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  • 1.
    Adolphson, Marcus
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Urban Planning and Environment, Urban and Regional Studies.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Impact on urban form by the localization of railway stations: Evidence from Sweden2019In: Cities, ISSN 0264-2751, E-ISSN 1873-6084, Vol. 95, article id 102362Article in journal (Refereed)
    Abstract [en]

    Since the 1990s a number of new railway stations have been established in Sweden on new or rerouted lines, while other stations have been reconstructed at their original locations. Some stations were located in urban surroundings, others in semi-urban or peripheral locations depending on the trade of between regional speed, and local urban circumstances. The urban form consequences depending on station localisation of these transport infrastructure investments are nonetheless unknown. In order to provide a basis for future planning, this research aims to provide knowledge on urban form consequences of relocating railway stations. 13 stations were selected in a case study. Changes in urban densities from 1993 to 2013 were analysed by a combination of kernel techniques and estimation of monocentric density models. Stations within an urban and semi-urban environments show strong agglomeration tendencies. Within peripheral environments, the urban development was unclear or even negative. In an urban environment, the location of the station still attracted more urban resources compared to the location of the urban density centre. These findings should be understood in the light of a market-oriented socio-economic context since 1990th influencing the planning system and the development of urban form.

  • 2.
    Andersson, Evert
    et al.
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Berg, Mats
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Nelldal, Bo-Lennart
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    TOSCA. Rail freight transport: Techno-economic analysis of energy and greenhouse gas reductions2011Report (Other academic)
    Abstract [en]

    In Stage 1 of the EU/FP7-funded project TOSCA (Technology Opportunities and Strategies toward Climate-friendly trAnsport) the techno-economical feasibility of different technolo-gies and means to reduce greenhouse gas (GHG) emissions is being analysed for different modes of transport. This is made over the long-term perspective until 2050, with 2009 as the reference year. This is the report on the rail freight transport market, applicable to the European Union (EU-27).The analysis presented in this report estimates that a number of efficient technologies and means are available, individually and in combination, to significantly reduce energy use and the resulting GHG emissions on the rail freight market until 2050. The analysis has considered the following technologies and means:

    – heavy freight trains (high payload capacity per metre of train as well as longer trains)

    – eco-driving, including traffic flow management

    – energy recovery

    – high-efficiency machinery in locomotives and electric supply

    – low air drag

    – incremental improvements, in particular reduced tare mass of wagons.

    Despite anticipated higher train speeds in most future train operations the above-mentioned technologies and means have, according to the analysis, the potential to reduce the average energy use per net-tonne-km (tkm) of payload by 40–50 % until 2050. As a consequence also the direct and indirect GHG emissions will be reduced. Energy use and GHG emissions are measured per net-tonne-km, assuming representative load factors in different operations.

  • 3.
    Andersson, Evert
    et al.
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Berg, Mats
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Nelldal, Bo-Lennart
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    TOSCA. Rail passenger transport: Techno-economic analysis of energy and greenhouse gas reductions2011Report (Other academic)
    Abstract [en]

    In Stage 1 of the EU/FP7-funded project TOSCA (Technology Opportunities and Strategies toward Climate-friendly trAnsport) the techno-economical feasibility of different technologies and means to reduce greenhouse gas (GHG) emissions is being analysed for the different modes of transport. This is made in the long-term perspective until 2050, with 2009 as the reference year. This is the report on rail passenger transport, applicable to the European Union (EU-27).The present report has been subject to review among railway experts, representing train suppliers, railway operators as well as academia. They have also responded to a questionnaire. Further, a workshop was held, where the report with assumptions and results was discussed.In the analysis presented in this report it is estimated that a number of efficient improvements that, individually and in combination, are available in order to significantly reduce energy use and the resulting GHG emissions on the rail passenger market until 2050. The analysis has considered different technologies and means:

    – low air drag

    – low train mass

    – energy recovery

    – eco-driving, including traffic flow management

    – space efficiency in trains (increasing payload per metre of train)

    – incremental improvements of energy efficiency, in particular reduced losses.

    Despite anticipated higher average train speeds in the future these combined approaches will, according to the analysis, have the potential to reduce the average specific energy use per passenger-km (pkm) in the order of 45–50 % in the very long term until 2050. As a consequ-ence also the direct and indirect GHG emissions will be reduced. The highest reductions are possible in city and regional rail operations. Reductions are more limited in high-speed opera-tions, because of the advanced technologies already applied. However, high-speed rail has today a comparatively low energy use per passenger-km, partly due to its high average load factor. To be consistent with other work packages of TOSCA, energy use and GHG emissions are measured per passenger-km, assuming representative load factors in different operations.

  • 4.
    Andersson, Evert
    et al.
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Stichel, Sebastian
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles.
    Bustad, Tohmmy
    Trafikverket.
    Henrik, Tengstrand
    Bombardier Transportation.
    Green Train: concept and technology overview2014In: International Journal of Rail Transportation, ISSN 2324-8386, Vol. 2, no 1, p. 2-16Article in journal (Refereed)
    Abstract [en]

    Green Train (in Swedish, Gröna Tåget) is a research, development and demonstrationprogramme with the overall objective to define an economical, flexible and environmentallyfriendly train concept. The objective is also to develop technology for futurehigh-speed trains for the northern European market, particularly for Scandinavia. Mostof the technology developed is also applicable to other world markets, as well as toslower trains. The programme has covered many important areas, including economy,capacity and market aspects, conceptual design, traveller attractiveness and interiors,travel time, energy efficiency and noise, winter performance, track friendliness and carbody tilt, aerodynamics, electric propulsion and current collection. The programme hasconducted fundamental analysis and research on the different issues as well as designand testing of new technologies. A number of crucial technologies have undergoneperformance and type testing both in lab and on a test train. Experience feedback wasachieved in commercial train service during the period 2006−2013 including harshwinters. This paper summarises a great deal of research and development that has beenperformed in the Green Train programme.

  • 5.
    Djordjevic, Boban
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Krmac, Evelin
    Faculty of Maritime Studies and Transport, University of Ljubljana, Pot pomorščakov 4, 6320, Portorož, Slovenia.
    Determinants of autonomous train operation adoption in rail freight: knowledge-based assessment with Delphi-ANP approach2023In: Soft Computing - A Fusion of Foundations, Methodologies and Applications, ISSN 1432-7643, E-ISSN 1433-7479, Vol. 27, no 11, p. 7051-7069Article in journal (Refereed)
    Abstract [en]

    Railways are the backbone of complex and multimodal transport systems in Europe. To secure a larger share of the transport market and attract existing and future freight customers, further improvement in services is required. To achieve this goal, the use of new technologies in the era of railway automation and digitalization is required. Automatic train operation (ATO) in rail transport is considered a promising solution for providing cost-effective rail products. In this study, we define ATO as autonomous train operation and the feasibility of ATO deployment in rail freight is investigated. For this purpose, a knowledge-based approach is introduced to identify opportunities, problems, and the most appropriate grade of automation in rail freight. In a multi-stage process, Delphi questionnaires were combined with the analytic network process (ANP) method to investigate, define, and weight the determinants for ATO deployment. The final phase of the survey estimated the potential costs and drivers for different grades of automation. The results show that, in addition to the positive impacts of ATO, there are numerous challenges and risks that need to be analysed before ATO is implemented. In addition, the Delphi-ANP approach was used to identify the key determinants for decision-making prior to ATO implementation and the most viable alternative based on them. Investment cost, level of safety, energy saving, and reliability of management system are the most important determinants for the decision to implement ATO. The results of this study can effectively support rail infrastructure managers and operators in strategic planning and decision-making for ATO implementation in rail freight.

  • 6.
    Djordjevic, Boban
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Krmac, Evelin
    Faculty of Maritime Studies and Transport, University of Ljubljana, Pot pomorščakov 4, SI-6320 Portorož, Slovenia, Pot pomorščakov 4.
    Lin, Chen Yu
    Department of Transportation and Logistics Management, National Yang Ming Chiao Tung University, No.1001, Daxue Rd., East Dist., Hsinchu City 30010, Taiwan, No.1001, Daxue Rd., East Dist..
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Kordnejad, Behzad
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    An optimisation-based digital twin for automated operation of rail level crossings2024In: Expert systems with applications, ISSN 0957-4174, E-ISSN 1873-6793, Vol. 239, article id 122422Article in journal (Refereed)
    Abstract [en]

    Railway level crossings (LCs), as the intersection of road and rail transport, are the weak points in terms of safety, as they are used by different modes of transport. The safety level at LCs can therefore be affected by the behaviour of the users. However, the level of safety can also be affected by failures and errors in the operation of LC equipment. Apart from safety, errors and failures of the LC devices can lead to longer waiting times for road users. As the volume of traffic on rail and road increases, so does the risk that the level of safety will decrease. The increase in traffic volume via LC leads to higher traffic volume on the road and more frequent trains on the rail, which leads to longer waiting times for road users on the LCs. The longer waiting times can disrupt the traffic flow, especially during peak hours when the growing volume of traffic on road and rail increases road user dissatisfaction. Moreover, in the era of Industry 4.0 and Digital Rail, new digital and automated technologies are being introduced to improve rail performance and competitiveness. These technologies are aligned with the LCs and are intended to ensure the efficient operation of LC and the efficient use of LCs by conventional trains as well. To achieve this, a concept is needed that simultaneously monitors and visualises the operation of LC in real time, identifies potential faults and failures of the LC equipment, and updates and monitors the proper operation of LC based on the historical data and information of the operation of LC according to the road traffic volume and the characteristics of the rail traffic and trains. Therefore, in this study, a digital twin system (DT) for rail LC was initiated and built as a concept that can meet the above requirements for proper LC operation in real time. DT of LC includes all components of LC and communication between them to synchronise the operation of LC according to the real-time requirements. The DT system is able to optimise the operation time of LC by monitoring the operation of LC and collecting data to ensure efficient use of LC and reduce unnecessary waiting time for road users. In this paper, the operation time of LCs on Swedish and Taiwanese railways was compared using the developed level crossing optimisation model (OLC). Since the introduction of new signalling concepts requires an improvement of LC operating characteristics and their design, the operating strategies were modelled using the OLC model. The results of the work show that the optimal values of LC operation time are different for the case studies investigated. The replacement of track circuits as detection devices and the introduction of balises can also positively influence the operation time, as well as increasing the speed of trains via LCs. However, due to the formulation of the OLC model, the impact of a longer train length on the operation of LC is not recognised. The OLC model can be used to estimate the real-time operation time of LC under different traffic conditions as well as the impact of different changes and extensions of LC.

  • 7.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Anläggningskostnader för järnvägar i Sverige 1989-20092009Report (Other academic)
  • 8.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Design speed for new high-speed lines2014In: Journal of Rail Transport Planning and Management, ISSN 2210-9706, Vol. 4, no 3, p. 59-69Article in journal (Refereed)
    Abstract [en]

    There are examples where the design speed of new high-speed lines has been based more on performance of present technology than on optimisation of the cost-benefit outcome considering future needs. A model for optimising the design speed, or intended dimensional speed, for new high-speed lines to attain more cost-efficient planning is presented in this paper. This model, HSLdim, includes a travel demand sub-model where the dependent variable is commercial speed, and design speed dependent infrastructure cost and train operating cost sub-models, adapted for fast optimisation. Some aspects of a proposed high-speed network in Sweden have been analysed. The average speed should be as high as possible to maximise benefits. The optimal design speed for the Swedish case was found to be 325-350. km/h depending on the share of ballastless track, which has a significant influence on the construction costs. This is in line with international experience but somewhat higher than the planned design speed of 320. km/h. To summarise, the paper gives an example that analysis could increase the socio-economic output by optimising the design speed in a CBA to take future needs into consideration in new high-speed rail projects.

  • 9.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    En systemsyn på kapacitet: Hur kan man använda bankapaciteten på ett marknadsmässigt sätt?2012Conference paper (Other academic)
  • 10.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Framtidsblick på järnvägens kapacitet2023Conference proceedings (editor) (Other (popular science, discussion, etc.))
    Abstract [sv]

    Attraktiv tågtrafik för framtiden

    Regionala tågtrafiksystem 1990-2020

    Resande och tågtrafik

    Vilken resandeutveckling kan vi förvänta oss?

    Spårtrafik ger tillgänglighet: 1 timmes tågrestid från Stockholm C

    Potentiell tillgänglighet till arbetsplatser: Från Eskilstuna med kollektivtrafik

    Hur får man bilister att ta tåget istället?

    Kapacitet vid blandad resp. separerad trafik: Antal tåg i en riktning (vid dubbelspår)

    Var behövs kapacitet?

    Järnvägsprojekt = tillgänglighet

    Digitalisering – för ökad kapacitet

    Snabba godståg – minskade hastighetsskillnader

    Mer gods på järnväg

    Mer kapacitet betyder:

    •Punktligheten ökar, färre förseningar

    •Bättre marknadsanpassning av tidtabellen, fler tåg 

    •Korta res- och transporttider, inga onödiga tillägg

    •Lägre trafikeringskostnader, högre intäkter

    •Mer attraktiv tågtrafik – ger ökat resande och ökade godstransporter

    •Nöjda resenärer och godskunder 

    Download (pdf)
    Presentation
  • 11.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Godstrafik på järnväg - åtgärder för ökad kapacitet på lång sikt2013Report (Other (popular science, discussion, etc.))
    Abstract [sv]

    De viktigaste slutsatserna av analysen

    • Persontrafiken på järnväg bedöms öka så mycket till 2030 och 2050 att godstrafiken i framtiden får färre tåglägen, särskilt dagtid
    • De största investeringarna ligger i att med infrastrukturåtgärder minska dagens och framtida tillkommande kapacitetsproblem
    • Standardfaktorer, som högre axellaster och större bärighet (meterlast), större lastprofil och längre och tyngre godståg är väsentliga för att öka effektiviteten och minska energiförbrukning och transportkostnaderna
    • För att klara ytterligare godstrafik utöver basprognosen (+50 % respektive +100 %) krävs tillkommande investeringar som bedöms till 46-54 miljarder kr under perioden 2015-2050
    • De tillkommande investeringarna (för +50 % respektive +100 % ökad godstrafik) omfattar främst förlängda mötes- och förbigångsspår och bangårdar för 1000 m respektive 2x1000 m tåglängd samt vissa dubbelspårsetapper
    • Bedömningarna visar att de extra långa godstågen (2x1000 m) ger mest kapacitet per investerad krona och att det vid fullständig utbyggnad skulle finnas kapacitet för mer än 100 % ökning av transportkapaciteten
    • Dagens svenska standard med upp till 750 m tåglängd är sannolikt kortare än optimal godstågslängd och skulle behöva omprövas till förmån för längre godståg.
    Download full text (pdf)
    fulltext
  • 12.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Green train. Basis for a Scandinavian high-speed train concept. Final report, part A2012Report (Other academic)
    Abstract [en]

    The Green Train (in Swedish ‖Gröna Tåget‖) is a high-speed train concept, that is economical, environmentally friendly and attractive to travellers. It is suited to specific Nordic conditions with a harsh winter climate, often varying demand and mixed passenger and freight operations on non-perfect track. The main proposal is a train for speeds up to 250 km/h equipped with carbody tilt for short travelling times on electrified mainlines. The concept is intended to be a flexible platform for long-distance and fast regional passenger trains, interoperable in Scandinavia, i.e. Denmark, Norway and Sweden.

    The Gröna Tåget programme delivers a collection of ideas, proposals and technical solutions for rail operators, infrastructure managers and industry. This is part A of the final report, dealing with market, economy and service aspects, with an emphasis on the areas where research has been done within the Gröna Tåget research and development programme.

    Passenger valuations and economy in train traffic exposed to competition are controlling factors in the design of the train concept. One important measure to achieve better economy in the train traffic with 15% lower total costs and the possibility to reduce fares is to use wide-bodied trains that can accommodate more seats with good comfort. Travel on some studied routes in Sweden may increase by 30% compared to today’sexpress trains through shorter travelling times, lower fares and more direct connections, which are possible with shorter, flexible trainsets.

    Gröna Tåget will be designed to give good punctuality even during peak load periods. Doors, interior design, luggage handling and vestibules with lifts for disabled travellers must be dimensioned for full trains. A well-considered design reduces dwell times and delays.

    Capacity utilisation on the lines increases with greater speed differences between express trains and slower trains in mixed traffic. Punctual stops and skip-stop operation for regional trains are a few of the measures that compensate for the increase in capacity utilisation and reduce disruptions.

    Download full text (pdf)
    fulltext
  • 13.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Gröna tåget: Ett attraktivt snabbtågskoncept2011Conference paper (Other academic)
  • 14.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Gröna Tåget för mer attraktiv tågtrafik2012Conference paper (Other academic)
  • 15.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Gröna Tåget [groe:na 'tɔ:gɛt]: to make train travel more attractive2012Conference paper (Other academic)
  • 16.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Gröna Tåget: Resande, ekonomi och tågkoncept2012Conference paper (Other academic)
  • 17.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Gröna tåget: Resande och trafik2011Conference paper (Other academic)
  • 18.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Gröna Tåget: Successiv utveckling Oslo–Stockholm med nytt snabbtågskoncept2012Conference paper (Refereed)
  • 19.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Hur kan man öka regionalt tågresande?: Tre svenska exempel på framgångsrika utbudsfaktorer2012Conference paper (Refereed)
  • 20.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Höghastighetsbanor: Potential för Sverige2012Conference paper (Other academic)
  • 21.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Höghastighetsbanor: Snabba tåg och separerad trafik i Sverige2012Conference paper (Refereed)
  • 22.
    Fröidh, Oskar
    KTH, Superseded Departments (pre-2005), Infrastructure.
    Introduction of regional high speed trains: A study of the effects of the Svealand line on the travel market, travel behaviour and accessibility2003Doctoral thesis, monograph (Other scientific)
    Abstract [en]

    The Svealand line opened in 1997 and the services areoperated with regional high speed trains. While the Svealandline was being built, the slow trains that had been inoperation on the old railway between Eskilstuna and Stockholm(a distance of 115 km) were replaced by buses with a highfrequency of service.

    In a case study of the effects of regional high speed trainservices, field surveys were made of residents and publictransport passengers along the line, and in a reference centreof population, before and after the Svealand line opened.Changes in knowledge, valuations and travel behaviour have beenanalysed, as have changes in accessibility. The supply and thedemand for regional journeys by car, bus and train have alsobeen examined.

    The results show that the Svealand line has meant anincrease of up to seven times in regional travel by railcompared to the old railway between Eskilstuna and Stockholm,and the market share has risen from 6% to 30%. Those who travelmost are people who have access to a car at times. Habitualmotorists, on the other hand, account for the largest increasein travel by public transport. In areas close to the railwaystations in Strängnäs and Eskilstuna new patterns ofcar ownership, travel behaviour, choice of transport mode andchoice of destination have been found since the regional highspeed trains began operating on the Svealand line. Commuting towork has also shown a marked increase. Travelling times arevalued highly and especially motorists value the high speedtrain mode of transport highly. Poorer train services and busservices are not attractive to motorists other than as areserve alternative to their own cars.

    A general conclusion is that the regional high speed trainservices have had a major impact on the travel market, travelbehaviour and accessibility. The improved accessibility toStockholm in particular is especially noticeable amongresidents close to the railway stations.

    Keywords:The Svealand line, high speed trains, regionaltravel, travel behaviour, choice of transport mode,accessibility

    Download full text (pdf)
    FULLTEXT01
  • 23.
    Fröidh, Oskar
    KTH, Superseded Departments (pre-2005), Infrastructure.
    Introduktion av regionala snabbtåg: En studie av Svealandsbanans påverkan på resemarknaden, resbeteende och tillgänglighet2003Report (Other academic)
    Abstract [sv]

    Svealandsbanan öppnades för trafik 1997 och trafikeras av regionala snabbtåg. Medan Svealandsbanan byggdes ersattes de långsamma tågen som rullade på den gamla järnvägen mellan Eskilstuna och Stockholm (115 km) av buss­trafik med hög turtäthet.

    I en fallstudie om effekterna av regional snabbtågstrafik har intervjuundersökningar av boende och kollektivresenärer längs banan, och i en referensort, genomförts före och efter Svealandsbanans trafikstart. Förändringar i kunskap, värderingar och resbeteende har analyserats, liksom förändringar i tillgänglighet. Även utbudet och efterfrågan på regionala resor med bil, buss och tåg har undersökts.

    Resultaten visar att Svealandsbanan har medfört upp till sju gånger ökat regionalt tågresande jämfört med den gamla järnvägen mellan Eskilstuna och Stockholm, och marknadsandelen har ökat från 6% till 30%. De som reser mest är människor med tillgång till bil ibland. Vanebilister har däremot ökat sitt kollektivresande mest. I områdena nära järnvägsstationerna i Strängnäs och Eskilstuna har konstaterats förändrat bilinnehav, resbeteende, färdmedelsval och målpunktsval sedan de regionala snabbtågen började trafikera Svealandsbanan. Arbetspendlingen har också ökat kraftigt. Värderingarna av restiden är höga, och särskilt bilister värderar också färdmedlet snabbtåg högt. Sämre tågtrafik och busstrafik attraherar inte bilister annat än som reserv till den egna bilen.

    En sammanfattande slutsats är att den regionala snabbtågstrafiken har gett stora effekter på resemarknaden, resbeteende och tillgänglighet. Den förbättrade tillgängligheten till framför allt Stockholm märks särskilt för boende i närheten av järnvägsstationerna.

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  • 24.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Järnvägens utvecklingspotential och konsekvenser för berörda kommuner2016Conference paper (Other (popular science, discussion, etc.))
    Abstract [sv]

    Utvecklingslinjer i godstrafiken:

    • Avreglering och borttagande av organisatoriska hinder inom Europa• Effektivisering av basindustrins transporter och utveckling av nya produkter för högvärdigt gods• Utveckling av kombinerade transporter järnväg – lastbil och järnväg – sjöfart• Anpassning av priserna på transporter till verklig kostnad för miljö, olyckor och trängsel (internalisering av externa effekter)

    Punktlighet och kapacitet för godstrafik på järnväg viktigt

    Utveckla morgondagens persontrafik:

    Utbudsfaktorer (annonseras i tidtabellen)

    •Kortare restider•Flera direktförbindelser•Högre turtäthet•Lägre biljettpriser

    Kvalitetsfaktorer (viktiga ospecificerade förutsättningar)

    •Punktlighet och regularitet•Trygghet och säkerhet•Renhållning, städning•Service och användarvänlighet (enkelhet)

    Kan förarlös tågdrift bidra till mer attraktiv tågtrafik?

  • 25.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Kapacitet i nätverk – möjligheter med NEMO2016Conference paper (Other academic)
    Abstract [sv]

    Etapp 1, implementering

    Utveckla metod för att analysera bankapacitet i nätverk som strategiskt planeringsverktyg

    •Förbättrad transportkvalitet•Kostnadseffektiva produktionsupplägg i godstrafiken

    → Möjliggör ökning av godstransporterna på järnväg

    Möjliga analyser:

    •Optimering vid omstrukturering av vagnslasttrafiken •Bättre kapacitetsutnyttjande i järnvägsnätet som helhet •Effekter av differentierade och styrande banavgifter (kapacitetsdelen) •Järnvägsnätets standard (tillåten tåglängd, axellast och lastprofil) •Sårbarhetsaspekter (trafikavbrott) •Miljöeffekt av varje alternativ beträffande emissioner för tågtrafiken •Underlag för strategiska infrastrukturinvesteringar.

  • 26.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Market effects of regional high-speed trains on the Svealand line2005In: Journal of Transport Geography, ISSN 0966-6923, E-ISSN 1873-1236, Vol. 13, no 4, p. 352-361Article in journal (Refereed)
    Abstract [en]

    When the Svealand line in Sweden opened in 1997, it replaced an older railway line between Eskilstuna and Stockholm (a distance of 115 km). Service on the Svealand line is operated with regional high-speed trains. In a case study of the effects of regional high-speed train services, changes in knowledge, valuations and travel behaviour have been analysed. The Svealand line has sparked an increase in regional rail travel of up to seven times compared to the old railway between Eskilstuna and Stockholm. Additionally, the market share has risen from 6% to 30%. Travelling times are valued highly and motorists, particularly, place great value on the high-speed train mode of transport.

    A general conclusion is that regional high-speed train services have had a major impact on the travel market and on travel behaviour. The improved accessibility to Stockholm, in particular, is especially noticeable among residents living close to the railway stations.

  • 27.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Miljövänlig tågtrafik som alternativ till bilen främjar regional utveckling2000In: Trafik, miljö och tillväxt. Går det ihop?, Naturvårdsverket, Stockholm , 2000Chapter in book (Refereed)
  • 28.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Modeling optimal design speed for new high-speed lines2012Conference paper (Refereed)
  • 29.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Modelling operational costs of a future high-speed train2006In: Conference proceedings to CIT 2006 conference, 2006Conference paper (Refereed)
    Abstract [en]

    In the Swedish Green Train research project, a model for calculation of operational costs has been developed. The model is intended as a tool for making a new high-speed train concept efficient and economically feasible. Some results indicate that seating density, i.e. the number of seats per metre of train length, is one of the most important factors to achieve economic train operation. The load factor needs to be high. However, to select service and comfort levels and other supply factors, travel demand and passengers’ willingness to pay also need to be considered.

  • 30.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Nytt liv med järnvägen: Särtryck ur Järnvägen 150 år2006Report (Other academic)
  • 31.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Optimising design speed for new high-speed lines2013Conference paper (Refereed)
    Abstract [en]

    Planning of new high-speed lines requires careful consideration of future market possibilities. The trains' top speed has a strong correlation with travelling times and high speeds are desirable to attract time-sensitive passengers. There are examples where the design speed has been based more on performance...

  • 32.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Perifera stationer: resenärernas värderingar av stationslokaliseringen2017In: / [ed] VTI, 2017Conference paper (Other academic)
    Abstract [sv]

    Projektets syfte:

    •Att förstå och komplettera de kända effektsambanden av lokalisering av nya järnvägsstationer med kunskap som bidrar till mer långsiktigt hållbar samhällsutveckling.

    •Att finna stöd för åtgärder som bryggar över gapet mellan planeringen i praktiken och bästa kunskap (”genomförandeunderskottet”).

    •Att ge underlag för fortsatt planering av nya stationer för regionalt och interregionalt tågresande, särskilt med tanke på nya stambanor.

    Några preliminära slutsater:

    •Längre anslutningsresor till perifera än till urbana stationer (median 3 km längre, medel 4 km längre)

    •Färdmedelsval skiljer vid anslutningsresor till urbana jmf perifera stationer (speciellt till fots/med bil)

    •Trygghet viktigt för de flesta resenärer, enskilda stationer avviker men ingen skillnad mellan urbana och perifera

    •Hög värdering av god turtäthet i anslutande lokaltrafik och bemannade stationer (men relativt dyra åtgärder)

  • 33.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Perspectives for a future high-speed train in the Swedish domestic travel market2008In: Journal of Transport Geography, ISSN 0966-6923, E-ISSN 1873-1236, Vol. 16, no 4, p. 268-277Article in journal (Refereed)
    Abstract [en]

    Gröna tåget (the Green Train) is a research and development project with the aim to develop a high-speed tilting train concept for the Swedish and Nordic markets. Competition with other modes needs to be evaluated, especially as regards travelling times and fares, with special attention paid to domestic airlines.

    For new trains, gains in travelling times and lower operational costs can be expected. Model calculations of operational costs for domestic air stages and high-speed trains, respectively, show that high-speed trains have lower costs per available seat kilometer. Train operators can meet competition with fares from coaches and air carriers provided they introduce yield management. The primary competition is about travelling times. Gröna tåget would increase the train’s attractiveness and win over some travel from airlines.

  • 34.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Regional tågtrafik: kollektivtrafik som når längre2012Conference paper (Refereed)
  • 35.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Resande och trafik med Gröna tåget2010Report (Other academic)
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  • 36.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Svealandsbanan. En studie av efterfrågan före och efter etableringen av ett nytt tågsystem mellan Stockholm och Eskilstuna1999Report (Other academic)
  • 37.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Svealandsbanan: tågtrafik där den efterfrågas2012Conference paper (Refereed)
  • 38.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Svealandsbanan: Tågtrafik som bidrar till regional utveckling2003In: Vid vägs ände?, Järnvägsforum and Banverket, Stockholm , 2003Chapter in book (Refereed)
  • 39.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    The 'Gröna Tåget' project: An activity approach for information communication technologies2009In: Green and ITS: an overview of innovations for a sustainable transport system in Stockholm, Sundbyberg: Sweco , 2009Chapter in book (Refereed)
  • 40.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    The Svealand line. A study of travel demand before and after introduction of new services between Stockholm and Eskilstuna1999Report (Other academic)
  • 41.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Adolphson, Marcus
    KTH, School of Architecture and the Built Environment (ABE), Urban Planning and Environment.
    Jonsson, Daniel
    KTH, School of Architecture and the Built Environment (ABE), Urban Planning and Environment, System Analysis and Economics.
    Andersson, Josef
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport Planning, Economics and Engineering.
    Lokalisering av järnvägsstationer – effekter för samhällsplanering, resande och tillgänglighet2018Report (Other academic)
    Abstract [sv]

    14 ny- eller ombyggda stationer för i första hand fjärrtrafik och långväga regionaltrafik med sedan 1990 kraftigt förbättrat tågutbud har valts ut i studien: Från söder till norr Malmö Hyllie, Triangeln och Malmö C, Laholm, Flemingsberg, Södertälje syd, Läggesta, Strängnäs, Eskilstuna C, Bålsta, Uppsala C, Söderhamn, Umeå Ö och Umeå C. Analysen omfattar tre huvuddelar: Dels 1) en analys av avresande tågresenärers resvanor och värderingar, dels 2) en morfologisk studie över samhällsstrukturens förändringar 1993–2013 och kommunernas översiktsplaner, och för stationerna i Mälardalen dels 3) en modellanalys av förändringar i trafik och tillgänglighet vid alternativ lokalisering.

    Sammanfattningsvis tyder studien på att valet av lokalisering av nya stationer får effekter för samhället när det gäller samhällsstruktur, resenärernas nöjdhet, resvanor och färdmedelsval och tillgänglighet till arbetsplatser och service, vilket påverkar järnvägssystemets attraktivitet och därmed reseefterfrågan. Centralt eller urbant lokaliserade stationer framstår därmed som mer attraktiva och bättre ur systemsynpunkt än perifert lokaliserade stationer.

    Anledningen till att perifera stationer tillkommer är dock att man vill minska anläggningskostnaderna eller intrång i redan bebyggd miljö jämfört med en urban lokalisering. När detta blir aktuellt är det viktigt med bra anslutande kollektivtrafik och andra stödjande strategier för bland annat exploatering. Föreliggande studie tillför dock argument att värdera de positiva effekterna av en urbant lokaliserad station högre än idag.

    Vi har identifierat möjligheter att vidareutveckla metoderna för att utvärdera effekterna av stationslokalisering inom fler områden. Det går också införa analyserna i lokaliseringsutredningar för att förbättra beslutsunderlaget i framtida val av stationslokalisering.

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  • 42.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Andersson, Evert
    Gröna Tåget – för morgondagens resenärer2009Other (Other (popular science, discussion, etc.))
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  • 43.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Andersson, Evert
    Gröna Tåget. Trains for tomorrow's travellers2010Other (Other (popular science, discussion, etc.))
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  • 44.
    Fröidh, Oskar
    et al.
    KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group. KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Andersson, Josef
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Thulin, Maria
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Utbud och priser i persontrafik på järnväg 2022: Utveckling i Sverige 1990-20222022Report (Other academic)
    Abstract [sv]

    Syftet med föreliggande rapport är att följa upp utvecklingen av utbud och priser inom persontrafik på järnväg med ett urval sträckor i Sverige och till grannländerna som en del av Transportstyrelsens marknadsövervakning.

    För de flesta järnvägslinjerna med persontrafik har utbud och biljettpriser studerats för en relation mellan två orter. På några viktigare relationer har insamlingen utökats med även kommersiella flyg- och busslinjer som konkurrerar med tåg för att få en helhetsbild av resemarknaden. Data om utbudet har samlats in en helgfri onsdag i mars eller oktober, beroende på förutsättningarna respektive år. 2022 var den planerade resdagen, eller huvudmätdagen, onsdagen den 5 oktober och priserna motsvarar bokning en vecka innan avresa. Målet har varit att representera en typisk vardag utan störning av helger eller semesterperioder som kan påverka resandet.

    Persontrafiken på järnväg har trendmässigt ökat sedan 1990 och har mer än dubblerats på 30 år. Efterfrågan har växt i takt med utbudsförbättringar genom snabbare tåg, tätare turer och attraktiva priser. Coronapandemin 2020 innebar dock ett kraftigt avbräck i utvecklingen. Under 2022 har en återhämtning skett och fritidsresandet med tåg blev i ungefär samma storleksordning som det tidigare toppåret 2019, medan tjänsteresorna ligger lägre.

    Den uppåtgående trenden i biljettpriser 2022 kan förklaras av den ökade efterfrågan på framför allt fritidsresor som gör det möjligt för järnvägsföretagen att ta igen förlorade intäkter från coronapandemiåren 2020-2021. Den begränsade tillgången till billiga biljetter kan dock ha medfört att flera resenärer får betala mer för sina tågresor. Det ger en större effekt för resenärerna, särskilt vid senare bokningar, än prishöjningar inom respektive biljettpriskategori som ingår i undersökningen.

    Flygutbudet har inte återhämtat sig lika väl som tåget sedan coronapandemin, och ligger 2022 generellt på ungefär halva antalet avgångar jämfört med 2019. Däremot sker en priskonkurrens med tåg på de största reserelationerna Göteborg−Stockholm, Malmö−Stockholm och Umeå−Stockholm, med billiga flygbiljetter som beroende på avgång kan vara lägre än tillgängliga biljetter för tågresa. Inte heller bussutbudet har återhämtat sig och det är svårt för buss att konkurrera såväl i restid som i pris med lågprisbiljetter för tåg och flyg på de större relationerna.

    Sammanfattningsvis har 2022 präglats av sviter av coronapandemin, särskilt personalbrist, men även andra problem inom järnvägen som försenad tidtabellsplanering. Efterfrågan är relativt svag på tjänsteresor men stark på privatresor, i nivå med det tidigare toppåret 2019. Ett flertal biljettpriser har stigit men annars ligger utbudet nästan i nivå med det tidigare toppåret 2019.

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  • 45.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Andersson, Josef
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Thulin, Maria
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Utbud och priser i persontrafik på järnväg 2021: Utveckling i Sverige 1990-20212021Report (Other academic)
    Abstract [sv]

    Syftet med föreliggande rapport är att följa upp utvecklingen av utbud och priser inom persontrafik på järnväg med ett urval sträckor i Sverige och till grannländerna som en del av Transportstyrelsens marknadsövervakning.

    För de flesta järnvägslinjerna med persontrafik har utbud och biljettpriser studerats för en relation mellan två orter på respektive linje. På några viktigare relationer har insamlingen utökats med även kommersiella flyg- och busslinjer som konkurrerar med tåg för att få en helhetsbild av resemarknaden.

    Sammanfattningsvis har även 2021 präglats av coronapandemin men en stegvis återstart av det kommersiella utbudet före pandemin har skett, dock inte helt genomfört. Efterfrågan är fortfarande relativt svag på tjänsteresor men starkare på privatresor. Coronapandemin är inte över ännu och en gissning är att det får konsekvenser för utbudet av såväl kommersiell fjärrtrafik som regionaltrafik de närmaste åren för att hantera de mindre intäkterna beroende på smittspridningen.

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  • 46.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Andersson, Josef
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Thulin, Maria
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Utbud och priser i persontrafik på järnväg 2023: Utveckling i Sverige 1990-20232023Report (Other academic)
    Abstract [en]

    Supply and prices in  passenger traffic by rail in 2023. Development in Sweden 1990-2023

    The purpose of this report is to follow up the development of supply and prices in passenger transport by rail with a selection of routes in Sweden and to neighbouring countries as part of the Swedish Transport Agency's market surveillance.

    For the railway lines with passenger traffic, supply including ticket prices has been studied for a relationship between two locations. On some more important relationships, the collection has been expanded to also include commercial airline and bus lines that compete with trains to get an overall picture of the public transport offering. Data on the supply has been collected on a typical weekday, which has been a non-holiday Wednesday in March or October depending on the conditions and year respectively. In 2023, the planned day of travel, or the main measurement day, was Wednesday 25 October and the prices correspond to bookings made one week before departure.

    Passenger traffic on railways has trend-wise increased since 1990 and has more than doubled in 30 years. Demand has grown in step with supply improvements through faster trains, more frequent trips and attractive prices. However, the corona pandemic in 2020 meant a major interruption in development. In 2023, train traffic has fully recovered and leisure travel by train was roughly the same order of magnitude as the previous peak year of 2019, while business travel is still lower.

    Express train tickets have become more expensive in 2023 and price increases have taken place since 2021. This can be explained by the increased demand for mainly leisure travel. The limited access to cheap tickets has also meant that many travelers have to pay more for their train journeys. It produces a greater effect for travelers, especially in the case of later bookings, than price increases within the respective ticket price category included in the survey. On the other hand, ticket prices have fallen on the Gothenburg-Stockholm route during the same period, which indicates strong price competition between the train operators.

    The range of flights on the major train connections has not recovered since the corona pandemic, and in 2023 is generally at about half the number of departures compared to 2019. However, there is price competition with trains on the largest travel connections Gothenburg−Stockholm, Malmö−Stockholm and Umeå−Stockholm, with cheap plane tickets which, depending on the departure, can be cheaper than train travel. Nor has the bus (coach) range recovered and it is difficult for buses to compete both in travel time and price with low-cost tickets for trains and flights. However, there was some increase in the number of bus trips in 2023 and this may be an effect of the higher ticket prices for trains.

    In summary, 2023 has been marked by a new competitive situation between train, air and bus compared to 2019, with a greater proportion of long-distance train travelers than before. However, problems within the railway such as staff shortages and track works have limited supply and demand to some extent. Demand is relatively weak for business travel but strong for private travel. A number of ticket prices have risen, but otherwise the offer is on par with the previous peak year of 2019.

    (The report is in Swedish only; This summary is a machine translation for the record)

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  • 47.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport planning.
    Berg, Mats
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles.
    Framtida trafikeringskostnader och utveckling av persontågsparken: Slutrapport2019Report (Other academic)
    Abstract [sv]

    Syftet med projektet och rapporten är att beräkna och redovisa trafikeringskostnader med typtåg som underlag för ASEK 7.0 i Trafikverkets kommande nationella trafik- och infrastrukturplanering, och att göra en bedömning av vilka framtida tågtyper som kan rulla på spåren.

    Projektets resultat är främst val av typtåg och de trafikeringskostnader för typtågen som presenteras i rapporten.

    En äldre modell för att beräkna trafikeringskostnader i persontrafik har uppdaterats och vidareutvecklats vid KTH till Costmodel PT. Denna modell har använts att beräkna kostnader för framtida typtåg. I vissa fall saknas motsvarande tågtyp i Sverige idag och det har också varit svårt att få tillgång till aktuella data genom kommersiell sekretess. Trots det har den kalibrering som gjorts mot tillgängliga verkliga värden visat på en relativt god överensstämmelse.

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  • 48.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Berg, Mats
    KTH, School of Engineering Sciences (SCI), Engineering Mechanics, Vehicle Engineering and Solid Mechanics, Vehicle Dynamics.
    Trafikeringskostnader för höghastighetståg2021Report (Other academic)
    Abstract [sv]

    Syftet med projektet och rapporten är att analysera den teknisk-ekonomiska utvecklingen av höghastighetståg i världen. Höghastighetståg är tåg med en största tillåten hastighet på 250 km/h eller mer och de trafikerar i regel nya stambanor. Vidare har trafikeringskostnader för höghastighetståg i Sverige beräknats, som fördjupning av tidigare underlag (Fröidh och Berg, 2019) vilket är implementerat i ASEK 7.0. I detta arbete är siktet inställt på implementering i ASEK 8 och prisnivån 2019 års. För elpriserna har en prognos med 50 % reellt ökade elpriser år 2045 använts.

    Den tekniska utvecklingen av tåg i allmänhet går mot lättare tågsätt och flera sittplatser per längdmeter. Båda faktorerna har betydelse för ekonomin i tågtrafiken. Särskilt för höghastighetståg är också hög effekt en förutsättning för korta restider. Energiförbrukningen är högre än för långsamma tåg men fortfarande lägre än för alla alternativa färdmedel och motsvarar för höghastighetståg 9-13 % av de totala trafikeringskostnaderna. De direkta trafikeringskostnadernas elasticitet med avseende på energipriset beräknas till 0,07 för snabbtåg och 0,12 för höghastighetståg.

    Korglutande tåg eller snabbtåg är intressanta för att reducera restiderna på kurvigare sträckor. Snabbtågen medför större hastighetsskillnader jämfört med andra, långsammare tåg vilket dock leder till sämre kapacitetsutnyttjande vid blandad trafik. Det kan i sin tur medföra att det skulle behövas ny spårkapacitet, alternativt förlänga restiderna vilket dock inte är attraktivt för resenärerna.

    Ett alternativ för att kunna höja medelhastigheterna även på höghastighetsbanor är en begränsad korglutning enligt exempel från japanska höghastighetståg. Genom en aktiv men ganska liten korglutning på höghastighetstågen kan hastigheterna höjas marginellt. Samma teknik i kombination med gynnsamt vikt/effektförhållande skulle kunna användas på framtida höghastighetståg i Sverige och medge att banorna framför allt nära större stationer kan få en lägre men kostnadsbesparande geometrisk standard utan att lika mycket restid förbrukas av hastighetsnedsättningar. Men det kräver en samplanering av bana, tåg och trafik för att hitta en optimal kombination, något som är svårt vid en avreglerad, öppen marknad.

    Modelländringar, prisförändringar mellan 2017 och 2019 och mindre justeringar i typen för höghastighetståg har genomförts sedan den tidigare modellversionen med 2017 års priser publicerades (Fröidh och Berg, 2019). Det innebär att det totala trafikeringskostnaderna vid prognosåret 2045 har ökat med 5-6 % i denna modellversion i 2019 års priser beroende på typtåg.

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  • 49.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Byström, C.
    Competition on the tracks - Passengers' response to deregulation of interregional rail services2013In: Transportation Research Part A: Policy and Practice, ISSN 0965-8564, E-ISSN 1879-2375, Vol. 56, p. 1-10Article in journal (Refereed)
    Abstract [en]

    On the West Coast Line (WCL) in Sweden, de facto competition in interregional rail travel has been in effect since 2009. While the Öresund trains are subsidized by regional authorities, SJ runs interregional services on a commercial basis in parallel. How do passengers' valuations affect demand?This paper presents the findings of a study conducted to examine the newly deregulated market for train journeys and travelers' preferences as regards two different train operators and several service levels. A stated choice study was conducted among existing train travelers, and a multinomial logit model structure was applied in the study to examine the benefits derived from choosing a specific train. The models are estimated on segments of the train travelers in order to investigate how the preferences differ among different categories of travelers. In addition, more questions were asked on the supply to provide better understanding of the effects.The findings show that fares and short travel times are important factors for interregional passengers (more than 100. km) when they choose an operator on the WCL. Frequency of departures is also important but seems to be less significant when respondents are asked about suitable departure times. However, the importance of traveling time and comfort increases with longer journeys, which gives advantages for the commercial operator (SJ) over Öresund trains. Moreover, well-known SJ was ranked higher than Öresund trains by all passengers except a group of particularly price-sensitive travelers.This case shows that operators together have achieved a better supply and a widened travel market for interregional journeys and also that segmentation has occurred between price-sensitive and time-sensitive passengers.

  • 50.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Byström, Camilla
    Interregional tågtrafik i konkurrens på Västkustbanan2012Report (Other academic)
    Abstract [en]

    On the West Coast Line between Gothenburg and Malmö–Copenhagen, Öresund trains (Öresundståg) and SJ have operated traffic that competes for interregional travellers (journeys longer than 100 km). Since Öresund trains was granted its own traffic operation rights in 2009, the number of departures have increased by 50% and interregional travel by 40%. Train traffic has taken market shares from long-distance coach and air travel and SJ’s new Intercity trains also won over travellers from the Öresund trains to begin with.

    With the two operators, travellers have been segmented in such a way that Öresund trains primarily attracts those who value higher frequency of service and lower fares, while SJ takes those customers who value journey time, comfort and on-board service higher. SJ’s more established brand is also valued higher by most travellers, in the same way as the X 2000 trains are valued higher than the Öresund train units.

    Train paths have been distributed without problem in the train planning process and any conflicts that have arisen have been resolved during the coordination phase. SJ has, however, discontinued all its long-distance traffic on the West Coast Line from April 2012 due to poor economy, in which a lack of suitable vehicles and too long journey times in relation to the car on the parallel motorway have been contributing factors.

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