Lund tram

Tram Lund Spårväg Lund
Tram under construction (August 2019)
Basic information
Country	Sweden
city	Lund
opening	originally planned for 2019 postponed to August 2020
Infrastructure
Route length	5.5 km
Gauge	1435 mm ( standard gauge )
Power system	750 V direct current with overhead line
Stops	9
Depots	1
business
Lines	1

The Lund tram ( Swedish : Spårväg Lund ) is a rail transport project under construction in the Swedish city ​​of Lund in the province of Skåne län . From August 2020, the train is to connect Lund Central Station with the large-scale research facility ESS .

With this project, Lund is the 14th city in Sweden to have a tram built, 105 years after the last tram was inaugurated on December 21, 1910 in Sundsvall and 120 years after tram construction was first discussed in the city.

history

The construction of a tram was discussed in Lund for the first time in 1896, when GM Frick and Bertil Sederholm and other supporters made a request to the city's Drätselkammare (German for "economic committee" ). The application contained a request for a tram track to be laid through the streets of the city from Limhamn via Malmö to Lund. At the meeting of the Drätselkammare on May 2, 1896, this question was answered in the negative, as the application was not accompanied by an investigation into whether the required electrical energy should reach the tram cars through above-ground or underground lines, how big and wide the cars should be and which Road share would be needed for rail construction.

With the application for "Anläggandet af elektrisk spårväg i Lund" ( German "Construction of the electric tram in Lund" ) submitted on September 15, 1905 by the Reichstag member Vilhelm Westrup , the topic became topical again in the city. At the city council meeting, Westrup submitted a further proposal, according to which an electricity supply contract from the power station on Lagaån would have to be concluded with Sydsvenska elektriska aktiebolaget . Both motions were referred for comment. At the city council meeting on October 20, 1905, at the suggestion of the Drätselkammare , it was decided to appoint a committee of five people to deal with the "urgent questions for preparation" . The committee was supposed to prepare the construction of the railway as well as the question of the supply of electricity to Lund. On November 24, 1905, the committee presented its results at the city council meeting. The council decided to give the Drätselkammare the order to acquire appropriate properties and to build a power station in the city. The question of the tram remained with the city administration for decision and was not finalized until 1928.  

Detailed planning of Westrups

Westrup's plans contained a detailed description of a tram in Lund using the cost accounting set up by Svenska Aktiebolaget Siemens & Halske , founded in 1898 . It was recognized that Lund was a city the size that a tram would need for inner-city traffic. Several other cities of similar size planned such railways. Westrup particularly mentioned Helsingborg , Jönköping and Uppsala . There were three suggested variants for the construction and operation of the tram:

• The city awards a concession to a private company that builds and operates the electric tram.
• A company is formed with a share capital of 300,000 crowns , in which the city subscribes all or a majority of the shares. Westrup favored this model.
• The city builds the tram and hands over the operation to a city authority.

The tram should connect the following points of the city: the brewery in the north, the hospital in the south, Södra Station, Södra Esplanaden, Östra tullen, Lunds östra hållplats, Botanical Garden, Biskopsgatan, Allhelgonakyrkan , Karl XII: s gatan, Spolegatan, Statens Järnvägsstation , Nygatan, Gasverksgatan, Lunds västra station and Volkspark. The cost of serving all the desired stations by tram turned out to be too great and so the following lines were proposed:

• Line I: from Allhelgonakyrkan to Hospitalsgården, 1.45 km, frequency: 7.5 min.
• Line II: from Statens Järnvägar station via Klostergatan or Lilla Fiskaregatan via Mårtenstorget to Lunds östra hållplats, 1.4 km, frequency: 7.5 min.
• Line III: from the Ostfriedhof via Östra Vallgatan and Biskopsgatan to Allhelgonakyrkan, frequency 15 min.

The tram was planned with a route length of 3.6 km. The track width should be 1,000 mm. The rail weight per meter was estimated at 39 kg, the construction costs would have been 87,000 crowns for the route. The energy supply was planned with two inverter units (one in reserve) with 46 kW each at 550 volts, the costs for the entire power plant were estimated at 28,900 crowns. For the 3.6 km overhead line with single wire on lattice masts with crossbeams, 26,000 crowns were estimated. Seven closed cars with 16 seats and 14 standing places would have cost 77,500 crowns. For the wagon hall with a small workshop including machines, but without land acquisition, 22,500 crowns were earmarked. With other costs amounting to 8,100 kroner, the total for the entire system was 250,000 kroner. The tram speed should be 12 km / h.

The annual expenditure was estimated at 60,000 crowns. This meant that 600,000 passengers per year had to pay a fare of 10 Öre to run the traffic. On average, this means five passengers per trip, which Westrup considers sufficient.

Detailed planning by the municipal commission

The committee set up by the city administration was of the opinion that the route network planned by Westrup does not cover the entire city well. Line III would not be needed. The committee suggested that the crossing point of the tram should be southwest of Domkyrkan , from where four lines should emanate. A line to the north should lead to Monumentet for the connection with Sliparelyckan, Vallkärra and other places. A line should end south to Södertull, one in the east via Kraftstorg through Lilla Kungsgatan and Kiliansgatan via Mårtenstorget, through Östra Mårtensgatan and Dalbyvägen along at Lunds östra station. The line to the west would go through Klostergatan, over Bantorget through Nygatan and under the railway bridge and up to the Volkspark. The routes would have to be connected to two continuous lines:

• Line I: from Monumentet to Södertull, 2.65 km
• Line II: from Folkets park to Lunds östra station, 2.95 km

At 5.6 kilometers, this proposal was two kilometers longer than Westrup's proposal. The committee felt that these lines would bring better returns and cover a larger urban area.

Establishing the junction at Domkyrkan and not at Stortorget was justified by the fact that the streets on Stortorget are sometimes so narrow that they are hardly suitable for electric rail operations, sometimes also due to the extremely heavy traffic with cars and pedestrians . The new route would also take better account of the northeastern parts of the city.

In the west, the crossing with the train at Bantorget caused problems. In 1905 this was a level crossing. It was therefore suggested that the tram should instead run through Nygatan and pass under the tram in the harbor on Svangatan. This would mean an increase in travel time of 1.5 minutes. This should be worth it compared to the option of having the tram obstructed by the railway gates. It should also be noted that the guided tour over Nygatan would also connect the hot bathing establishment to the tram.

The car spacing should be 5.5 minutes, with only every second car going from Allhelgonakyrkan to Monumentet and from Bantorget to Volkspark. In order to save operating costs, it was proposed that from 6.40 a.m. to 8.40 a.m. and in the evening from 8.40 p.m. to 10.40 p.m. a railcar should only run every 11 minutes. This would require an estimated ten vehicles, one of them as a reserve. These vehicles would drive 500,000 kilometers per year.

The total investment for this network was estimated at 360,000 crowns, while the operating costs would be 108,000 crowns. With 2,960 passengers per day, the operating costs and the amortization of the system would have to be covered.

The committee concluded its work by recommending that the proposals for the construction of a tram be carried out as soon as possible after the electrical energy for this purpose was available in the city. The city council on November 24, 1905 did not see this as positively. The debate at the meeting resulted in the fact that Lund was too small a town for a tram. At the same meeting it was decided to build a power station in Lund in the city center on the Allhellgonakyrkan. The space was the same as would have been needed for the tram. The choice of this square was de facto a decision that Lund would not build a tram.

It was not until February 9, 1928 that the application was given a negative decision by the city administration, when new rules for applications no longer allowed postponement for an indefinite period.

New start of planning

line 1
Legend 0.00 Lund C Universitetssjukhuset Lunds Tekniska Högskola Ideon High points Solbjer Brunnshög center MAX IV Science Village / ESS 5.5 Depå

These ideas were first taken up again in the 1980s. But it was not until 2009 that concrete considerations were given, which in 2010 led to a proposal that included a double-track tram route.

On December 17, 2015, Lund City Council decided to build the tram. This 5.5 km long route has nine stops and leads from the main train station in a north-easterly direction to the Science Village and on to the large-scale research facility ESS ( European Spallation Source ), which is currently under construction .

The construction company Skanska was selected to carry out the construction in May 2016. The contract with Skanska was signed at the end of May 2016.

The cost of the infrastructure is expected to be around SEK 850 million . The municipality of Lund received SEK 298.4 million from the Swedish state and SEK 74.5 million through the urban environment agreement. The Skåne region finances the vehicles with 297 million SEK and the depot with 270 million SEK. The vehicles have a depreciation period of 25 years.

The network is to be expanded in the medium term. A line to Dalby is to be built in stage 2 and to Staffanstorp in stage 3 . Even longer-term connections from Lund C to Bjärred and from Lund C to Lomma via Hjärup are being considered.

urban planning

The tram line Hauptbahnhof Lund – ESS connects the medieval city center of Lund and a completely new district in the north-east of Brunnshög. By 2050, when the area is fully developed, around 50,000 people will live or work along the tram.

Vehicle fleet

Seven modern, low-floor trams as bidirectional trams with a length of about 33 meters and a width of 2.65 meters are being purchased from the Spanish company Construcciones y Auxiliar de Ferrocarriles (CAF). There are 40 seats, a total of around 200 passengers. Each car is equipped with four wheelchair spaces and USB connections. The trams run on green electricity and have the technology to recover braking energy.

The exterior design is in line with the branding and design guidelines of Skånetrafik , who will operate these trains.

Depot

The depot is located near the ESS research center at the end of the tram route. The estimated cost is around EUR 20.5 million.

Operating program

The drive from Lund C to ESS takes 14.5 minutes. The average speed is 21.5 km / h. Operation takes place daily between 5 a.m. and midnight, on the nights from Friday to Saturday and from Saturday to Sunday until 2 a.m.

On weekdays between 6 a.m. and 9 a.m. and between 2 p.m. and 6 p.m., a departure is scheduled every 7 to 8 minutes. For the rest of the time, there will be a trip at least every 20 minutes.

Time schedule

Construction work on the infrastructure should start in January 2017 and last until the end of 2018, with operations starting in 2019. The groundbreaking ceremony for the start of construction took place on February 15, 2017 by the Minister of the Miljö-och energidepartementet Karolina Skog .

On March 7, 2017, construction work began at several locations in the city at the same time.

On April 16, 2019, the steering group for Spårväg Lund decided that operations should start on August 16, 2020 in connection with the timetable change and the start of the school year. The first tram will be delivered in March 2020, and the rest will follow after that. Extensive test programs will begin in spring 2020.

After another report from the steering group for Spårväg Lund in October 2019, the planned opening date in August 2020 cannot be kept. The depot in Brunnshög, where the trams are serviced, is currently under construction. There some structural details have to be revised, which will delay the construction activity of a few months. The other sub-projects such as the construction of the infrastructure and the multiple units as well as driver training and completion of the stops are proceeding according to plan.

Web links

• Spårväg mellan Lund C och ESS. Retrieved October 27, 2016 (Swedish). 

Individual evidence

1. ↑ Spårvägsplaner i Lund. Retrieved October 28, 2016 (Swedish). 
2. ^ Siemens in Sweden. In: siemens.com. Retrieved October 28, 2016 . 
3. ↑ ^{a b c d e} Nu är det clear när spårvagnarna i Lund börjar rulla. In: sparvaglund.se. Lunds kommun, April 16, 2019, accessed August 18, 2019 (Swedish). 
4. ↑ Igångsättningsbeslutet fattat - byggstart 2016. Spårväg Lund C - ESS. Lunds kommun, December 18, 2015, archived from the original on March 4, 2016 ; Retrieved May 16, 2019 (Swedish). 
5. ↑ Skanska tilldelas byggkontraktet för Spårväg Lund C - ESS. sparvaglund.se, May 12, 2016, accessed May 16, 2019 (Swedish). 
6. ↑ Partneringavtalet undertecknat. sparvaglund.se, May 25, 2016, accessed May 16, 2019 (Swedish). 
7. ↑ Välkommen till första spadtaget för spårvägen i Lund! In: sparvaglund.se. Lunds kommun, January 30, 2017, accessed May 16, 2019 (Swedish). 
8. ↑ Spårväg Lund C - ESS. In: sparvaglund.se. Lunds kommun, March 20, 2019, accessed May 16, 2019 (Swedish). 
9. ↑ Försenad trafik start för spårvagnarna i Lund. In: sparvaglund.se. Lunds kommu, October 10, 2019, accessed October 30, 2019 (Swedish).