"We took plenty of time and we were very thorough with the tender
documentation," Larsson explains. "We also created a climate of
cooperation between ourselves and the contractors. The focus has been
on solutions and we have solved problems together, which has prevented
costs from rising."
Larsson also cites risk management as a key
factor in controlling costs. "All imaginable risks were identified and
minimised early in the project. By being aware of potential problems,
we avoided costly consequences both technically and through loss of
time. This has also contributed to the high quality of work on
Citytunnel."
Citytunnel involves the construction of two 6km-long
7.9m diameter tunnels from a triangular junction with the Malmö -
Copenhagen Øresund line in the district of Holma, to Traingeln station
in the city centre and a new sub-surface station at Malmö Central,
where it will emerge to rejoin the existing lines to the north and
east.
The tunnel will relieve a major capacity shortfall in the
Skåne region, which has seen a huge increase in pressure on its rail
network since the opening of the highly-successful Øresund line in
2000. Citytunnel will provide capacity for up to an additional 50,000
additional passengers daily on the Øresund line, and platforms at the
new stations will accommodate nine-car trains.
When it opens in
December 2010, Citytunnel will be used by around 350 trains per day,
although the line can accommodate up to 450 trains per day.
The line will be equipped from the
outset with the European Rail Traffic Management System (ERTMS),
together with the standard Swedish automatic train control (ATC)
system, although most, if not all trains will initially operate using
ATC.
documentation," Larsson explains. "We also created a climate of
cooperation between ourselves and the contractors. The focus has been
on solutions and we have solved problems together, which has prevented
costs from rising."
Larsson also cites risk management as a key
factor in controlling costs. "All imaginable risks were identified and
minimised early in the project. By being aware of potential problems,
we avoided costly consequences both technically and through loss of
time. This has also contributed to the high quality of work on
Citytunnel."
Citytunnel involves the construction of two 6km-long
7.9m diameter tunnels from a triangular junction with the Malmö -
Copenhagen Øresund line in the district of Holma, to Traingeln station
in the city centre and a new sub-surface station at Malmö Central,
where it will emerge to rejoin the existing lines to the north and
east.
The tunnel will relieve a major capacity shortfall in the
Skåne region, which has seen a huge increase in pressure on its rail
network since the opening of the highly-successful Øresund line in
2000. Citytunnel will provide capacity for up to an additional 50,000
additional passengers daily on the Øresund line, and platforms at the
new stations will accommodate nine-car trains.
When it opens in
December 2010, Citytunnel will be used by around 350 trains per day,
although the line can accommodate up to 450 trains per day.
The line will be equipped from the
outset with the European Rail Traffic Management System (ERTMS),
together with the standard Swedish automatic train control (ATC)
system, although most, if not all trains will initially operate using
ATC.
Photo:Triangeln,
the station closest to the city centre, is expected to handle 60,000
passengers per day by 2020.
the station closest to the city centre, is expected to handle 60,000
passengers per day by 2020.
