Author: Administrator Visma

The blasting took place at the Londonviadukten. It is the start of the work on tunnels, that are 1,250 meters long, that will reach down to the future Sofia Metro station, 100 meters below the Stigbergsparken. The station will become, not only the deepest in the entire Stockholm Metro network, but also one of the world’s deepest Metro stations.

One arm of the work tunnel will end approximately 80 meters below the Fotografiska museum. And fom there, two rail tunnels as well as a service tunnel will extend north under the Saltsjön to Kungsträdgården. The tracks will divide southwards to a new station under Hammarby Kanal, towards Nacka and Gullmarsplan.

In roughly about a year and a half, the work tunnel will be finished and work on the station’s rock spaces and the rail tunnels will start.

– We have now reached a milestone that a lot of people have worked towards for six years. Now, with construction of the first work tunnel underway, we are building for real. The traffic is scheduled to start in 2030, says project manager Andreas Burghauser.
Preparatory work is also being carried out in Stigbergsparken during this year and in 2021 work will begin on the 100 meter deep elevator shaft down to the Sofia station.
This year, work on work tunnels will also kick off in eight different locations for the extension of the Blue Line to Nacka and Söderort.

Future scenario of Sofia Metro station
Watch the first blast:

Now when the Metro is to be extended southwards from the station in Kungsträdgården, the same construction tunnel will be used as that used in the 1970’s. The tunnel contains fill from the last time the Metro was extended.

In October, Region Stockholm and the City of Stockholm performed a test by loading some of the blasted rock and excavated soil on to a ship, to determine, among other things, how the noise generated by the loading would be experienced in the surroundings. We have now received the results:

“From what we can see, there will be no major difference for the immediate surroundings when it comes to noise. Both transporting the excavated rock by truck and loading it on to a ship or barge fall below the noise requirements that we have been ordered to meet in our environmental rulings,” says Andreas Burghauser, Project Director for the Blue Line to Södermalm. 
Boat transport better for the climate
The report that is now finished has not only looked at sound in the surroundings, but also at the economy and the impact on the climate. The costs will be approximately the same for both alternatives. On the other hand, boat transport is better for the climate in the scenario that is considered in the report. The trucks will need to drive through the inner-city area via Strandvägen, whereas the boats in the scenario will pass through the locks at Hammarby and then continue to Södertälje. 

“Now we have learnt a lot more. This outcome means that we will continue as planned and those contractors who want to submit tenders for the work will need to show us how they intend to work with both alternatives and what they cost,” says Andreas Burghauser.

Not yet clear where the material will be transported
The continued work on drilling and blasting the Metro from Kungsträdgården is calculated to begin in approximately a year’s time. Then the construction tunnel will be used to remove excavated rock and soil for another two to three years. Exactly where the excavated rock material will be received has not yet been decided, irrespective of how it is transported. 

“This is something we are continuing to work on together with the City of Stockholm,” says Andreas Burghauser. 

“Early next year we’ll start getting organised to work on the new project”, says Stefan Persson, Head of the Planning Department for Region Stockholm’s Extended Metro Administration.

He will take initial responsibility for the extension from Fridhemsplan to Älsvjö. And he knows what to expect – because Stefan was one of the first people to start working on the new underground line in spring 2014.

48,500 new homes
“It’s great that we can benefit from everything we’ve learned over the years. It’s going to be fun to start again from the beginning with studies and consultations”, says Stefan Persson.

The new line will have six stations: Fridhemsplan, Liljeholmen, Årstaberg, Årstafältet, Östberga and Älvsjö. The exact route of the line and the station positions may change during the investigation and consultation periods. According to the contract, the City of Stockholm will build 48,500 new homes close to the new line.

Optimal station positions
“Now we just need to find the best route for the line. Together with the City of Stockholm we’ll also be finding the optimal station positions, so the underground line is as useful as possible to future travellers”, says Stefan Persson.

On Blasieholmen, a work tunnel still remains from when the Kungsträdgården underground station was constructed in the late 1970’s. The tunnel is currently full of rubble, but because the tunnel will be used again when the Blue Line is extended south, this needs to be removed.

“We’re taking the opportunity to run a test over several days to see whether it’s effective to remove rock from here by boat”, explains project manager Andreas Burghauser.

Region Stockholm and the City of Stockholm are carrying out the test together to evaluate the environmental impact of boat transport compared to transport by truck.

“We’ll be measuring noise, but also calculating the climate impact”, says Andreas Burghauser.

Many factors involved
During the construction period, the work tunnel on Blasieholmen will be used for two to three years to remove blasted rock from the underground construction site.

“We’ll take into account the results of the tests when we decide how to transport the rock away from the site. But there are a lot of other things that also play a role. It must be financially reasonable and it must be possible to satisfactorily resolve reception of the rock”, says Andreas Burghauser.

How the test will be carried out:
The rock and soil in the work tunnel will be transported with a wheel loader to a boat moored at the museum quay. The entire test area will be fenced in, and the quay will be restored to its original condition when the test is completed. The work will take place from 14 to 31 October. It will take about a week to open the old work tunnel and set up the work area. Then the actual test will run for three or four days.

Up until now the tracks at Kungsträdgården have ended a hundred metres or so into the tunnel south of the platform. At this point the entire platform structure will be demolished before work can start on construction of the new tunnels to extend the Blue line southwards.

“We have been looking forward to this for a long time. Now we are one step closer to an extended Blue line towards Nacka and Söderort,” says Ann-Christin Zander-Holwaster, Project Manager for BEST (Track, Electrical, Signal and Telecom) works.

Work started on the night before Monday 26 August with the erection of a new buffer on one of the tracks at the southern end of the platform. Now the rails will be cut and transported away to provide space for the machinery and vehicles that will be used during the tunnelling work.

Temporary roads will also be built a few metres into the tunnel to provide protection against the spread of dust and noise once work starts on the tunnel extension.

The preparatory works will take a couple of months and in the meantime passengers will be able to use the station in the normal way.

Published: 2019-06-13

The number of work environment accidents with a fatal outcome has increased in Sweden during recent years. And the construction industry is one important area in which there are far too many deaths at work. 

The focus of the work being done for the Extended Metro Administration is that there shall be no serious workplace accidents. 

“This is a self-evident goal. I could even go as far as to say that it is our most important goal,” says Fredrik Moback, who is Sustainability Coordinator with responsibility for the Metro to Arenastaden, the Metro to Barkarby and for the extended depot.
Preparations are the most important factor
Despite the fact that construction of the Metro is so far only in progress in Barkarby, work environment activities at Extended Metro Administration have already been underway for some time.

“Our preventive work is extremely important. With good procurements, training courses and safety inspections we will come a long way. Giving the contractor enough time will take us still further because it is most often when we are stressed that we are tempted to take short-cuts,” says Anna Ruhn, Work Environment Manager for the Metro to Nacka and Söderort.
Shared responsibility
As facility proprietor, the Administration has the overall responsibility for the work environment, whereas the appointed contractors have client responsibility.

“This is really an area in which our own interests, and those of our contractors, coincide. Nobody wants accidents to happen. At the same time, it is important to recognise that a good work environment does not come cheaply,” says Fredrik Moback.

Personal presence an important factor
At the procurement stage, it is of decisive importance to show the contractor just how important work environment matters are. And once the wok is in progress, Fredrik Moback, Anna Ruhn and their colleagues will have to be present at the building site, taking part in the safety inspections and checking the work of the contractors. 

“As a major public player we have enormous responsibilities. We have to keep the flag flying high and make sure that the issues involved always remain high on the agenda,” says Fredrik Moback.

“We cannot overlook these issues – we must be hard and ruthless in this respect,” says Anna Ruhn.

Published 2019-05-06

When the Blue Line is extended from Kungsträdgården, the first stop will be Sofia in East Södermalm. The tunnels will go through rock, on a straight course under Saltsjön.

That is one of the explanations why the station will be so deep – 100 metres below the surface.

“Under Saltsjön there is a weakness zone in the rock that we need to go beneath. Södermalm is also at a high level, so overall it will be this deep,” says Andreas Burghauser, project director for the Blue Line to Södermalm.

The station itself, with the platforms underground and the ticket hall in Stigbergsparken 100 metres above, will be built both from below and from above.

“We will build a very large shaft and then fill it with content. You could compare it with building a high-rise, but downwards instead of upwards,” says Andreas Burghauser.

The deepest station in the world today is 105.5 metres below the ground, in Ukraine’s capital Kiev. But Region Stockholm has no ambition to beat the record.

“We are building as deep as we need to and we have a responsibility to look after the taxpayers’ money. Building the deepest in the world is not a goal for us,” says Andreas Burghauser.

New conditions and requirements
The last major expansion of the Metro took place around 40 years ago, when the Blue Line was built. Now another annual ring is being added to Stockholm’s Metro network and this time there are new rules, requirements and construction methods.

What is new at Sofia Stations is that passengers can take lifts instead of escalators up to street level.

“As a passenger, it is hard to tell if the platform you are standing on is 10 or 100 metres below the surface, but taking the lift up will certainly be a novelty for many. There will be eight lifts with space for 30 people in each. There is nothing like that on the Metro today,” says Andreas Burghauser.

Going up in the lift will take about 30 seconds, a lot faster than it would have been with escalators and a faster trip up to ground level than at many of today’s stations.

The first part of Sofia Station to be built is a work tunnel from ground level at Londonviadukten, where machinery, personnel, building materials and rock spoil will be transported throughout the construction period.
If all necessary permits are in place, work will begin in autumn 2019.

Published: 2019-03-18

Construction began with a ceremonial starting blast in a rock cavern in Barkarby, which brought together all the parties who are involved in paying for the new Metro.

The rock cavern is a legacy from the time when the location was a military airfield. The first new Metro tunnels will be built from there, and soon we will see huge trucks driving around – filled with the stone that has been blasted out.

A long-awaited day
“We’re finally beginning construction! This is the day that I and all my colleagues have worked so hard for and longed for, for several years,” says Anna Nylén.

She is project manager for the Blue Line to Barkarby, which is the first part of the new Metro to be built, although today’s starting blast is for the whole construction:

“We are now starting the largest expansion in Stockholm public transport since the Blue Line was built in the 70s! “It really feels like a historic day,” says administration director for the new subway Mårten Frumerie.

A new Yellow Line
The metro’s Blue Line is to be extended from Akalla to Barkaby, and from Kungsträdgården to Nacka and the southern suburbs. A brand new Yellow Line will be built from Odenplan to Arenastaden and eventually a new line will also be built from Fridhemsplan to Älvsjö.
 

Speakers in the picture:
Kristoffer Tamsons (M), Traffic Region Council
Irene Svenonius (M), Financial Region Council
Anna König Järlmyr (M), Municipal Chairman of the City of Stockholm
Mats Gerdau (M), Municipal Chairman of Nacka Municipality
Pehr Granfalk (M), Municipal Chairman of the City of Solna
Emma Feldman (M), Municipal Chairman of Järfälla Municipality
Helena Sundberg, Stockholm Regional Manager, Swedish Transport Administration

This is the start of a building project that will be noticeable in the surrounding area for years to come.

“Our construction time is about six years, from now until the subway is up and running. It will be most noticeable in the first few years, and least noticeable towards the end, when we will be conducting test drives down in the newly constructed tunnels,” says Anna Nylén, Project Manager for the Blue Line to Barkarby. 

In January, excavators will start rolling into the work areas, and the first blast will be carried out sometime in March.

“I’m looking forward to it! We’ve been working for a long time to finally get to that day,” says Anna Nylén.

Over the course of the day-long event, company representatives were informed about all the major initiatives that are underway in the public transport system. 

“I fielded many curious questions, and there is a very great deal of interest in participating in the expansion of our Metro system,” says Andreas Burghauser, the project manager for the Metro that is to be built under Södermalm.  

“It’s great to meet and talk with the people who will be building for us,” says Anna Nylén, the project manager for the Metro to Barkarby.

Anna Nylén’s project will be first in line when the expansion gets underway. The construction of the work tunnels will begin very soon, so the contracts are already prepared.

“There was massive interest in our next contract, for building what will become the track tunnel between Akalla, and Barkarby,” she explains. 

The idea behind the event is to spread knowledge about both upcoming contracts and about what it’s like to work in Sweden. The day was therefore attended not only by representatives of Stockholm County Council’s big infrastructure projects, but also by those involved in the Swedish Tax Agency and Stockholm Business Region, which has a mandate to help businesses to establish themselves here. 

The extende Metro project is the single largest investment in expanded public transportation and presented more than 30 contracts worth billions of Swedish kronor. 

“There are many of us who will be building a great deal in a short period of time here in Stockholm – that means it’s important for us to present our exciting projects so that we get a lot of good bidders for our major contracts,” explains Administrative Director Mårten Frumerie. 

“It’s a nice feeling and an important milestone that we are now able to submit the railway plan. There is extensive work behind this plan, work that has involved everyone in the department over the past four years. I feel that we should be really proud to have come this far,” says Head of Department Martin Hellgren.

The railway plan describes what is to be built, where it is to be built and what impact the new metro will have on the environment.

The submission to the Transport Administration is the final step in a long process that started already in 2014 with a general survey of track routes and the placement of future stations. Since then, the plans have become increasingly detailed in each step.

Pictured: Project Managers Anna Sandahl (the southern suburbs), Andreas Burghauser (Södermalm), Gunilla Wesström (Nacka) and Head of Department Martin Hellgren with the binders that contain the railway plan.

“It feels amazing! I’ve been looking forward to this day since we started planning the Metro connection between Akalla and Barkarby in 2014”, says project manager Anna Nylén.

Construction on the Metro to Barkarby will commence shortly and it is the first section of the new Metro that work starts on. The first thing to be built is work tunnels. The railway plan regulates how the Metro is to be constructed and what land access is needed for it.

Would you like to know more about the construction? On our Youtube channel you can watch a video about it. The Transport Administration’s decision. 

“It feels extremely gratifying to be the first to build Metro in Stockholm for many years. My project team and I are working on the final preparations before the major building works start”, says Anna Nylén, project director for Blue line to Barkarby.

Any construction and civil engineering companies are welcome to meet her as well as the other project directors at the Stockholm County Council’s Supplier Day on November 13. 
More information. 

Every morning and evening, a large number of trains travel along the Green Line to Farsta and the depot in Högdalen.

‘What we have decided to build will be retained and used for a very long time. We want to make certain that future underground operations are given the best possible conditions and prospects’, explains Johan Bergstrand, Project Manager for the depot development.

A more efficient solution
The previous construction consisted of two tunnels that linked up with the Farsta underground line in two different places. The new solution only consists of one tunnel that will emerge between the north and southbound tracks, a few hundred metres south of Hökarängen underground station.

‘This means that we can bring in and take out trains without affecting the running Metro trafic,’ says Johan Bergstrand. 

Investigation underway
Naturally, building one tunnel instead of two is the least expensive alternative. Even if the new plans may involve a slight setback for the start of the construction work, the new Metro is expected to be completed on schedule.

Technical surveys and investigations are currently in progress. We also plan on inviting local residents to consultation meetings where we will present the new plans and the effect of these on the local environment’, continues Johan Bergstrand.

This is what the previous plans looked like:

“We want a reapeat of last year’s success. We had 300 people from 17 different countries and I would expect a similar interest this time around” – Mårten Frumerie, Administrative Director.  

During Supplier Day 2018 – which is primarily aimed at contractors in the construction and civil engineering lines of business – around 30 major tender contracts for the new Metro will be presented together with other current infrastructural projects in Stockholm. 

Interested? Click here for more information or to register your interest in attending.    

Staffan Nordlund, architect and lead project coordinator for the Yellow Line to Arenastaden, joined forces with the architectural firm &Rundqvist in developing the Yellow Line stations.

”Our aim has been to establish a good collaboration between architect and artist from an early stage. This award is proof that we have truly succeeded,” he says.

The organisation behind the international award is Rethinking the Future, whose work includes showcasing architecture and design that helps protect our climate.

Further information on the Award.

The platform at Södra Hagalund. Top: the platform at Hagastaden.

The decision is about beginning the procurement process for track tunnels for the underground metro line to Barkaby and for work tunnels on the Yellow Line and on the Blue Line to Nacka and the Söderort suburbs.

”As it’s such a major project, we’re talking about a lot of money – over 4.5 billion kronor. A decision has to be made by the Traffic Committee on whether we can begin work on the procurements,” says project manager Mårten Frumerie.

The Traffic Committee is expected to make its decision at its meeting on 22 May.

Locations are well-planned
Where the track tunnels and work tunnels are to be situated is not a surprise – it has been planned and consulted on for many years.

”In terms of the work tunnels, we’ve searched for locations where it is possible to quickly remove the rock from site via major roads. In addition, it is beneficial if the tunnels are as short as possible; each metre costs a lot to blast out,” says Mårten Frumerie.

The work tunnels are the first to be built. They go from ground level down to the future train tunnels and stations. The mouth of each work tunnel will have a work area for the majority of the construction period.

In respect of the metro line to Barkarby, the procurement of contractors for the work tunnels is already underway. The plan is to begin building in Barkaby in late autumn. The planned start of construction for the other work tunnels is for the first half of the year in 2019.
 
Want to know where the work tunnels will end up? You can find out, along with all the other ongoing work, on our map. 

The court has determined a number of terms, such as for noise disturbances and groundwater impact. 

“The court’s decision is an important milestone for us. Now, we’ are going to examine the terms that we recieved and analyze what they mean for the extension”, says project manager Malin Harders.

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The major task of preparing a roadmap for climate neutrality in the building industry is currently underway. This roadmap is due to be presented to the Swedish Government later this year. Steve Persson, sustainability manager at the Metro Extension Administration, is one of those involved in preparing the roadmap.

“The concept behind the roadmap comes from the building industry and the aim is to achieve climate neutrality throughout the industry by 2045,” he says.

The roadmap is part of the Swedish Government’s Fossil Free Sweden initiative. The goal is to produce a common plan for all building industry stakeholders – developers, clients and decision-makers – on how the work of achieving climate neutrality should proceed.

“This is important work, not least in preparation for our major procurements. We will discover how the industry views the possibility of reducing climate emissions and can contribute and influence how our own organisation is to achieve zero emissions,” says Steve Persson.

The roadmap is intended to culminate in concrete proposals for how a climate transition within the building industry can be achieved, with the proposal being submitted to affected stakeholders, politicians and decision-makers. 

Would you like to learn more about how we work with climate and sustainability issues? Read previous articles about our climate work and how solar cells can make the Metro more sustainable. 

-We want and will be at the leading edge. Sustainability work is about seeing the whole chain. It’s a great challenge to, at such an early stage, consider the whole operating time, that is to say when the subway is finished and the trains have started operating.

This says Steve Persson, sustainability manager at the Metro Extension Administration since last summer.

The metro is built to last at least 100, perhaps 150, years. Because of that the sustainability work is about what is being done here and now and during the construction as well as about how the metro will affect the environment once the trains have begun operating.

– We are going to build an energy efficient facility – that is one requirement that we have, says Steve Persson.

– But how are we going to achieve that? Take for example all of the escalators – how are we best going to cool down the engine rooms underneath them? Are we going to use natural cooling from bordering tunnel spaces? Or perhaps an air heat pump? And if so, can be it run with solar cells?

Solar cells on the roofs on the future metro entrances is a particular feature in the planning and is something that may be possible to build, even though it is not clear at the moment how it will be done and how they will be used. A way to secure the construction for the future.

We need to think big
The greatest environmental impact comes from all of the material that is required to build the metro – primarily the cement. The idea then is to think big in order to come up with solutions for how one can use a smaller amount of cement.

– One thing that we’re looking at is how we can mix in other materials in the cement and still maintain the same quality. For example, there is a mixture of ashes from thermal power stations and eggs shells, Steve Persson explains.

However, the most important aspect in decreasing the amount of cement is the ambition to make the facility as small as possible, without compromising when it comes to quality. The smaller the tunnel is the less concrete is needed and the less rock masses need to be removed. It also becomes cheaper to build.

– It is a very good ambition in every way – although at the same time we can’t minimize everything too much. We still need to build safe platforms with a good overview, and naturally everything will be accessible and the staff who will be working in our services areas need to have a safe work environment, says Steve Persson.

At the moment there are intense preparations under way in the entire administration for the construction start next year. Steve Persson and his team are working on adding sustainability requirements to the upcoming procurements.

– We need clear requirements regarding sustainability, which can also be calculated for the contractors. Because during the construction time we will need committed and competent contractors and a strong drive from us as constructors. These issues need to be integrated into everything we do, concludes Steve Persson. 

They came to hear about upcoming procurements that the County Council will conduct in infrastructure. During the Supplier day, the new Metro’s 30 or so contracts were presented. The Traffic Administration was also on hand to tell about some of their major infrastructure projects.

“This way, we were able to introduce ourselves to a large part of the industry at the same time. It’s especially important since we will soon begin our procurements,” says Pia Lindberg-Nedby, Metro Procurement Manager, who was very pleased with the day.

The same was true of Anna Nylén, Project Manager for the Metro extension to Barkarby and the one who will be the first to begin construction, directly after the summer of 2018.

“It was really enjoyable to introduce ourselves to so many potential contractors and from the questions I got, you could tell there is a huge amount of interest in being involved in building the Metro,” says Anna Nylén.

Large mix of companies
Many of the visitors represented companies that are already in Sweden and Stockholm, but several were also there to plan for a future establishment in the region, such as a couple of Chinese governmental railway companies who were in Stockholm to investigate the possibility of being involved in building infrastructure in Sweden. Per Englund works for an American company about to establish a Scandinavian branch. 

“For us, Sweden is very interesting. Sweden is a very ethical country to do business in. This is important for us; we’re on the top-100 list of companies that do ethical business of all of the countries in the world,” he says.

Among other things, his company was involved in building the metro in Dublin and high-speed railways in Malaysia, California and the UK.

Interesting region
Invest Stockholm, which works to make it easier for companies to establish business in the region, had a lot to do during the day.

“We had a line of people waiting at our stand who wanted to come and talk with us. We know that interest in our region is huge. There is a lot under way that is to be built and we often get questions about the Metro,” explains Erik Krüger from Invest Stockholm.

The fact that Stockholm is growing and many investments are approved or planned makes it interesting to work in the Stockholm region, according to many of the visitors. 

“We first became interested in the Eastern Link, then we realised how much was on the way in the Stockholm region,” says John McSheen from a British firm. 

“Stockholm is in an incredibly expansive phase, above all with the Sweden Negotiation, involving commitments with housing, commercial premises and infrastructure. Development is moving towards less travel by car and more public transport and bicycling, so it’s a really exciting region that is developing into a more sustainable society,” says Lovisa Johnsson from Stockholm.

The railway plan was developed by the Metro Expansion Administration according to a legally regulated process. All projects in the Metro Expansion Administration are in the final phase of the process. Two projects have just completed final review and the others will be reviewed shortly. 

Adoption of the railway plan
The Swedish Transport Administration then reviews the plan against applicable legislation and deems if it can be approved. The Swedish Transport Administration assesses among other things the considerations between the interests of the individuals and the public that are involved and how the plan agrees with the legislative requirement that encroachment and inconvenience must be minimised. Another important parameter is that the project is financed. The expanded Metro is being jointly financed by the state, the County Council and the four municipalities that are receiving the new Metro. 

Detailed development plan is required
Since the railway plan is closely related to the municipalities’ detailed development plans, the railway plan must be able to be implemented without conflicting with the detailed development plans. The municipalities are therefore preparing detailed development plans that follow the same timetable as the railway plan. Consultation and review take place at the same time.

How long does it take?
The Swedish Transport Administration establishes the majority of the received plans within six months. 

Schedules
Here you can have a look at the indivudual timetables for the Metro extensions:
Nacka and the southern suburbs
Arenastaden
Barkarby
Depot

Station design must help to make journeys feel safe and secure, as well meeting all accessibility requirements. Henrik Rundquist is the head architect for the Stockholm Metro’s Yellow Line:

“The Metro is a place where many people with differing needs briefly but frequently come together, perhaps several times each day. For passengers, it is crucial that the station environment provides a functional yet pleasant experience,” says Henrik.

In such a technically complex project, Henrik believes it is the architect’s role to provide the buffer between engineering expertise and passengers:

“I normally describe our role as that of the passengers’ protector! The Metro should be a pleasant place. Our point of departure is that the travel experience should come first if we are to attract more people to use public transport,” says Henrik.

The station at Arenastaden offers excellent views on descending from the ticket hall. The walls and ceiling will have a pixelated photo mosaic designed by the German artist collective, inges idee. The image shows a proposed design that may be subject to change. Illustration:  &Rundquist/3D HOUSE

Roomy underground spaces

So, how does one create a feeling of safety and security when travelling by train 30-40 metres underground? Henrik explains that is important to create a feeling of spaciousness and generally counteract the sense of being deep beneath the earth, as well as to provide clear links between the various spaces:

“Free lines of sight make it easier to orientate oneself. Thoughtful lighting design guides passengers and provides a greater sense of security. It is also important to carefully locate entranc­es within the urban environment – on streets where they can be easily found,” adds Henrik.
 

Integrated artworks

Stockholm’s Metro has a long tradition of art in stations. From its opening in the 1950s, the number of stations continued to grow into the 1990s and currently stands at 100, with each era leaving its own impression. Like the age rings of a tree trunk, these new stations date the expansion of the network. Artworks are integrated into the very fabric of the Metro and its design grows organically through collaborations between artists, architects and other craftsmen. The intention is that each station should have a unique atmosphere in which art contributes to the passenger experience – an experience that, for many, will be repeated on a daily basis over many years.

“Not all the stations need to have that wow factor, but it is necessary to create a good day-to-day impression,” explains Henrik.

And does Henrik himself have a favourite ­station on the Stockholm Metro?

“Solna Strand, on the Blue Line. Although the dark interior is austere, it is beautiful in its simplicity,” Henrik concludes.Hagalund Station. Artist Pia Törnell has been inspired by European railway stations of a bygone age, as well as temples and cathedrals and the myth of the illuminated mountain hall. The image shows a proposed design that may be subject to change. Illustration: &Rundquist/3D HOUSE

Main picture: As designed by Åsa Jungnelius, the platform at Hagastaden forms the innermost space of the art work titled ‘Snäckan’ (Shell). Illustration: &Rundquist/3D HOUSE

An environmental permit is necessary to allow for the drainage of groundwater, which is always required when constructing tunnels. 

But most important for the people living close to where the metro is being built is that the court also imposes restrictions mandating how much disturbance that work on the new metro is allowed to cause.
 

“We are suggesting conditions which are based on the rules of the Swedish Environmental Protection Agency for building noise. However, we are unable to expand the metro without exceeding the benchmarks now in place. This is why we want the opportunity to cause more disturbance above ground on working days between 07.00 and 19.00 and underground – using drilling and blasting – on working days from 07.00 to 22.00”, shares Kalle Persson, who is responsible for all the environmental permit applications for the new metro.
 

“Where the work does not disturb anyone, for example under the Saltsjön lake, the work can be carried out 24 hours a day.
 

Even if we have the right to carry out work of a disturbing nature, we also have a responsibility to ensure that daily life can go on normally. This might mean that we pay for new windows for better sound insulation, or in some cases that we offer alternative accommodation for a period of time”,  Persson explains.

Several applications with the court already

At the beginning of February, the Yellow line application was submitted and in December of last year the application for the metro to Barkarby was submitted. It has been published by the Land and Environmental Court in Nacka and negotiations are planned for the end of September and beginning of October this year. The depot project is planning to submit its application in autumn.

A decision proposal from the county council’s senior management team has now been tabled. Decisions by the County Council Assembly and the County Council Executive Board are expected during the spring. 

The plan is for the new metro station to be located between the already approved stations at Arenastaden and Hagastaden. The location of the station and the proposed entrances were presented during a consultation process at the beginning of the year, and everything is set for the metro station to be included in the railway plan to be submitted later in the year.

“Yes, we have been laying the groundwork for this station for a while, in order to be ready to start construction at the same time as the rest of the Yellow Line,” says Project Manager Malin Harders.

Construction of the Yellow Line is scheduled to begin in 2018 and is expected to take six years. 

It is assumed that the plans will have been approved and the court will have granted the permit during the course of 2018. As soon as the plans have become legally binding, we can begin to build the new Metro.

Preparatory work
But, before that we need to do preparatory work. Regarding the Blue Line to Barkarby and Nacka and Söderort (the southern suburbs of Stockholm), work is starting even now during 2017 in order to be able begin construction as scheduled. The work mainly involves relocating many of the existing underground pipes that carry everything from district heating to water and sewage. Some of the establishment areas and temporary roads will also be completed during 2017. 

Major works
The next phase is the construction of work tunnels. This will take one to two years. Work tunnels are needed for us to be able to work from several directions as we build, and to raise and lower machinery, materials and people. In many cases, they will be built next to the stations and act as permanent access ways for service, maintenance and the emergency services when the Metro is completed.

During 2018 it will be time for work to begin on the actual metro tunnels, and this is estimated to take between two and three years to complete. Drilling tunnels involves blasting our way through the rock, which we do simultaneously on several fronts. If the tunnels were to be drilled only from their mouths the construction work would take much longer.

The new stations will also be built at the same time. That is the work that will be most noticeable on the surface, with work sites around every station and construction work going on both above and below ground. 

As soon as any stage of tunnel construction is complete, concrete work will begin; this is expected to take about two years. And then the various pieces of equipment will be installed, including track, cameras, lighting, ventilation, signalling systems and everything else that is needed. This will take about two years, but also includes testing of the whole system. 

When all this has been done, the Metro can finally open.

New station entrances 
Now we can show where the stations’ entrances can be located and what they might look like. The work was carried out in close collaboration with City of Stockholm, Nacka Municipality and Trafikförvaltningen (the Traffic Administration). 

“Some station entrances will be located in new buildings, others in freestanding units, and in some cases we will be incorporating the entrances into existing buildings, for example at Vintertullstorget and Gullmarsplan,” Martin Hellgren goes on. 

“We think we’ve found good solutions for all the new stations. They blend in with their surroundings in the various areas where we’re building.”

Large lifts at several stations 
Something that the project team is often asked about is Sofia, which will be one of the world’s deepest metro stations. We have arrived at a good solution for the station now. 

“It isn’t only Sofia station but also Gullmarsplan and Nacka Centrum that will be located deep below the ground,” says Martin Hellgren. “At those two stations, we’re building a combination of escalators at one exit and large lifts at the other.” 

Pipes and cables are often laid in municipal ground, most frequently below roads and streets but also below lawns and other open spaces. 

During 2017 we will begin the work of relocating the pipes and cables at the mouths of the work tunnels at the London viaduct north of Sockenplan, Järla, Blasieholmen and Skvaltan alongside the Värmdöleden freeway.

The Högdalen depot will handle all trains from the Hagsätra branch line just as it does today. The depot will be enlarged to meet the need for more staging places for trains when the Metro is extended. Among other things a new garage is to be built below ground.

New tracks will also be needed in order to connect the depot with the Farsta branch line. The tracks will run below ground, through the new tunnel, and come up to the surface with one track north and one track east of Hökarängen Metro station.

“There will be no escalators, only lifts,” says project manager Martin Hellgren. “This is mainly for the benefit of passengers. It will be much faster and more convenient to travel by lift rather than by escalator. It takes around five minutes by escalator, but only half a minute in a lift.”

The reason why the station needs to be so deep is that the line will pass through the rock under Saltsjön on the way from Kungsträdgården to Södermalm. Building a tunnel entirely in the rock is both cheaper and safer.

Sofia station
Sofia station will be the sole new station to have only lifts. There will probably be six large lifts operating from a hall located in the centre of the platform. Each lift can carry up to 40 people and the lift journey takes around 30 seconds. Both the lifts and the lift hall will be under camera surveillance and there are also emergency telephones in the lifts. Backup generators are also available if the power fails. 

 “This kind of lift can be found in a number of places in the world, such as at the new deep stations in Barcelona. It has been shown that in places that are deep underground and have both lifts and escalators, the vast majority of people choose the lift, simply because it is so much more convenient,” says Martin Hellgren. 

Evacuation rare
It is very rare for stations to need evacuating, but that scenario is of course incorporated into the planning of Sofia station. The lifts will still operate in an evacuation situation and the evacuation route is the same as the normal route, which is good for safety. There will also be emergency stairs that go all the way up to the park, as well as the ability to evacuate via a service tunnel, which runs parallel to the underground’s track tunnels.

The evacuation capacity will be very high. The requirement is for it to be possible to evacuate two full trains at the same time. This means 2,400 people. 

– Det här är väldigt hedrande, säger Martin Hellgren, projektchef för utbyggnaden till Nacka och söderort. Vi ska bygga en modern tunnelbana i en komplicerad miljö och för att lyckas beskriva hur det ska göras behöver vi använda teknik som ligger i framkant. Det känns verkligen motiverande att det arbete vi gör tillsammans med våra konsulter SWECO och Typsa redan nu uppmärksammats och prisbelönats.

Bättre förståelse med 3D

Bim betyder Building Information Modeling och är ett sätt att se allt man planerar att bygga i 3D. Det är en relativt ny metod, som underlättar arbetet. Fördelen är att det ger en bättre förståelse för både helheten och sammanhangen, man kan vrida och vända på det man granska. 

I modellen är det också möjligt att gå in i enskilda rum och titta runt hur det kommer att se ut när alla installationer är på plats. Det gör att man kan upptäcka konflikter som skulle vara svåra att se på en vanlig pappersritning.

Art and accesibility
Of course, one of the most important aspects to consider is accessibility. Artwork can help show the way and tell you where you are. However, it can also cause problems, especially for people with visual impairments. Melker Larsson, Development Strategist at the Traffic Administration provided some problematic examples of artwork from earlier years, such as the cubes on the platform at Solna strand metro station. 

Second deepest in the world
The artist Barbro Westling faces an unusual challenge. Together with Peter Johansson, she will design the artwork for Sofia station, over 100 metres below the surface.

“Our station is so far underground, only Kiev in the Ukraine has one that goes deeper. It’s a big challenge. When you are in a lift you don’t think of how far down you are going. We are going to work on creating a setting that gives you the feeling of travelling horizontally. It feels like pioneering work, since the station is so far underground,” says Barbro Westling.

Problems with graffiti
It is also important to choose the right materials – they must be sustainable and age well. Using the wrong materials can be costly. It must be possible to fully restore all the chosen materials, so that no traces of graffiti are noticable. Many people think that there is less and less graffiti, but it’s actually the graffiti removal that happens quickly, within 24 hours, because graffiti leads to more graffiti.  

Sounds in the metro
The acoustics also play a large role in the metro station experience.  Leonard Kolman, acoustician at the engineering and consulting company ÅF, explained how the dimensions of a room affect the sounds in the stations and which materials reduce echo and other unpleasant noises. 

Artist Anna Lerinder will design the artwork for Sickla station, and she often works with ceramic materials.

“Creating the whole piece whilst keeping with the requirements for a metro station is a challenge. I like hard materials, so the acoustics pose another challenge,” says Anna Lerinder.

Anna Lerinder is excited about the start on the work, but at the same time she is frustrated that it’s so far into the future.  

“But I’m looking forward with confidence. Aside from the sketches, I have been focusing so far on the schedule and budget work for ten years”.

Barbro Westling is also looking forward to the work.

“I am really enjoying both the concept of a complete solution and working with an architect for the first time”.

More about the art in the new metro.

More about the art and the artists.

Choosing public transport and the metro in preference to going by car contributes to sustainable travel, but the actual construction process for the tracks and tunnels will have an impact on the environment. 

An environmental coordinator is now in place for all the planned sections, who will ensure that we systematically incorporate environmental aspects and sustainability when planning and constructing the new metro. 

Passengers in focus
In the Arenastaden project, planning officers Erik Olsson and Kaisa Nugin are actively working on the following issues:

“The decisions we make at this early stage will have consequences for both people and the environment. This could be a matter of the effect on groundwater or disruption during the construction period. Therefore our aim is to focus on the needs of passengers and other people when planning the expansion,” says Erik Olsson.

Joint responsiblity for sustainability
The big challenge is to make environmental and sustainability issues a natural aspect of everything that is done. How do we achieve that? Erik and Kaisa agree that structure and clear goals are required.

“Sustainability is everyone’s concern and should permeate everything we do. You can have things in mind, but to make them tangible they must be included on the agenda. Working with defined goals by making them concrete in the form of activities that can be followed up is one way of making sustainability more tangible,” explains Erik. 

Social responsiblity
In order to support sustainable development, the materials, configurations and working methods we choose must have as little impact as possible on the environment and people’s health. For example, in order to prevent workplace accidents, it is essential to set requirements in procurement processes.  

“The contractors we hire must be socially responsible and offer good working conditions for their employees,” says Kaisa.

The needs and perspective of children are linked to social sustainability, something that is often forgotten when we adults are making plans. The metro expansion will be going on for a long period of time in relation to a child’s adolescence and many children travel on public transport themselves. To make children’s voices heard, we are conducting something known as child impact analyses. Quite simply, these are analyses showing the potential impact of the planned metro. 

“It’s easy for adults to overlook children’s needs. In order to avoid this, we are gathering data and holding discussions with children. What do they think we should bear in mind when constructing the metro? What are their routes to school like? This is important information and sets requirements for safety, security and enabling children to get around the city independently,” says Erik. 

New travel possibilities
Constructing a metro is a large and complex project with many choices and adjustments to be made.

“From a sustainability perspective, it is vital to ensure that the choices we make result in a metro that will be of use to many people and facilitate new travel habits,” concludes Kaisa. 

Picture: Planning officers Erik Olsson and Kaisa Nugin

We, the members of the Extended Metro Administration, think it is important to keep you continually up-to-date on how work is progressing on the new metro. It is the largest investment in public transport since the 1970s.

The newsletter will be published around two to four times a year. Between publications, current information will be available on our new website.

Would you like to be a part of expanding Stockholm County’s metro? 

Procurements for expanding Stockholm County’s metro begin soon. Stockholm’s new metro will be one of Sweden’s largest subway projects in the coming years. Before the new metro can be taken into operation, around 3,500,000 m³ of rock will have to be blasted and 200,000 m³ of concrete cast. It is estimated that the task of extending the subway by twenty kilometres, building ten new stations and refurbishing two existing stations will be completed by around 2025.

The newsletter is written in Swedish as well as English.

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Metro to Barkarby

The metro’s Blue Line is to be extended from Akalla to Barkarby, an important connection point for tomorrow’s travellers. An entirely fresh suburb is growing up around the new station (Barkarbystaden).

The application to the Land and Environment Court was submitted in December 2015. By spring 2016, the railway plan will have been refined and finalised. Finished route and station proposals will be submitted for examination in autumn 2016. The Swedish Transport Administration can then make a final decision. In the autumn, the Land and Environment Court will also be giving its decision on water and environmental impact. Procurements in respect of preparatory work and, potentially, work tunnels begin in 2016.

Metro to Arenastaden

The new Yellow Line is to run from Odenplan, via Hagastaden (with its planned homes, hospital and research and employment opportunities), to Arenastaden in Solna. In 2016, the planning permission application will be finalised and submitted for review to the Land and Environment Court. It is expected that the process will be completed during the course of the year.

Procurements start in 2016, as well as minor preparatory work (e.g. catenary installation). Examination of the railway plan will take place at the turn of 2016/2017.

Metro to Nacka and Söderort

The Blue Line is to be extended from Kungsträdgården, via Södermalm, to Nacka Centrum. It will also be simultaneously extended from Sofia (in Södermalm) to Sockenplan. From here, it will be connected to the Hagsätra branch line. This will give the line two branches south of the city – one to Nacka and one to Hagsätra.

In 2016/2017, proposals will be submitted for examination prior to the Swedish Transport Administration deciding on a railway plan. A planning permission application will be formulated parallel to this. This will be reviewed by the Land and Environment Court. Procurements and construction are scheduled to start in 2018. Expansion should be completed around 2025.

Depots and vehicles

Metro expansion entails a need for more subway trains. This will also increase the need for depots, i.e. places where the trains can be stationed and serviced.

In spring 2016, the County Executive Committee decided to expand the existing depot at Högdalen. Construction start is scheduled for 2017/2018.

“These are important issues. The environmental audit is an acknowledgement that we are thinking along the right lines. Our administration, just as in other areas of work under the County Council, should contribute to sustainable development. For our part, this means anything from planning and design to construction and bringing the completed installation into operation,” says Mårten Frumerie, Head of Administration for the Stockholm Metro extension.

The certification means that the efforts to achieve sustainability are entering the next phase. The great challenge is ensuring that environment- and sustainability-related issues form a natural part of all the measures being taken.  

“Which materials do we choose? What requirements do we place on procurement? Then there are also the opportunities arising in our day-to-day work, such as in our collaboration with the construction planners. It’s about producing methods and solutions for how we can best pursue sustainability issues within frameworks such as time and budget,” says Mårten Frumerie. 

Soon construction will start on the new Metro. The different decisions to be made by the administration throughout the years of ongoing construction are going to have an impact on both people and the environment. 

“The Metro is in itself a travel option promoting sustainable development, but building track, tunnels, depots and stations has a great environmental impact. How we carry out the planning and then the extension work is, therefore, of the utmost importance,” says Mårten Frumerie.

The Shell by Åsa Jungnelius will be at Hagastaden.

Underground trees in Sofia, a shell embodying the concept of Life Science at Hagastaden, a radical sculptural composition at Barkarby Station, and crossing ice in the Slakthus area. These were some of the results when each artist was allocated one of the twelve future stations. An architect and a project manager/station manager from each line extension were involved in the choice of which artist would work on which station.
”This is great fun! It will be really exciting to be able to work with these particular artists at these particular locations,” says Håkan Wilken, who is in charge of the seven stations on the Nacka branch and Söderort.

The artists’ designs.

One important question for many is access to the properties during the construction period.
“I can understand that this is an issue raised by many people; in those areas where construction is to go ahead it will of course have a huge impact on their daily lives. Providing a guarantee that people will be able to get in and out at all times in the area where they live, that ambulances will have access, and that the shops will receive their deliveries is our responsibility,” says Martin Hellgren, Project Manager.

Work is now proceeding prior to the start of construction, and the planning involved is becoming ever more detailed. This also includes looking even more carefully at exactly where the construction sites are to be located, and how the construction site vehicles are to get in and out, in order to guarantee access.

Careful planning before the start of construction

Many of those who have provided their views also have questions about the environment in the immediate vicinity during the construction period–- views on where the station entrances and work tunnels should be located and concern about how the construction site traffic is to fit in where there are school routes, for instance.
“This will be made apparent when we extend the Metro, but it is all the work we are doing now in the form of both consultation and careful planning and design that will enable us to ensure the construction period is made as smooth as possible. For instance, we can adapt times and routes in order to avoid construction site traffic passing near schools during the morning school run,” says Martin Hellgren.