Stockholm's tunnelbana

Stockholm's tunnelbana


Basic information
Country	Sweden Sweden
city	Stockholm
opening	1950
operator	MTR Nordic
owner	Stockholm city
Infrastructure
Route length	105.7 km
Gauge	1435 mm ( standard gauge )
Power system	650 V =
Stations	100
business
Lines	7th
Shortest cycle	<2 minutes
statistics
Passengers	898,630 per day, 328 million per year
website
sl.se
Route map

Rådhuset station

A Stockholm Tunnelbana train at Hötorget station

The Stockholm subway , in Swedish Stockholms tunnelbana or Tunnelbanan , is the only subway in Sweden . Since many train stations are decorated with special works of art, the Tunnelbana is one of the largest art galleries in the world. The owner is AB Storstockholms Lokaltrafik (SL). The operator is determined by SL by tender: Until November 1, 2009 it was Veolia Transport , since November 2, 2009 the Swedish subsidiary MTR Stockholm of the Chinese company MTR Corporation .

Route network

Stockholm's Tunnelbana has a network of 105.7 kilometers, of which 62 kilometers run underground, the total track length is 143.4 kilometers.

Stockholm's Tunnelbana has a total of three lines with 100 stations, 52 of which are above ground and 48 underground. 49 of these stops are served by the Gröna linjen , 36 by the Röda linjen and 20 by the Blå linjen .

The three main routes are each used by individual lines : 10 and 11 on the blue, 13 and 14 on the red and 17 to 19 on the green line. In order to distinguish the underground from other means of transport, the lines are sometimes also referred to as T10, etc.

The central and busiest underground station is T-Centralen with 161,000 passengers daily, in which all three trunk lines intersect, and where Stockholm Central Station is also located.

line	route	Travel time	length	Stations (of which underground)
10	Kungsträdgården ↔ Hjulsta	23 min	15.1 km	14 (5)
11	Kungsträdgården ↔ Akalla	22 min	15.6 km	12 (5)
13	Norsborg ↔ Ropsten	44 min	26.6 km	25 (10)
14th	Fruängen ↔ Mörby centrum	33 min	19.5 km	19 (9)
17th	Åkeshov ↔ Skarpnäck	43 min	19.6 km	24 (12)
18th	Alvik ↔ Farsta beach	37 min	18.4 km	23 (12)
19th	Hässelby strand ↔ Hagsätra	55 min	28.6 km	35 (12)

During off-peak hours (during the day), the individual lines run every 10 minutes, the 14 between Mörby and Liljeholmen every 5 minutes, so that trains run every 3 1/3 to 5 minutes on the common sections. During rush hour, the rest of the 14 and 13 are compressed to five-minute intervals and the 10 and 11 to six-minute intervals. Early in the morning and late in the evening, the lines run every 15-30 minutes.

history

The green line

Tunnelbanan under construction in 1932

Platform of the Odenplan subway station

The five-track former railway bridge is used both for ongoing operations and for sweepers

After the first horse-drawn trams were built in 1877 and replaced by electric trams from 1901 , a large rail network was installed in the Swedish capital. The various tram companies and their routes developed by 1920, when they were then merged into "AB Stockholms Spårvägar" ( German : Stockholmer Straßenbahnen ). Since the founding of this company, there have been various proposals for underground tram routes.

In 1931, the first construction work began on the so-called Katarina or Södertunnel between Skanstull and Slussen in the Södermalm district , which went into operation three years later, on October 1, 1933. This created an underground tram connection for the southern suburban lines. There were two train stations in the 1.37 kilometer long tunnel: Södra Bantorget , now Medborgarplatsen , and Ringvägen , now called Skanstull . The terminus at Slussen was not covered at the time; this was only made up for about thirty years later. This tunnel section became known under the name "Tunnelbanan" ("the tunnel railway").

After the southern suburban lines were connected, the same should happen with the western lines. As early as 1934 they drove over a new bridge called " Tranebergsbron " to Alvik. In 1944, an above-ground line from Thorildsplan to Islandstorget was put into operation, on which the line was already prepared for a later tunnel railway operation.

Originally, only a tram service with a tunnel route was planned. Due to the rapid population growth in Stockholm in the 1940s, the plans for an underground tram were revised and a full-length underground was planned. As the plans for the Hötorget – Slussen section to be built first were not detailed enough, the northern Fridhemsplan – Hötorget line began. In 1946, the "Skanstull Bridge" went into operation, which was used by a tram including the Thorildsplan – Islandstorget route that was already there.

On October 1, 1950, the first tunnel line between Gullmarsplan (formerly Johanneshov) and Hökarängen , which was originally used by a suburban tram, was opened. In 1951 a shortened tram route to Stureby , which went to Högdalen from 1954, went into operation. The western tram to Ängby was converted to Tunnelbana operation in 1954. This drove from a makeshift platform in Vällingby to Hötorget (formerly Kungsgatan ). This created two small networks in the south and in the west that had to be connected to one another.

The city connection went into operation in 1957. With the exception of the Slussen – Gamla Stan section , it was built underground. The latter leads over a former, five-track railway bridge. While regular operations are running on four tracks, the fifth track remains free for maintenance work or sweepers. Even then it was clear that there would be more than one tunnel line, so the bridge was designed as wide as possible.

With this expansion, the green line was almost complete. Until 1960, there were extensions by a few stations at the north and south ends. In 1971 the branch from Farsta to Farsta Strand was extended, and in 1994 an extension from Bagarmossen to Skarpnäck was added. The latter expansion is the last of the tunnel network to date. Skarpnäck station is the 100th station in the network.

The green line is 41.25 km long and consists of three routes:

Åkeshov - Skarpnäck (route T17)
Alvik - Farsta strand (route T18)
Hässelby strand - Hagsätra (Route T19)

The red line

The green line ("Gröna Linjen") was mainly built and expanded in the 1950s. From the point of view of the city council, it was "finished" for the time being. As a result, a second Tunnelbana line was to be built, especially in the 1960s. The biggest differentiator between the "Gröna Linjen" and the "Röda Linjen" is and was that the latter mainly drives in tunnels and thus does not cut through large residential areas, which was the case with the green line through the long elevated railway sections. In 1964 the second tunnel line was opened to traffic. At that time the line consisted of two branches: From T-Centralen either to Örnsberg or Fruängen . Until 1967 it was expanded further, in the south to Vårberg and in the north to Ropsten. 1972 to 1975 the line sections to Norsborg in the south and Universitetet in the north were added. In 1978 the section to Mörby Centrum was added as the last extension . The line is 41.23 kilometers long.

This line consists of two routes:

Norsborg - Ropsten (route T13)
Fruängen - Mörby centrum (Route T14)

The blue line

Rådhuset station

The first section of the blue line opened in 1975. Initially, the line ran from T-Centralen to Hjulsta , although the route differed from today's in that the route to Akalla was used to Hallonbergen and the next station was Rinkeby . In 1977 a branch was added from Hallonbergen to Akalla and the section to Kungsträdgården was opened. In 1985 a new line was opened from Västra Skogen via Sundbyberg and the current route division was introduced, whereby the cross-connection Hallonbergen - Rinkeby was closed. The Kymlinge station is located between Hallonberge and Kista . This was never put into operation because the associated district was never built. With the exception of the Kista station , the entire route is underground and is approximately 20–30 m underground. All stations were designed by famous artists. The line is 25.51 kilometers long.

This line consists of two routes:

Kungsträdgården - Hjulsta (Route T10)
Kungsträdgården - Akalla (route T11)

Station renaming

Some stations have changed names in their history:

Globen used to be called Isstadion (ice stadium) and even earlier Slakthuset (slaughterhouse)
Gullmarsplan used to be called Johanneshov , which is the name of the district south of the station
Skogskyrkogården (literally forest cemetery) used to be called just Kyrkogården (cemetery)
Skanstull was formerly called Ringvägen, after one of the main streets of Södermalm . Today the Zinkensdamm station is also located on Ringvägen.
Hötorget was formerly called Kungsgatan after one of the streets that run along Hötorget . Today some entrances to the Östermalmstorg station are very close to Kungsgatan.
Skärmarbrink used to be called Hammarby
T-Centralen was formerly called Centralen . Today only the main train station and the corresponding Pendeltåg station are called that way.
Ängbyplan was formerly called Färjestadsvägen
The Vreten station was renamed Solna Strand in 2014 .

Trains

Overview

Today, 271 modern fifth-generation trains and 250 older trains from the 1970s and 1980s are in use.

generation	model series	Years of construction	Manufacturer	comment
Generation 1	C1	1949/1950	ASJ, ASEA	3 later converted to C2, 1 train parked in 1978, 16 parked in 1983
	C2	1950-1961	ASJ, ASEA	Parked 1977–1990, 38 cars converted to intermediate cars in 1990 and in service until 1999
	C3	1957-1959	ASJ, ASEA	shut down between 1988 and 1999
Generation 2	C4	1960-1966	ASJ, ASEA	shut down until 1999
Generation 2	C5	1963-1965	Hägglund & Söner	Shut down in 1996
Generation 3	C6	1970-1974	ASEA, ASJ, Hägglund & Söner	only in the peak hours
	C7	1972/1973	ASEA	no longer in use
	C8 (H)	1974/1975	ASEA, Hägglund & Söner	no longer in use
	C9	1976/1977	ASEA, Hägglund & Söner	no longer in use
Generation 4	C12 (H)	1977-1982	ASEA, ASJ, Hägglund & Söner	no longer in use
	C13	1982-1984	ASEA, ASJ, Hägglund & Söner	internal use only
	C14 (H)	1985-1989	ASEA, ASJ, Hägglund & Söner	only in the peak hours
	C14z	1987/1988	ASEA, ASJ, Hägglund & Söner	only in the peak hours
	C15	1985	ASEA, ASJ, Hägglund & Söner	only in the peak hours
Generation 5	C20	1997-2004	AdTranz
Generation 5	C20F	2003	AdTranz
Generation 6	C30	2019-	Bombardier	Trial use from autumn 2019

General information on technology

All vehicle types are supplied via a side busbar that is painted from above , with a driving voltage of 650 volts . The blue line is also equipped for 750 volts, but this is not used. The track network consists of standard gauge .

A full-length train consists of eight old cars or three new units, which corresponds to a length of approximately 145 meters. In the off-peak hours (SVZ), i.e. late in the evening, the trains are shorter (six old cars). Although the new trains are mainly used today, the number of old cars was initially still shown on the electronic display boards on the red line. "Korttåg" (German: Kurzzug ) may now be displayed.

Various routes are designed for trains with ten cars. Such long trains are only used in exceptional cases.

The trains were originally manned by two people, one of which was a train attendant who stood in the middle of the train and closed the doors. In 1965, one-man operation was used for trains with a maximum of five cars, so that the railcar driver closed the doors. Since 1980 all trains have only been manned once. Since many stations are located in the arch, there are monitors that enable the driver to monitor the entire length of the train. Sometimes a point is marked on the platform on which the driver should stand in order to have the entire overview.

In order to be able to operate many trains in quick succession, a type LZB 730 liner train control system (the predecessor of the LZB700 M, which is used worldwide) is used, which permanently monitors the current speed of the train and enables shorter safety distances (block routes) without compromising safety affect. For this purpose, two antennas are attached in front of the first axle at the bottom of the train , with which data fed in via the rails are constantly exchanged between the interlocking and vehicle computers. A pair of cables laid in the track in the stations and special turning tracks, the line conductor , are also transmitted to the train with safety and operational information. The vehicle computer constantly receives information from the interlocking computer about the current maximum speed limit, the next speed change and the distance to the next speed change. The interlocking computer recognizes the position of the train through the track vacancy and occupancy reports as well as its own distance measurement. The current maximum speed is calculated from this and from the data on train length and braking force set in the vehicle computer and displayed to the driver. If the calculated maximum permitted speed is exceeded, the vehicle brakes automatically. If the connection between the vehicle and interlocking computer breaks, the train is brought to a standstill as quickly as possible by an emergency brake. The crossing of signals indicating stop is monitored and prevented by the vehicle computer receiving a maximum speed of 0 km / h for the signal location and bringing the train to a stop beforehand. The system allows two trains to approach for coupling and prevents collisions at more than 11 km / h.

The constant communication from the interlocking computer to the vehicle computer makes it possible to drive the train automatically. The driver only monitors the opening and closing of the doors and gives the start command to the automatic travel and braking control , which accelerates or brakes the train to the maximum speed calculated by the LZB vehicle computer. The driver only has to intervene in the event of a malfunction. This is known as Automatic Train Operation (ATO / automated train operation). Similar systems are in use on the Munich Underground or the Victoria Line in London.

Model history

There have been five generations of vehicles since 1950, when the Stockholm Metro opened. These are in turn divided into individual series. The cars were originally painted green because the green line opened first. New vehicles have been painted blue since the mid-1970s. Some green cars were still in use well into the 21st century.

First generation

A type C2 car in the Stockholm Tram Museum

Inside view of the C2

The first trains with the designation C1 were produced from 1949 to 1950 at AB Svenska Järnvägsverkstädera (ASJ) in Linköping and Allmänna Svenska Elektriska Aktiebolaget (abbreviated ASEA) in Västerås . These were 2.7 m wide and 17.62 m long. A total of 20 C1 units were delivered. They had 54 seats and 108 standing places. From 1957, half of these trains were only used as intermediate cars. One car was taken out of service in 1978. The remaining trains followed in the years 1980 to 1984.

In the years 1949-61, slightly modified trains under the model designation C2 were manufactured by the same companies. In addition, three C1 trains were converted into C2 trains. The models differ only minimally. The C2 model only has 94 standing places. A car of this generation was converted into a Saltsjöbanan train after a fire . Starting in 1976, the trains of this model were gradually scrapped. In 1990, 38 of the remaining trains were converted to intermediate cars and were in use as such until 1999. Four cars of this type are still preserved.

In the years 1957–59, 85 model C3 cars were added. This model differs from the C2 model only in its low weight: C1 and C2 weigh 30 t, C3 only 28 t. These trains are retired. A car of this type is still preserved.

Second generation

From the outside, the younger series can hardly be distinguished

The second generation of trains consists of types C4 and C5.

The C4 series was urgently needed for the opening of the red line, as the previous series would not continue to be produced. Overall, the dimensions changed little, the weight was significantly lower at 23 t. Between 1960 and 1966, a total of 200 C4 units were manufactured by the parent companies ASEA (for the electrical system) and ASJ (for the mechanical system), with one car offering 48 seats and 108 standing places.

The type C5, of which only eight trains were produced by the company Hägglund & Söner based in Örnsköldsvik 1963-65 , did not have the typical green paint and was therefore only silver. This train was given the name “Silverpilen” (German “Silberpfeil”) and is astonishingly similar to the Chicago Elevated or New York City Subway, for example . The type C5 is again lighter and weighs only 20 t, but only has an engine output of 264 kW, while all previous models had 324 kW.

While the C5 trains were in operation until 1996, the C4 cars, some of which had been rebuilt, were not taken out of service until 1999.

Third generation

The type C6 belongs to the third generation of trains. This vehicle series was first produced again by the companies ASEA and ASJ, later by ASEA and Hägglund & Söner from 1970 to 1974. The main change was the driver's cab. The driver sits in the middle and has a much better overview of the route thanks to the enlarged viewing window. This improvement was tested with a converted C4 vehicle. There were no changes in terms of dimensions. The cars weigh 23 t and the traction motors have an output of 400 kW. A total of 160 C6 cars were delivered. Two of them were taken out of service in 1987 and converted for normal rail traffic on Saltsjöbanan (model C16). The others are still in use today during rush hour.

The type C7, of which eight trains were produced at ASEA in 1972/73, was unsuccessful and production was discontinued. They were test models. The model series is no longer in use.

The C8 series was the first production to be delivered from the factory in blue. The first of a total of 44 units came in December 1974, the last in December 1975. Otherwise there were hardly any changes. Four of the trains were converted for the Saltsjöbanan. Half of the cars were fitted with a different driver's cab between 1993 and 1995 and have the model designation C8H. The trains are no longer in use today.

There are only 20 of the C9 series, built in 1976 and 1977. They are also painted blue. This series is still in use.

Fourth generation

In order to save costs in production and scrapping, the Stockholms Lokaltrafik used parts from older vehicles for the types C12 to C15, especially the first generation models. Therefore, the individual series do not differ fundamentally from one another, they were produced by the parent companies ASEA, ASJ and Hägglund & Söner .

The first series was the C12 model, which was built from 1977 to 1982. 165 of these were built. Two trains had meanwhile been repainted blue, later they were repainted in green. These cars weigh 29 t. They are no longer in use today. A train has been received from a transport company in Stenungsund .

The C13 series was delivered with 94 units from 1982 to 1984. It has only 45 instead of 48 seats. Three of them were temporarily painted blue, later they were painted back in green. Between 2000 and 2001 a train was advertised for Gevalia (red with white letters). Half of the trains were equipped with modified driver's cabs from 1995 to 1997 and have the model designation C13H. SL has received some copies for internal purposes that are no longer in regular use.

From 1985 to 1989 the 126 pieces of the C14 series were delivered, which again offered 48 seats per unit and had an output of 440 kW. Until 1991 they were partly painted green, since then blue. Two trains were converted for tests of the new C20 generation. There is a modified version of the C14H in the driver's cab. This series is still in use, but today only during rush hour.

Another variant is the type C14z, four of which were manufactured in 1987 and 1988. It weighs only 25 tons. This series is no longer in use.

Only 14 of the type C15 were delivered in 1985. It also weighs only 25 t and was painted green. It is no longer in use today.

It should be noted that types C10 and C11 were deliberately left out. These are Saltsjöbanan's wagons .

Fifth generation

The latest C20 series from the Tunnelbana

Class C20 in daylight in the Ropsten terminus

Due to the relatively outdated trains, Stockholms Lokaltrafik commissioned Adtranz , now part of Bombardier Transportation , to produce a new generation of trains . The first unit was delivered in 1997 and is 46.5 m long, 2.9 m wide and 3.8 m high. The last unit came in 2004. All C20 vehicles are serviced by Tågia. A complete train weighs a total of 67 t and can reach top speeds of up to 90 km / h. There are 126 seats and 288 standing places in each unit. This means that a complete train has a capacity of 1000 to 1200 passengers in normal traffic. The first three trains are models of a pilot series.

All 270 units have been given different names, which are written on the powered end car. While the first train (apart from the prototype) was named "Birger Jarl", the founder of Stockholm, in 2018 the car was named "Olof" after Olof Palme , in 2057 "Pippi" after the Swedish fictional character Pippi Longstocking and the car in 2063 "Madeleine “After the princess of the same name .

In addition to the 270 type C20 trains, there is also a single type C20F train that bears the number 2000. This is a test model using composite materials, which saves a total of 2.6 t in weight. Visually, this train differs from the outside only through the smooth side walls under the windows. The interior is different in some details such as the handles for standing passengers. Until May 2012, this train was called “Incognito”. On the occasion of Princess Estelle's christening on May 22, 2012, the 2012 car, whose original name was "Elvira", was renamed "Estelle". At the same time, the name Incognito on the car was replaced by Elvira in 2000.

This means that trains from the C6 to C20 series are in operation today. The old wagons are called Cx. Since 2007, only C20s have been allowed to drive on the green line. In 2001 a new electronic signaling system was installed, which enables higher train throughputs. In 2007 the system was completely designed for the better braking C20, which means that more dense trains can be driven. The old wagons (under the designation Cx) can only be used on wagon transports. The old cars therefore only run regularly during peak hours on the red and blue lines.

Sixth generation

In June 2013, SL placed an order with Bombardier worth SKr 5.7 billion for the delivery of 96 four-car trains based on the manufacturer's Movia product platform. The contract includes an option for 80 more trains. The delivery of the C30 will enable SL to park its obsolete C6 and C14 metro trains.

Trial operation with passengers is scheduled to begin in autumn 2019. At this point, six four-part C30s will be available to form three eight-seat trains. The last train is due to be delivered to Stockholm in June 2022.

MTR Stockholm

MTR Stockholm is a subsidiary of MTR Europe in London and has around 2,800 employees. The company has been responsible for the operation, planning and maintenance of the Stockholm subway since November 2, 2009 and works on behalf of SL, Stockholm Transport .

art

Station T-Centralen

In 1957, after a competition, T-Centralen was the first station to be artistically designed. In the meantime, works of art by 150 artists are available at over 90 of the 100 stations. Since Storstockholms Lokaltrafik wants to enable artists to exhibit in public spaces, but no new stations are planned, the art is changed to seven stations one to four times a year.

literature

Robert Schwandl: Subways in Scandinavia - Stockholm, Oslo, Helsinki, København. Robert Schwandl Verlag, Berlin 2004, ISBN 3-936573-04-2 .

Web links

Commons : Tunnelbana - album with pictures, videos and audio files

Operator website (Swedish, English)
Nordiska spårvagnstyper, Tunnelbanan Stockholm. In: sparvagssallskapet.se. Retrieved May 16, 2019 (Swedish).
Tunnelbana at urbanrail.net (English)
Photos of the Stockholm tunnel stations
Pictures of the Stockholm subway (German, English) on public-transport.net

Individual evidence

↑ Årsberättelse 2013. Storstockholms Lokaltrafik, accessed on September 24, 2017 (Swedish).
↑ ^a ^b ^c ^d Om konsten. In: konst.sl.se. Retrieved May 16, 2019 (Swedish).
↑ ^a ^b Det här är SL. In: sl.se. Retrieved May 16, 2019 (Swedish).
↑ ^a ^b ^c Tunnelbanan är stadens pulsåder. January 19, 2013, accessed May 16, 2019 (Swedish).
↑ Stockholm's Tunnelbana. Archived from the original on November 9, 2013 ; Retrieved June 3, 2016 (Swedish).
↑ Konstorientera i Stockholms tunnelbana. Klara, färdiga ... upptäck Blå linjen! (PDF) In: sl.se. Retrieved May 16, 2019 (Swedish).
↑ Linjenätskarta Tunnelbana. Storstockholms Lokaltrafik (SL), accessed on August 15, 2019 (Swedish).
↑ http://www.mynewsdesk.com/se/pressroom/mtr/pressrelease/view/vaelkommen-till-dopet-av-estelle-763251
↑ IRJ, June 12, 2019: New Stockholm metro trains set for autumn launch
^ MTR Stockholm. In: mtrstockholm.se. Retrieved May 16, 2019 (Swedish).
↑ Tunnelbanan. In: mtrnordic.se. Retrieved May 16, 2019 (Swedish).

[1] Årsberättelse 2013. Storstockholms Lokaltrafik, accessed on September 24, 2017 (Swedish).

[sl_konst-2] Om konsten. In: konst.sl.se. Retrieved May 16, 2019 (Swedish).

[sl_24_maj-3] Det här är SL. In: sl.se. Retrieved May 16, 2019 (Swedish).

[sl_pulsåder-4] Tunnelbanan är stadens pulsåder. January 19, 2013, accessed May 16, 2019 (Swedish).

[passagen_tunnelbana-5] Stockholm's Tunnelbana. Archived from the original on November 9, 2013 ; Retrieved June 3, 2016 (Swedish).

[6] Konstorientera i Stockholms tunnelbana. Klara, färdiga ... upptäck Blå linjen! (PDF) In: sl.se. Retrieved May 16, 2019 (Swedish).

[7] Linjenätskarta Tunnelbana. Storstockholms Lokaltrafik (SL), accessed on August 15, 2019 (Swedish).

[8] ttp://www.mynewsdesk.com/se/pressroom/mtr/pressrelease/view/vaelkommen-till-dopet-av-estelle-763251

[9] IRJ, June 12, 2019: New Stockholm metro trains set for autumn launch

[10] MTR Stockholm. In: mtrstockholm.se. Retrieved May 16, 2019 (Swedish).

[11] Tunnelbanan. In: mtrnordic.se. Retrieved May 16, 2019 (Swedish).


organization	Storstockholms Lokaltrafik
Subway	Tunnelbanan ( Blå linjen 10 11 • Röda linjen 13 14 • Gröna linjen 17 18 19 )
Local and suburban trains	Saltsjöbanan 25 26 • Roslagsbanan 27 28 29 • Pendeltåg 40 - 48
Trams	Stockholm tram ( Spårväg City 7 • Nockebybanan 12 • Lidingöbanan 21 • Tvärbanan 22 )