The most important railway projects are already included in the CEF regulation Annex I.3 Other sections on the Core Network. They are included in the named stretches Luleå-Kiruna-NO border, Luleå- Oulu (Finland), Sundsvall-Luleå and Stockholm-Gävle-Sundsvall.
As mentioned Malmbanan is the railway in Sweden with the heaviest transports due to the transports of iron or from Kiruna and Gällivare to the ports of Narvik and Luleå. In addition, there are regular Norwegian cargo trains. About one third of the meeting stations does not fulfil the TEN-T standard of 740 metres. A number of these will be rebuilt and extended for allowing longer trains and more efficient traffic in the planning period 2018-2029. The cost of extending all of the meeting stations is estimated to 100 M €. In addition, investments will be made in increasing the bearing strength of the railway, and in partial double track at selected sections. Today, half of the line allows for 32.5 tonnes axel load meaning that these trains are the among the heaviest in Europe. In the long run double track is needed for the whole stretch of the line. ERTMS will be implemented at Malmbanan starting in 2018 to an estimated cost of270 M€, An agreement has been made with Norway on implementation of ERTMS at the section between Riksgränsen and the port of Narvik, which should be finalized in 2023. The planning of the investments in Malmbanan is co-funded by the CEF programme (Action 2014‐SE‐TM‐0059‐S).
Haparanda Line and cross-border section Haparanda/Torneå
The Haparanda Line was reopened in 2013 and half of the line is new with very high standard. Works have started with new stations for starting commuter trains in 2019. The utilisation of the line for freight transports is currently very low due to constraints in the cross-border terminal in Haparanda, few ERTMS adapted cargo engines, and the fact that a railway section of 20 km at the Finnish side is not electrified. Investments is needed both at the Finnish and Swedish side of the border and in more efficient reloading facilities in the terminal, and modern equipment for changing axle width or change of train bogies. Several studies have been made for the investments, which is planned to be made with the support of the CEF programme. As this is the only railway connection between Finland and Sweden and the rest of EU, it is of special importance. It has also potential to be an essential link for railway transports from northern Norway and Sweden towards Russia and China.
North Bothnia Line
Start of construction of the first part of the North Bothnia Line, north of Umeå, is planned to late 2018. The railway planning between Umeå and Skellefteå is ongoing with support from the CEF programme (Action 2014‐SE‐TM‐0497‐S). The building of this 120 km section is planned to be completed before 2029, and the remaining section between Skellefteå and Luleå after 2029. The actual need of the whole 270 km North Bothnia Line is in practice more urgent for the industry since heavy cargo transports now is dependent on an old worn down inland railway. The cost of the complete North Bothnia Line is estimated to 3 Billion €.
Read more on the project website: Norrbotniabanan.se
The New East Coast Line
It is well acknowledged that the East Coast Line is the railway in Sweden with most congestion due to frequent traffic with a mix of freight trains, commuter trains and long-distance passenger trains. The short-term solution is to build more and extended meeting stations on the current single track. The cost of the new East Coast Line is estimated to be in the interval of 2.5-4 Billion €, depending on the design and localisation of the new double track. As a short- term solution for some of the congestion problems, investments will be made in extended meeting stations south of Sundsvall and in Gävle. The current investments have been planned with the support of the TEN-T programme (Actions 2011‐SE‐93035‐S, 2011‐SE‐93045‐P and 2013‐SE‐91030‐S).
Read more on the project website: nyaostkustbanan.se