on the Nordic market right now.
Jörgen Nyström,
Project Manager Elmia Nordic Rail and Elmia Future Transport
Future Transport – Nordic Rail News NO. 1 – 2010
2
published by Elmia and the registered mail magazine for the fairs Elmia Nordic Rail and Elmia Future Transport.
Publisher: Jörgen Nyström
Production: Mediaspjuth AB, www.mediaspjuth.se
Cover: Port of Gothenburg
Print: NRS Tryckeri
Distributed to the customer by mail. Edition: 2,100
Future Transport
Future Transport
Future Transport
Table of Content
Photo: Shutterstock
no. 1 • 2010
Photo: Shutterstock
6
10
20
Photo: Shutterstock
Photo: Shutterstock
19
4
Major infrastructure investments in Scandinavia
1
4
Xrail to boost freight transport
6
10th anniversary of Denmark-Sweden bridge
1
5
Norway continues inquiry into high-speed tracks
8
Planning the Fehmarn Belt link
16
Swedish supermarket chain invests in its own trains
10
Good infrastructure positive for labour market
18
Finland’s future vision for logistics
11
New minister for Danish infrastructure
9
1
Proactive freight strategy sought
12
Transporting single consignments by rail – it’s possible
20
Improved logistics a key issue for IKEA
13
Transport ministers sign co-operation agreement
21
Guest contributor: Lars Lindblom, Swedish Rail Industry Group
Future Transport
3
NordiC INFRASTRuCTuRE
Major investments in
transport in scandinavia
the expansion of transport routes will
be a major area of investment in the
Scandinavian countries over the next
decade. ambitious transport plans have
been presented in all three countries
over the past 18 months. and a high
proportion of the investments will be
made in new transport routes in the
shape of roads, railways and bridges.
Close to a trillion Swedish, Norwegian and Danish
kronor will be invested to improve the infrastructure in Scandinavia over the next ten years. This is
clear from the national transport plans being developed in each country. The plans may vary, but they
all highlight the railway as a very important part of
future infrastructure for more efficient and more
eco-friendly transport.
will be invested up
to 2021, mainly in areas surrounding the two largest cities, Stockholm and Gothenburg. 10 billion
euros is being invested in Stockholm with the construction of several major road links to relieve traffic in the city. Much of the construction takes the
form of tunnels. Investments are also being made
in public transport, such as the new City Line, a
six-kilometre commuter train tunnel through the
capital. 6.1 billion euros is being invested in the
Gothenburg region including several major tunnel
projects, motorways, a new bridge over the Göta
river and railway expansion. However, the investments are not restricted to the big cities. In order
to improve freight traffic several investments are
also being carried out in routes and railways in
rural areas.
“We want to pave the way for growth and enterprise throughout Sweden,” says Minister for Communications Åsa Torstensson.
in sweden 50 billion euros
also being invested in Denmark.
Here green freight transport is a high priority and
20 billion euros will be invested over the next 10
years to create a more efficient and more eco-friendly transport system. Only 1 percent of all national
transport is currently by rail, something the government wants to change. Transferring more cargo to
railway and shipping is an important part of this
process. Tangible investments include the railway
expansion between Rødby and Ringsted, and the
increased capacity on the track between Ringsted
and Copenhagen. 7 billion euros is also being
invested in railway track on the fixed link across the
Fehmarn Belt. These investments jointly comprise
one of Europe’s biggest railway projects.
large sums are
4
Future Transport
Fehmarn Belt project is
scheduled to begin in 2013, and before then many
important decisions need to be made, the main one
being whether to make the link a bridge or a tunnel.
“We expect to be able to present finished proposals at the end of the year. But nothing is decided
yet, instead we are examining both options on equal
terms,” explains Peter Lundhus, Managing Director of Femern A/S, which is handling planning and
preparation for the project.
Lundhus is convinced that a direct link with the
continent will have a major impact on the whole of
Scandinavia.
“The success of the Oresund Region with the
Oresund Bridge, which was built ten years ago,
serves as a clear example,” he says.
consTrucTion for The
denmark has declined the suggestion of highspeed tracks. In Sweden and Norway, however,
future investment in high-speed tracks is still under
investigation – indeed, the political debate on the
subject can get very lively. In Norway the challenges
and costs involved in this kind of project are greater
due to the mountainous landscape. Major investments over the next few years are therefore targeted
at improvements to the existing railway system and
reducing travel times on national roads. In Norway’s
2010–2019 national transport plan, over 40 billion
euros in total is being invested in transport and traffic. When it comes to the railway, the most important investment over the next few years is the expansion of double tracks on the busy routes between
Skien, Halden and Lillehammer. In rural districts
road transport is often the only option.
“It is important to view road, rail and ports from
the same overall perspective. In places where rail is
not a good solution, investments in roads will be
increased. It is crucial to invest the right resources
in the right place at the right time,” says Norway’s
Transport and Communications Minister, Magnhild
Meltveit Kleppa.
in all Three counTries, investment in maintenance and modernisation of the infrastructure, particularly on the railways, has long been reactive rather
than proactive. But with the new transport plans, tremendous effort is going into renewing and improving
transport routes for freight and passenger services.
What’s more, the projects will bring important
projects for contractors and employment for many
people. In Sweden, the planned investments are
expected to create 20,000–25,000 new jobs a year.
tExt: KARIN MARKS
Photo: DAN hoLMqVIST, PoRT oF GoThENBuRG
NordiC INFRASTRuCTuRE
Major investments in infrastructure will be carried out over
the next 10 years in Denmark, Norway and Sweden, according to the national transport plans. The Port of Gothenburg
is very important to freight transport into and out of Sweden.
Freight from the port’s ‘cargo commuter trains’ is increasing in scope, and a new bridge here is one of the prioritised
investments in Sweden’s national transport plan to enable
more freight to be transferred to rail.
Future Transport
5
NORDIC INFRASTRUCTURE
The Oresund Bridge is celebrating its 10th
anniversary and, despite what the critics
thought, the waters surrounding the bridge
actually support more plant and animal life
than before the bridge was built.
Ten years of
the Oresund Bridge
Controversial, criticised – and praised.
Ten years have passed since the opening
of the Oresund Bridge between Sweden
and Denmark, and there is hardly any
trace of the firm opposition of old. Instead
there is a touching consensus that the
fixed link is positive for the region.
During the Swedish-Danish meeting of ministers
in Limhamn, southern Sweden, in the summer, the
10th anniversary of the bridge across the Sound
between Sweden and Denmark was commemorated.
Sweden’s Minister for Foreign Affairs Carl Bildt was
one of the people in attendance. He wanted to see
for himself what changes the decision to build the
Oresund Bridge has brought about in the region.
When the decision was originally made, opponents
of the bridge talked about nightmare scenarios with
lower water flows through the Sound, and the death
of aquatic flora and fauna. In Carl Bildt’s government at the time, the leader of Sweden’s Centre
Party Olof Johansson resigned his position as Minister for the Environment in protest against the decision to build the bridge.
But the criticism came to nothing. Several
researchers at Lund University and its Faculty of
Engineering have looked at how the Oresund Bridge
has affected the region. Kjell Andersson, research
engineer, is one of them:
6
Future Transport
“I was against the bridge being built to start with.
But as the Oresund Bridge management listened
to the criticism from the word go, the bridge was
designed in a very environmentally friendly way. For
example, all its columns below water are covered by
mussels, which in turn means other flora and fauna
also thrive there. When the wind power farm at
Lillgrund was subsequently built, the builders drew
on the experiences gained from the Oresund Bridge
project. It is possible to build in an eco-friendly way
in water if you do it properly and don’t rush.”
on the Oresund
Bridge is now firmly established. This is clear from
a phone survey made by Sveriges Radio to some
of the 149 regional politicians in Skåne province.
None were critical or even sceptical. Instead the
comments included “An amazing bridge between
two countries”.
The City of Malmö’s Insikt report on ten years
of the Oresund Bridge and looking at what the next
step is also extols the effects of the bridge. It states
that the Oresund Bridge is positive for Malmö’s
development and has helped make the city an
important growth engine in the Oresund Region.
Malmö’s accessibility has been improved, which in
turn makes it more attractive and fosters growth.
Companies and tourists alike are attracted to the
city. The city tunnel under construction also con-
The political consensus
tributes to the increased accessibility, but the opportunities for a new fixed link between Malmö and
Copenhagen should also be looked into, according
to the report.
If there remains any hint of criticism, it is in
employers’ frustration that a change in rules on
taxation in the region is still being delayed. For
example, a Danish employer currently risks also
having to pay Swedish employer fees if an employee
in Denmark moonlights in Sweden.
One of Sweden’s biggest daily newspapers,
Svenska Dagbladet, wrote a critically scrutinizing
article to coincide with the 10th anniversary of the
bridge, and it suggested that integration in the area
is not at all as hoped. That not even the majority of
people living in Skåne and Zealand can talk about a
cohesive Oresund Region. Instead Malmö currently
displays several characteristics of a suburb: one-way
commuting and lower house prices. Each weekday
18,000 people commute from Sweden to Denmark
for work. And in the other direction, a mere 600.
But there was an immediate response from the
newspaper’s readers. The people of Malmö rate
their bridge highly. “Sweden, Denmark and Skåne
­– they’re all winners with the bridge.”
Text: Gabriella Mellergårdh
photo: Shutterstock
NordiC INFRASTRuCTuRE
what are the most important issues for continued
regional development on both sides of the sound?
We asked Swedish and Danish representatives to give their views of the future.
anders olshov, Managing director, oresund institute:
“We need stronger political integration between
Denmark and Sweden, with some degree
of legislative harmonisation, and between
Copenhagen and Malmö to get the cities to
grow together. The introduction of the euro as
a common currency would mean a lot, along
with a further two fixed links, one in the north
and a high-speed link between Copenhagen
and Malmö.
“The next stage should be an upgrade of
Copenhagen and Malmö’s political and eco-
nomic collaboration as the two major engines
for development. This could involve joint ownership of assets such as land and companies. It
could also entail a joint public transport strategy
and stronger political collaboration.
“There will be more fixed links, it’s just a
question of when. high-speed trains should be
decided on jointly by Sweden, Denmark, Norway and Germany since all countries have part
of the stretch of railway to ensure Scandinavia
can be linked to the continental European high-
Michael Svane, transport CEo,
Confederation of danish industry:
Birgitte Steenstrup, analyst,
oresund Committee:
“Continued, strengthened
regional development
presupposes the establishment of a common labour
market encompassing both
sides of the Sound. It also
presupposes the ongoing
expansion of the infrastructure and a shared political
will. The first stage could be
a forum popularly elected by
both countries.
“ongoing expansion of the infrastructure is
a must, while the international link is secured
through a strong international airport in the
shape of CPh. In the long term, high-speed
trains will support the international link.”
“The most important
aspect for regional
development is that we
increase the power of
innovation and preserve
and develop areas
where we are strong
such as life science,
cleantech and materials science. We should
exploit the advantages of the border region to
make the benefit more universal. That’s why it’s
important that planning is done in co-operation,
for instance when it comes to infrastructure
and town planning. Also, the labour market
should function seamlessly across the Sound.
“The next stage should be cheaper transport
speed network. It’s
about reasonable
risk sharing and the
best possible yield
from the project,
as well as support
from the Eu TEN-T
programme, and this
can only be achieved
if the countries work
together.”
across the Sound, also for students, as well as
a solution for the border obstacles that impede
integration.
“There is a great need for a new fixed link
between Sweden and Denmark. Projections
show that the oresund Bridge’s capacity does
have limitations. A fixed link between Elsinore
and helsingborg, for instance, would help
enable greater integration in the north of the
region. It’s important to consider sustainability
in all this. high-speed trains would be a good,
dynamic option for regional road and air traffic.
high-speed trains through the oresund Region
would also lay the foundation for greater integration with northern Germany, and would be
an optimal way of exploiting the potential of the
new Fehmarn Belt link.”
political collaBoration will deVelop
inFrastructure in the region
A Swedish-Danish meeting of ministers
was held on 15 June in Limhamn, Sweden, to commemorate the 10th anniversary of the Oresund Bridge and to talk
about how collaboration can be extended.
The motto for the meeting was “Oresund
– a region in development”. Collaboration
on transport infrastructure plays a major
role in this. The meeting found that
efficient, sustainable transport is vitally
important to the region’s competitiveness
and should be designed to help reduce
climate emissions.
Sweden and denmark intend to:
• Intensify collaboration to optimise road and rail transport on the oresund Bridge. This relates for instance
to sharing the bridge’s capacity between different
types of goods and passenger transport, and ensuring
the bridge and its management allow as frequent and
high-speed train services as possible.
• Appoint a civil servant group to look into the need
and possibility of a new fixed oresund link for road
and rail traffic.
• Intensify collaboration on Green Corridors.
Future Transport
7
NordiC INFRASTRuCTuRE
Bridge or tunnel? Both options for the Fehmarn Belt link
are being examined on equal terms.
assignment
Fehmarn Belt
Construction on the Fehmarn Belt
link is scheduled to begin in 2013.
Geotechnical test drilling is currently
under way.
The collection of environmental data
and charting of the environment in and
around the Fehmarn Belt are important
parts of the process.
a year has passed since Femern a/S
was formed for a single purpose – to coordinate the preparations and planning
for one of Europe’s largest infrastructure projects, the fixed link across the
Fehmarn Belt.
“the link will create a dynamic region
from Skåne in southern Sweden, via
Zealand in denmark and on to hamburg
in Germany,” forecasts Managing director Peter lundhus.
The agreement between Germany and Denmark
means the link across the sound will be complete in
2018. Construction is scheduled to begin in 2013,
but many important decisions need to be made
before that. The main one being whether to make
the link a bridge or a tunnel.
“We expect to be able to present finished proposals at the end of this year. But nothing is decided
yet, instead we are examining both options on equal
terms,” explains Lundhus.
Environmental factors are also a part of this important planning work. Environmental data are being
collected and geotechnical test drilling is under way.
that a direct link with the
continent will have a major impact on the whole of
Scandinavia.
“The success of the Oresund Bridge in the Oresund region serves as a clear example,” he says.
At present the journey across the Fehmarn Belt
by ferry takes just over 45 minutes, whereas with
a bridge or tunnel it would take 15 minutes. The
time and distance gains are greatest for rail traffic.
Freight services between Copenhagen and Hamburg
currently have to go across the Great Belt between
Zealand and Fyn, and then southwards via Jutland.
A fixed link across the Fehmarn Belt would reduce
the route by 160 km.
“The fixed link itself will become a central link
in the European transport network. The amount of
freight is expected to have doubled by around 2030,
so it is essential that at least railway freight transport
is strengthened. The link, however, will have anoth-
lundhus is convinced
Peter Lundhus, Managing Director of
Femern A/S.
8
Future Transport
er, equally important consequence: the opportunity
to develop a dynamic Fehmarn Belt region,” says
Lundhus, referring to a region stretching from Skåne
to Hamburg.
He points out that this region has a population
of 10 million (Skåne, the Copenhagen region, the
Zealand region and the federal states of SchleswigHolstein, Mecklenburg-Vorpommern and Hamburg). Sixty five percent live in Germany, 19 percent
in Sweden and 16 percent in Denmark.
“It is a prosperous area that will be linked together.
The population is significantly wealthier than the EU
average: GNP per capita was 34,100 euros in 2009
compared to 19,200 euros for the average EU citizen,” says Lundhus. He goes on to say:
“The region is successful in areas such as research,
logistics and tourism, and we should make the most
of this.”
of Sund och Bælt
Holding A/S, which is responsible for the link over
the Great Belt and is owned by the Danish Ministry
for Transport.
“Having a state-run enterprise enables the Fehmarn Belt project to be managed in line with current commercial principles, while the state, i.e. the
Ministry for Transport, is fully aware of what’s happening in the company. The project also has builtin government guarantees to minimise the cost of
financing the project,” says Lundhus.
Funding for the entire project is of course a pivotal issue. A bridge is estimated to cost 33 billion and
a tunnel 5,5 billion euros. Financing through loans
– which are guaranteed by the Danish state – is an
important part of this. The EU is also providing
funds (currently 25 million euros). The loans will be
paid back through tolls, as with the links over the
Oresund and Great Belt.
Consultation regarding the environmental impact
of the entire Fehmarn Belt project is expected in
2011. The plan is for the link to be approved by
Danish and German authorities in 2012.
femern a/s is a subsidiary
tExt: MARIA LARSSoN
Photo: FEMERN A/S
www.hurra.se
Strukton lays the track
– for transports of the future
Strukton has been at the leading edge of railway development in Europe
for over 90 years. We aim to stay there – for the next 150 years, at least.
In 100 years, all traffic will be with renewable energy. Join us for a trip at
350 kilometres an hour on the future’s high-speed railways. A new generation of well-trained staff is in the cab, ready to carry the industry into the
2010s. Development has just begun. Let’s build the future’s most effective,
climate-smart and exciting transport systems – together.
P.S. Speaking of the future – see you at Nordic Rail Future Transport 2011.
www.strukton.dk | www.strukton.no | www.strukton.se
We find it before it breaks!
9
Future Transport
NordiC INFRASTRuCTuRE
One of the effects of an extended infrastructure is an increase in productivity in
areas where transport links are improved.
This is shown by a study commissioned by
Denmark’s Ministry for Transport.
Svend Torp Jespersen,
Senior Economist at
Copenhagen Economics.
eXpanded inFrastructure
reduces uneMployMent
– Danish study shows effects on labour market
lower unemployment and increased
working hours. an extended infrastructure has many positive effects on the
labour market. these are the findings of
a new study carried out by Copenhagen
Economics on behalf of denmark’s Ministry for transport.
“there is broad general consensus
that infrastructure is a prerequisite for
enabling a modern, well-functioning
economy to continue growing,” says
Svend torp Jespersen, Senior Economist at Copenhagen Economics.
Better transport links improve business productivity. This is one of the many conclusions presented
in the study entitled “Effects of transport investments on the labour market” and commissioned
by Denmark’s Ministry for Transport. The study
shows, for example, that an extended infrastructure
plays an important role in a modern society, both
in terms of opportunities for an increased quality of
10
Future Transport
life for people, and for growth. An extended infrastructure also contributes to greater mobility on the
labour market, and in turn increased productivity in
the private sector. All this according to Svend Torp
Jespersen.
“People who already have jobs are able to increase
their working hours thanks to shorter travel times.
What’s more, it is easier for unemployed people to
accept jobs that are quite a long way from where
they live.”
TransporT policy is imporTanT both from a
labour market perspective and for business. The
study discusses three main types of effect, but the
exact magnitude of the effects is still not known.
The first effect highlighted is that the time gained
from shorter travel time can instead be used to
increase the number of working hours. The second
point shows that a better transport system makes it
easier for unemployed people and people who already
have jobs to accept a new or better job which is
further from where they live. According to Jespersen
this increases employment in the country overall.
“In essence, shorter travel times are positive both
for income and for the well-being of commuters.”
The Third effecT of an extended infrastructure
is an increase in productivity in areas where transport links are improved. Goods and services can be
exchanged between different companies more easily,
while competition on the labour market increases
when more people would consider travelling further
to work. The study also shows that a well-functioning infrastructure is crucial for ensuring that a developed market economy, like the Danish economy,
functions optimally.
“We need more data to establish exactly how great
the effects of transport investments are on the labour
market. But this report is the first in a series of
studies evaluating the effects of infrastructure investments,” Jespersen concludes.
tExt: qIThARA INAL
Photo: ShuTTERSToCK, CoPENhAGEN ECoNoMICS
NORDIC INFRASTRUCTURE
New Danish Minister for Transport
“Will fill a gap in
the infrastructure”
In February, the people of Denmark
witnessed a major government shakeup. Only five ministers remained in their
posts, and one of the new faces was
Hans Christian Schmidt (Liberal Party),
the new Minister for Transport.
“There is much to be pleased about
when it comes to collaboration in the
Oresund region”, he says.
Schmidt has been given a new remit, but he is far
from a newcomer to Danish politics. Since the turn
of the century his roles have included Minister for
the Environment and Minister for Food, Agriculture
and Fisheries. He is now tackling the transport sector at a time when Denmark’s ‘green transport policy’ infrastructure plan, which will run until 2020, is
in its infancy.
“I consider it a very important milestone for transport in Denmark. We have gained a broad political
majority which ensures stability for this decade’s
transport policy, and we have decided to finance a
series of major transport projects,” says Schmidt.
The Danish infrastructure planning includes a
vision called the ‘Hour Model’, which means it
should never take longer than an hour to travel
Copenhagen–Odense, Odense–Århus or Århus–
Ålborg by rail.
“The model will have a major impact on rail services in Denmark, and not only on travel between the
main cities. Investments to improve the rail network
for high-speed trains will also benefit other trains.”
What do you think about the future prospects for
high-speed trains in Denmark?
“I see the Hour Model as a Danish model for a
high-speed strategy in the corridor between Ålborg
and Copenhagen, where the first concrete step will
be a new track between Copenhagen and Ringsted.
In the longer term, the system may also be extended
to encompass Esbjerg and Herning. A raft of investigations have begun looking at various ways of implementing the model, and I look forward to seeing the
results of these in 2011.”
Discussions about high-speed trains have been under
way in Sweden and Norway for a long time. What
are your views on what has been achieved there?
“Each country has different factors to consider
The link across the
Fehmarn Belt will have
major consequences for
Scandinavia, but other
links in the Oresund
region must not be
overlooked, according
to Denmark’s Minister
for Transport, Hans
Christian Schmidt.
regarding high-speed trains. Sweden and Norway
have long distances and relatively sparsely populated
areas, unlike Denmark. I understand that funds have
not been earmarked for high-speed trains in the
Swedish investment plan, but that investigations are
continuing. It’s an exciting issue, but I can’t comment any further on the Swedish discussion.”
The fixed link across the Fehmarn Belt will be complete in 2018. How important will it be to Denmark
and Scandinavia?
“It will fill a gap in the infrastructure between
Scandinavia and the continent. Freight transport
is expected to increase significantly over the next
10–15 years, and all modes of transport must be
involved in meeting the requirements. The Fehmarn
Belt increases capacity, especially on the railways
which will have a 160 km shorter route between
Copenhagen and Hamburg. Competitiveness will
increase on both sides of the link, and for passengers
it will entail greater flexibility and lower costs. Forecasts also reveal that CO2 emissions will decrease
compared to continued ferry traffic, a reduction
equivalent to one year’s emissions in a large Danish
town. At the same time I would like to emphasise
that the Fehmarn Belt is far from the only important
link between Scandinavia and the continent. Going
forward it will also be necessary to develop the other
links.”
What is your view of the transport situation in the
Oresund region?
“It is essential that we have an efficient system that
can transport people and goods in a safe, reliable
way. High mobility is a fundamental condition for
growth. The fixed link over the Oresund Sound contributes to continued integration in the region and it
is clear now, almost ten years after opening, that the
link has been a major success. But I would also like
to stress the great importance of Copenhagen airport
to mobility in the entire region. As regards ports, I
am delighted about the close collaboration between
the ports on both sides of the Sound. In fact there is
much to be pleased about when it comes to our collaboration in the Oresund region – but there are also
challenges, such as safe, stable rail services.”
Text: Erik Skördåker
Photo: shutterstock
The ‘Hour Model’ will ensure a maximum of one hour’s
travel time between selected Danish cities.
Future Transport
11
liNKS To EuRoPE
Pär Sandström, a logistics consultant, believes in the new logistical solution.
uBq hopes to be able to develop its train solution to include more
European business partners.
van Dieren is contributing rolling stock that
operates the Istanbul-Norrköping route.
uBq FoCuSES oN
single consignMents
in November 2009 Swedish logistics
company UBQ carried out two trials
with single consignments transported
by rail between turkey and Sweden.
the trials were a success and the
transport route is now permanently
established.
“the concept is simple and innovative,” says Pär Sandström, a logistics
consultant who was involved in developing the project.
The Turkey–Sweden initiative has proven to be very
much of the moment. Since June single consignments have been transported between the countries
and Sandström is pleased with the results.
“For some reason no one else is focusing on transporting small quantities of
12
Future Transport
cargo, which makes us quite unique. We can see that
the demand is there, but not many are meeting it.”
The initiator of the single consignment transport
is Swedish logistics company UBQ which, alongside
Turkish INCI and Dutch van Dieren, carry freight
between the countries. The reasons for choosing
Istanbul–Norrköping in particular, explains Sandström, is that van Dieren already had an existing
route between the cities, and that Turkey is a major
exporter of retail goods.
The idea behind The projecT is to create a
more eco-friendly option to long-distance road
transport, according to Sandström. The cargo is
transported by road to the train at the start of the
route, and again on the final section to the customer’s warehouse. However the majority of the transport is by rail, saving large volumes of emissions.
“The environmental argument is inescapable in
the current climate and UBQ is doing its bit by
using this type of transport.”
Sandström says that no major changes will be
made to the Istanbul–Norrköping concept in the
future; he feels the transport solution is already
complete. There is, however, some
fine-tuning to be done when it
comes to administration and related
services.
sandsTröm is somewhaT surprised that no one
else has begun focusing on single consignments by
rail. He says that transport by rail takes only a couple of days longer than by road. In his opinion the
two extra days are negligible as the cargo is ordered
several months in advance.
“I think most people are simply stuck in their old
habits. Some use road transport and some use rail,
and never the twain shall meet.”
The solution originated in attempts to transfer
single consignments from road to rail. Environmental considerations, therefore, weighed heavily in the
decision, but there was also the prospect of economic gain. Today INCI is the sole Turkish logistics
partner, but UBQ intends to develop equivalent
collaborations with players in other countries such as
Italy and Slovenia.
So far one company uses UBQ’s rail solution, but
discussions are in progress with others and the idea
is to create synergies between them – something
both the logistics companies and their customers will
benefit from.
“It’s when we can transport the cargos of 5–10
companies at the same time that the economic gains
will really add up,” Sandström concludes.
tExt: PERNILLA KARLSSoN
Photo: VANDIEREN, ShuTTERSToCK
LINKS TO EUROPE
Ragnhildur Hjaltadóttir of the Icelandic Ministry of Transport, Minna Kivimäki from the Finnish Ministry of Transport
and Søren Wille from the Danish Ministry of Transport sign
the declaration.
Sweden’s Minister for Communications Åsa Torstensson signs the Haparanda Declaration
and looks forward to working together for better transport in the future.
New declaration
to strengthen Baltic region
Greater collaboration across national
borders, both in the Baltic region and
with other countries in Europe, and better links to China. These are some of
the points in the Haparanda Declaration
signed by ministers and representatives
from eleven countries during a meeting
at Haparanda, Sweden, in June.
“The declaration is extremely important, both for work in the respective countries and for integrating our
region in the EU’s growth work,” says
­Sweden’s Minister for Communications
Åsa Torstensson.
On the initiative of Åsa Torstensson, regular transport meetings are held with participants from the
Nordic and Baltic regions. This summer’s meeting
in Haparanda resulted in a declaration which forms
the basis for continued work in the region.
“We all share a single driving force of developing
and improving growth opportunities in an amazing region, which is not only important for our
own countries, but for the whole of Europe,” says
Torstensson.
In addition to representatives from the Nordic and Baltic countries, China also took part in
the meeting. There is already an initiative for a rail
corridor between Shanghai in China and Narvik in
Norway. The idea of this is to reduce transport times
considerably, from the 40 days it takes to freight
goods by ship, to eight days. Discussions on this
progressed nicely, which pleased Torstensson.
“Better rail transport between Shanghai and Narvik, across Sweden for example, is extremely interesting and important to us. We now look forward to
joint efforts to achieve success in this area.”
closely into
how transport flows in the Baltic region today, and
noted that there are still some bottlenecks which are
causing problems. Improvements are needed here to
ensure positive development of trade and industry,
both in the region and throughout the EU. As the
declaration notes, the region accounts for a high
proportion of Europe’s raw materials. For example,
around 90 percent of the EU’s iron ore production
and a high percentage of production of forest-related
products are from the northern parts of the countries
around the Baltic, as well as from Russia.
“These resources are of crucial importance to the
growth of the whole of Europe,” says Torstensson.
The meeting also looked more
One of the speakers at the meeting was
entrepreneur Ingvar Kamprad, IKEA.
The Haparanda Declaration also touches
on the importance of investing in expansion of the
TEN-T network and developing Green Corridors,
both in the Baltic region and throughout the EU.
“I believe and hope that our joint efforts will
bring about more smoothly functioning climatesmart transport in the region, and thereby pave the
way for growth in our countries, as well as growth in
the whole of Europe,” Torstensson concludes.
Text: Karin Marks
Photo: Näringsdepartementet/Sandra Baqirjazid
Guests at the meeting included IKEA founder
Ingvar Kamprad, Haparanda’s local government
commissioner Sven-Erik Bucht, Allan Lehto from
Polarica AB, State Secretary Leif Zetterberg, Sweden’s
Minister for Communications Åsa Torstensson,
Margaretha Kamprad and Johannes Stenberg of IKEA.
Future Transport
13
LINKS TO EUROPE
Green Cargo
Green Cargo
DB Schenker Rail
“We want wagonload traffic to grow
and become a bigger competitor
to road transport in Europe,” says
Clas Svensson, responsible for Xrail
at Green Cargo.
DB Schenker Rail
DB Schenker Rail
SNCB Logistics
CFL cargo
CD Cargo
SBB Cargo
Rail Cargo Austria
Rail Cargo Austria
Xrail
– for more, improved freight transport on Europe’s railways
Today only 10 percent of freight journeys in Europe are by rail. Xrail is set to
change that. The goal of the new alliance is for wagonload traffic to increase
and become an attractive alternative to
other modes of transport.
“Transparent timetables and more
reliable delivery times, for example, will
enable the railway to compete better
with road transport in future,” says Clas
Svensson, the man responsible for Xrail
at Green Cargo.
The newly formed alliance Xrail is international and
comprises seven freight operators in Europe. Since
the project began, joint IT support has been developed with transparent timetables and a function for
reporting non-conformities.
“We have linked together the railway timetables
in the various countries, and the IT tool enables
us to obtain delivery times which we can communicate directly to the customer. During transport
the wagon position is reported to the system which
draws a comparison with the transport plan used to
14
Future Transport
calculate delivery. In the event of deviations, a new
delivery time is calculated and automatically sent to
the customer,” says Svensson.
The initiative for Xrail was taken by the International Union of Railways, UIC, a couple of years
ago with the aim of increasing the competitiveness
of European wagonload traffic. A number of companies answered the call and have subsequently charted
the status of the various parties, formulated common
objectives and built joint system support.
“This kind of collaboration takes time. All the
partners are in different stages of development and
have varying IT maturity and conditions,” explains
Svensson.
wagonload traffic has
fallen behind road transport because railway transport has not been adapted to the market to the
extent desired by transport buyers. Historically this
may be explained by the fact that in many cases
railways have been state-owned and closely tied to
their own structure and country.
“In the past the railway was part of the national
According to Svensson,
defence, and in some ways this tradition has
continued. This has meant that cross-border collaboration has not taken place in the way as for
other modes of transport. But we cannot isolate
ourselves to our own territory. Our national systems are dependent on being able to collaborate
internationally, we need both domestic and international transport if we are to survive in the long
term,” he says.
in each country to
see what the market needs and expects from transport, the alliance has now formulated a number of
points which make up the core of the collaboration:
improved information flow, greater delivery precision and shorter tendering times. The joint IT system is expected to be fully up and running in 2010.
“Naturally we hope this collaboration will send
out signals to customers that we are serious and
are investing in firmly established quality improvement in the wagonload system. Now it’s up to us to
deliver” Svensson concludes.
After carrying out surveys
Text: Karin Marks
hiGh-SPEEd TRAIN
Separate tracks for high-speed trains. This is one
of four possible options Norway’s Jernbaneverket
will be looking at in more detail.
high-speed
norwegian
inQuiry
– Two-year project to
present four rail strategies
“it’s a big job and time is short, so let’s
roll up our sleeves and get on with it.”
Elisabeth Enger, director General of
Jernbaneverket (the Norwegian National
rail administration), knows what to
expect over the next two years, since
Norway’s Ministry of transport and
Communications commissioned the
administration to investigate various
options for developing the country’s rail
network.
Should Norway build high-speed trains and, if so,
how? Jernbaneverket has now been asked by the
Ministry of Transport and Communication to
look into the opportunities for high-speed trains
in Norway. 6.2 million euros is the budget and the
work will be carried out in a project organisation
specially set up for the assignment which will present
the benefits, drawbacks and costs of expanding the
high-speed rail network. The order and division into
stages of six potential routes* is also included in the
remit.
The work jernbaneverkeT has now begun will
result in a presentation of four possible ways to proceed when it comes to developing rail services:
• a reference option showing the results of continuing the current railway policy
• an option for evolving the existing rail network in
a more proactive way
• an option with high-speed tracks partially based
on the existing network and the plans in the
Intercity area
• an option mainly based on separate high-speed
tracks.
A handshake for the future of Norwegian rail traffic.
Norway’s Transport and Communications Minister,
Magnhild Meltveit Kleppa (right) hands over the assignment to investigate rail network development to the
Director General of Jernbaneverket, Elisabeth Enger.
elisabeTh enger and jernbaneverkeT have a
major task ahead of them and the inquiry deadline
is February 1, 2012.
“We will be examining the consequences of how
the various options affect population distribution,
commerce and air traffic, for example. We need to
look at far more than just high-speed trains, but I
have a good feeling about it. I have every confidence
that Tom R Stillesby, an experienced project manager, will provide a solid foundation for the future
railway debate in Norway,” says Elisabeth Enger.
High-speed tracks are also under close discussion
in Sweden, and several Swedes are represented in the
Norwegian project. Bo-Lennart Nelldal, professor of
rail traffic planning at the Royal Institute of Technology in Stockholm is part of the steering group,
and the expert group includes the Director General
of the Swedish Transport Administration, Gunnar
Malm, who led an inquiry last year into the opportunities for high-speed railways in Sweden. Whether
or not the project composition could lead to coordination with a planned new Swedish inquiry into
high-speed tracks is too early to tell, but according
to Enger there are no obstacles to such a scenario.
“It’s up to the inquiry group if it, together with
the project manager and the other parties involved,
co-ordinates with Swedish inquiries.”
tExt: ERIK SKöRDåKER
Photo: ShuTTERSToCK, SAMFERDSELSDEPARTEMENTET
* the six potential routes are:
oslo–Kristiansand–Stavanger, oslo–Bergen,
oslo–Trondheim, oslo–Gothenburg,
oslo–Stockholm, Bergen–haugesund/Stavanger, which is being examined together with
oslo–Bergen and oslo–Kristiansand–Stavanger.
Future Transport
15
TRANSPORT AND CLIMATE
Fredrik Persson, Managing
Director of Coop Logistik AB,
says that the Coop train has
enabled the company to further
hone its climate goals.
350
fewer trucks a week
on the E4 highway
Swedish grocery chain Coop has
switched a considerable proportion of
its deliveries from truck to rail. With one
northbound and one southbound train
a day, five days a week, the company is
‘removing’ 350 trucks from the E4 highway every week.
“The Coop train has further honed our
climate goals, and we are now on the
right track,” says Fredrik Persson, Managing Director of Coop Logistik AB.
Grocery giant Coop has set out to be the market
leader in environmental issues – not only when it
comes to how the goods are produced, but also how
they are transported to stores. Alongside logistics
16
Future Transport
company Green Cargo, they have developed a transport solution whereby truck trailers are conveyed by
rail between Helsingborg in southern Sweden and
Stockholm. Each train can carry up to 36 trailers.
“This is a transport solution that is financially
positive and extremely eco-efficient. Both aspects
are equally important to us as we are keen to
achieve the climate goal we have set ourselves,”
Persson explains.
It is mainly the colonial produce that is transported by rail; date-sensitive produce is transported
by truck.
“The train runs relatively early in the day from
the south and reloads in Stockholm, after which the
goods are delivered to one of our stores or terminals.
So the whole process takes place within 24 hours.”
Coop has set the goal of reducing greenhouse
gas emissions by at least 10 percent by 2010 and at
least 40 percent by 2020, compared to 2008. Also
by 2020, Coop will be climate neutral by offsetting
its emissions of greenhouse gases.
The company’s logistics division has been awarded several distinctions for its transport solution.
Last year it won the Climate Comet of the Year
award, which was established by logistics company
Green Cargo to highlight companies that have
made major improvements in the climate impact
of their logistics based on their own circumstances.
The motivation was that Coop had become a pioneer in the grocery sector with its own trains, each
of which can transport 36 truck trailers. And most
recently in May this year, Coop won the mobility
TRANSPORT AND CLIMATE
Alongside logistics company Green Cargo,
grocery chain Coop have developed a
transport solution whereby truck trailers
are conveyed by rail between Helsingborg
and Stockholm. Each train can carry up to
36 trailers.
solution category of Sweden’s major logistics and
transport awards.
“The award is linked to a piece of software that
optimises transport management with serious environmental gains. It means a great deal to everyone
in the process of change to receive this kind of recognition,” says Persson.
“Our switch from road to rail transport has
attracted a lot of attention. It has also gone very
well, proving that it’s an intelligent transport solution that really works.”
to build a route for the
Coop train to northern Sweden, but first it wants
to see what changes the recently opened Bothnia
Line (190 km of new railway along the northern
Coop is also planning
Swedish coast ) and the Ådal Line (a railway line
in northern Sweden which is being upgraded) will
entail.
“We slowed things down a bit, partly due to the
volume flow and access to trains, and partly to see
what transport will look like once the new lines are
in operation. We will keep an eye on things and
compare the new conditions. Our aim is to make a
final decision, but we want to find the best possible
option.”
As a first priority, Coop will continue to focus
on improving its rail services. By next year it
expects to finish building a new combi-terminal
in Bro (35 kilometers northwest of Stockholm) to
reduce traffic between Stockholm and Bro.
“There will be an asphalt area where goods can
be loaded and unloaded. This means it will no
longer be necessary to transport goods by truck
from Stockholm to Bro.”
Are there any drawbacks to using rail as a mode of
transport?
“Possibly that a train is less flexible as regards
time. As we transport such large volumes, we have
to resolve any delays or other disruptions that can
crop up with rail traffic quickly. The greatest risk
is during the winter, so what we can do to reduce
the risk of problems is not load as much as we
usually do.”
Text: Qithara Inal
Photo: Coop Logistik AB
Future Transport
17
Logistics forum
Finland’s Logistics Forum
submits proposal for future vision
– aims to improve Finland’s logistical competitiveness
Jari Gröhn of Finland’s
Logistics Forum has
helped produce proposals for how logistics in Finland can be
streamlined.
Finland should take account
of trade and industry’s differing needs without neglecting people and nature. Thus
writes the Logistics Forum
of the Ministry of Transport
and Communications in its
proposal for a future vision
of logistics in Finland. The
report submitted by the forum
will be used as a startingpoint when the government
makes decisions affecting the
country’s logistics.
“We have formulated proposals on five
different themes, all equally important,” says Jari Gröhn, chief engineer at the Finnish
Logistics Forum.
The themes dealt with by the forum are cost, market, efficiency, future and the environment. The idea is
for logistics in Finland to work efficiently and have the
lowest possible impact on the environment.
the Logistics Forum emphasises
that public sector power influences how the operating environment for logistics is shaped, partly
through legislation and infrastructure.
“We have agreed that trade and industry are primarily responsible for the future development of logistics.
Public sector power influences developments through
decisions in four areas: legislation and international
agreements, education and research, action on the market, and information and transport infrastructure. It’s
important to remember always to evaluate the effects of
the decisions you make,” says Gröhn.
The Logistics Forum of the Ministry of Transport
and Communications in Finland strives to improve
Finland’s logistical competitiveness, reduce the private
sector’s costs for logistics nationwide, and to discuss
bottlenecks in logistics, the effects of rules and regulations, intelligent transport systems and issues relating to
driving and rest times.
In its proposal
of an area that needs
to be streamlined. In his opinion Finland has too
many ports at present, which leads to increased
logistical costs through overinvestment and diversified flows of goods. He says the ports should instead
improve their collaboration with each other to
reduce some of the logistical costs, and the impact
on the environment.
“To cut unnecessary costs we should also be better
at communicating with each other, working together
Gröhn gives an example
18
Future Transport
The idea behind the proposals for a future vision is for logistics in Finland to
work efficiently and have the lowest possible impact on the environment.
and disseminating information. At the moment our
mistakes are far too costly,” he says.
Regarding the potential of collaborating with the
Swedish government counterpart Logistikforum, where
two proposed action programmes for logistics and
freight transport are currently being developed, Gröhn
says that the issue has come up but has not been discussed in any great detail.
“We have different players at the same table, so different needs. Consequently, I don’t think a collaboration would be that simple.”
Finland’s Logistics Forum comprises 40
people from various interest organisations, including representatives from trade
associations, employee organisations and
industry. The chair is Minna Kivimäki, Justice of the Finnish Supreme Administrative
Court and Director-General of the Transport
Policy Department at the Finnish Ministry of
Transport and Communications.
Text: Qithara Inal
Photo: Finlands logistikforum, shutterstock
Logistics forum
In connection with the major Lastbil 2010 truck fair at Elmia in Jönköping, the Jönköping Declaration was signed by
Sweden’s Minister for Communications, among others. The aim of the declaration is to create world-class logistics.
One of the points is to support the development of Green Corridors.
Tangible proposals to
boost Swedish logistics
“Sweden shall be the best in the world
at logistics.”
This was the claim of Swedish Minister for Communications Åsa Torstensson when she took part in the Lastbil
2010 truck fair at Elmia in late August.
During the fair she also signed a declaration aiming to create world-class
logistics.
According to Åsa Torstensson, Sweden is ranked
an honourable third on the World Bank’s list of
nations’ logistics.
“This is good, but we want to take the lead.
Transport is the lifeblood of a good, well-functioning economy and is very important to jobs. Our goal
is continuous improvement based on sustainable
solutions,” said Åsa Torstensson during her talk.
The declaration, which is being called the
Jönköping Declaration, was signed by representatives
from the government and from trade and industry.
The starting point for the declaration is an action
plan to improve Swedish logistics which Logistikforum – Sweden’s advisory body in transport issues
– presented in June.
form the basis for
the plan. They include a higher rate of innovation
and greater competition for labour. Other challenges are transport adapted to demand with less
impact on the environment and the climate, and
a well-developed city distribution that results in
better service and an improved living environment.
Increasing knowledge about the importance of
freight transport to growth and welfare is another
Major universal challenges
major challenge, as is making better use of the
transport infrastructure. The perspective is the year
2030 but many of the proposed measures need to
be introduced as early as this year, such as work on
a national freight transport strategy.
Particularly urgent measures mentioned in the
Jönköping Declaration include:
• A proactive, long-term Swedish freight transport
strategy in which the various modes of transport
co-operate.
• Harmonious, modern regulations that support the
development of efficient transport.
• Improved decision data and planning tools, partly
through a review of the calculation models used
for greater precision when it comes to the effects
of investment, operation and maintenance from a
stretch perspective.
• More in-depth collaboration between the business
and academic worlds for more effective transport
research.
• Securing competence supply in the logistics
industry.
• A continued concerted effort regarding climatesmart solutions.
• Supporting the development of Green Corridors.
• A collective overview of the Swedish transport
industry’s cost situation and competitive ability,
with the aim of strengthening competitiveness.
• An active Swedish role in the EU and other international forums.
Logistikforum comprises representatives from
the private sector, and organisations within Sweden’s transport industry. The chairman is Minister
Åsa Torstensson, Sweden’s Minister for Communications, wants to see Sweden with world-class logistics.
for Communications Åsa Torstensson of Sweden’s
Centre Party.
“I am delighted that we have signed the
Jönköping Declaration today. It represents a gathering of power,” said Åsa Torstensson.
Text: Maria Larsson
Photo: Shutterstock, Elmia
Future Transport
19
LOGISTICS
IKEA has been working hard to hone
its logistics since 2004. The changes
are part of a 10-year plan to modify the
company’s logistics as a whole.
Logistics
– an integral part of product manufacture at IKEA
IKEA invests heavily in streamlining its
logistics. Factors such as more intelligent
packaging have enabled the company
to increase the number of products per
loading unit by almost 30 percent. This
reduces unnecessary transport, which
saves both money and the environment.
“We have always focused on the company’s logistics, but in recent years our
commitment has escalated. The logistical flow wasn’t developing the same
way as other costs in the company,”
says Klas Ekman, Global Transport
Manager at IKEA.
The transformation from national company to global furniture giant has considerably increased the
scale of IKEA’s production over the years. Increased
product volume often requires changes in the areas
of finance and logistics, and IKEA has implemented
such a change by merging various work areas into
a whole. The changes are reflected in the fact that
design, production, distribution and purchasing go
hand in hand.
“We knew that the logistical flow wasn’t developing the same way as other costs in the company, so
20
Future Transport
we made a series of changes. Logistics is no longer
considered a separate entity, but an integral part of
the process. Even at the design stage, for example,
the size of the packaging is adapted to the containers
they will be transported in. The aim is to achieve
maximum space utilisation,” says Ekman.
According to Ekman, IKEA has historically had
the majority of its flow via warehouses, something it
is now striving to change.
“The flow has been streamlined in recent years.
Rather than transporting finished goods to warehouses, around 50 percent of them are now transported directly to IKEA stores. This reduces costs
and also has a positive impact on the environment,
which is a bonus.”
According to Ekman, there are no external environmental requirements on the company apart from
the environmental laws in each country, but he
believes the company has a responsibility towards its
customers to minimise impact on the environment.
The logistical changes will be implemented globally, explains Ekman, but in order to achieve the
set goals it has been essential to adapt the changes to
the circumstances in each country. One of the company’s goals is to replace wooden Euro Pallets.
“We’ll be using new freight equipment, made of
paper and plastic. The Euro Pallets are currently a
clumsy element of our transport, and this is something we want to change.”
Even though the new freight equipment is disposable, Ekman believes it offers environmental benefits.
“The pallets are lower and this makes it possible
to load a larger quantity of goods, which in turn
contributes to better space utilisation. There is no
return transport of pallets, and once they’ve been
used they are recycled.”
As a direct consequence of the logistical changes,
IKEA received Sweden Post’s Logistics Award in
October. Part of the reason for the win was that
the company’s logistical restructuring was judged to
benefit the environment. Ekman is delighted about
the award, but adds that the change was necessary
and that work on logistics is a far-reaching project.
“Sweeping changes are necessary for a company’s
development, but obviously it’s good to receive
encouragement from others. We will continue our
efforts to develop our logistics.”
TEXT: PERNILLA KARLSSON
Photo: IKEA
GUESt CoLuMNIST
relations, presence, trust
UAE in the late 1960s. The highest-ranking sheik in one of
the emirates has decided to build a bridge. Not because he
needs a bridge. But the ruling sheik in the neighbouring emirate has built one, so he wants one too. The sheik contacts a
Swedish construction company that has a representative in
the emirate. It takes a while, but the representative eventually
manages to arrange a personal meeting with the sheik. From
then on the two men meet in the palace every afternoon to
drink tea together. They build up a close working relationship,
and when the bridge construction is complete the representative returns to his Swedish company. With him he has a personal cheque for three million US dollars. As a thank you for
his help.
since then, but I still think this
is a fine example of how important it is to build relations, to
be present and inspire trust. I worked in the Middle East for
many years, and that’s where I learnt this lesson. Although
many Western companies hesitate to build contacts in the
Middle East, precisely because things take a little more time,
I think there is a lot we can learn from this corporate culture.
Relations, presence, trust.
good, but finding suitable partners can be quite an effort. They
have to match each other in terms of expertise and objectives,
and they must be able to work together well. Once again: relations, presence, trust.
when working on an international market, a knowledge
of the culture and developments in the foreign country is
invaluable. And of course you can get a long way just by being
yourself. But not too much. I remember when I was working
in Swedish export in Beirut in the 1960s and some Swedish
entrepreneurs came down to make export contacts. Wearing
clogs. Most people are better informed these days, but many
may still need support when it comes to cultural norms so
that, for example, they don’t come across as too pushy.
Times may have changed
our exports if only we devoted
a little more energy and imagination to our relationship building and overseas initiatives. Personal meetings are often quite a
way down the list of priorities in a business environment where
one project succeeds another and people are busy with their
ongoing work. Of course it’s a good thing that companies are
doing well and that there’s plenty to do, but at the same time I
can see a problem with having projects in progress all over the
place. The availability of resources is obviously a factor, but I
think if companies were to invest more time in building relations – both with customers and other suppliers – it could lead
to even bigger business.
i Think we could increase
for the Swedish Rail Industry
Group, SWERIG, which is comprised of 45 companies from
the entire Swedish railway sector. Some of our tasks are to create partnerships between member companies and help them
with contacts for export markets. And since our industry, like
the automotive industry, is increasingly delivering entire systems and functions rather than individual components, collaboration projects have become more and more common. This is
i work as a co-ordinaTor
i am very much in favour of informal contacts. I’m not
saying you should drink tea together every afternoon, but you
should be aware of how much these types of relations mean.
One of the things SWERIG members do is exhibit at fairs
together, and there will be
almost 20 SWERIG companies
at Elmia Nordic Rail 2011.
The perfect opportunity to
forge closer contacts within the
group. On our domestic market, in Sweden, many of them
are competitors, but internationally they can often help
each other a lot. And the world
market has enough room for
everyone.
Name: Lars Lindblom
Position: Group Coordinating Manager, SWERIG
Background: has worked internationally with exports since
1965, including for the Swedish Trade Council and as export
manager of Ahlsell VVS and the Kebo Group.
lives: Bromma, outside Stockholm.
Spare time: Spends a lot of time in his holiday cottage and is
involved in several clubs and societies.
Favourite place on earth: Beirut, when it was at its best in
the late 1960s.
Future Transport
21
iN BRIEF
Important railway project reaches finish line
– Better rail links in sweden
after many years of major investment,
one of Sweden’s most important railway
projects is now complete. the Bothnia
line, comprising 190 kilometres of new
railway, 143 bridges and 25 tunnels,
opened in late august.
Sweden's largest railway construction
– Botniabanan, was inaugurated on
28 August 2010.
The Bothnia Line is the largest railway construction
in Sweden for 50 years, and links the larger towns
along the coast of northern Sweden. The coastal
railway runs from the Ångerman river, north of
Kramfors, via Örnsköldsvik, Husum, Nordmaling
and Hörnefors, to Umeå. The line is also the first
railway in Sweden built for speeds of 250 kilometres
an hour, and the first to be equipped with the new
European system ERTMS. The Bothnia Line helps
make railway transport along the coast of northern
Sweden more efficient – for passenger and freight
services alike.
The City Tunnel in Malmö – Sweden’s third largest city – is another major Swedish project that will
soon open. It comprises 17 kilometres of railway,
six of which are in tunnels below the city centre.
The City Tunnel will therefore link central Malmö
via the bridge over Oresund Sound to Copenhagen.
.
The first regular train services on the line will begin
on 12 December 2010.
The third railway project drawing to a close is
the tunnel through Hallandsås ridge along Sweden’s west coast – a project that began in 1992 and
has been plagued by severe problems. However,
in August, they managed to drill the first tunnel
through the ridge. The stretch comprises two parallel
single-track tunnels and is part of the expansion of
the West Coast trunk line for freight and passenger
traffic. The first trains are expected to pass through
Hallandsås in 2015.
tExt: qIThARA INAL | Photo: BoTNIABANAN AB
SWERIG
Swedish Rail Industry Group
“The Swedish National Team of Rail Competence”
SWERIG is an umbrella organization for the promotion of Swedish suppliers of advanced products
and services to the international railway sector.
22
Future Transport
www.swerig.se
IN BRIEF
European Commission wants
to halve fatal accidents
On 20 June this year the European Commission
agreed on strict plans to reduce the number of
fatal accidents on EU roads by half over the next
ten years. The guidelines for the EU traffic safety
policy for 2011–2020 include stricter standards for
vehicle safety, better education for road-users and
sharper implementation of traffic regulations. The
European Commission will collaborate with the EU
Member States to implement the programme.
The statistics for the number of fatalities in traffic are currently as follows: the three countries
with the highest number of road fatalities are
Greece, Poland and Romania. The three countries
with the lowest number are Sweden, the Netherlands and the UK. Countries that have managed to half the number of fatalities on the roads
between 2001 and 2009 are Latvia, Spain, Estonia
and Portugal.
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Denmark to
halve rail delays
Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rail traffic in Denmark is set to be even more
punctual. By 2020 the number of delays is to be
halved, which in turn will pave the way for doubling the number of trains that can operate on
Denmark’s tracks by 2030 at the latest. This is
shown by a new agreement between rail operator DSB and the government agency Rail Net
Denmark, which is responsible for railway tracks
in Denmark.
In order to achieve the goal, every second that
trains are delayed will be counted. At present,
each passenger on regional and long-distance
trains is delayed by an average of 200 seconds. In
10 years the delays will be reduced to an average
of 100 seconds. The agreement also includes the
‘S’ commuter trains in Copenhagen.
To achieve the goal, improvements will be
made to the station and platform environment to
make it easier for passengers to embark and disembark. Precision groups will also be established
to work on local improvements such as establishing follow-up methods.
Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Postal address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Country: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tel: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELM number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-mail: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Organisation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Photocopy this form, complete and fax to +46 36 16 46 92 or
e-mail [email protected], remembering to quote your ELM
number. Your ELM number can be found in the address field
on the top of this page.
#Future Transport
23
Towards a safer world.
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