Arlandabanan Project Agreement

The total cost of investment in the project amounted to SEK 6 billion, of which SEK 2 billion was financed by public subsidies to the Swedish Railway Administration, which built the quadrirail along the east coast line. The public-private partnership component of the project included two new tracks in Stockholm C and Arlanda, which cost SEK 4.1 billion. Of this amount, SEK 2.4 billion was financed by the State. In addition, if A-Train did not comply with its financial obligations to the bank, the State of Nordea held a financial guarantee for the X3 trains. A-Train also benefited from an interest-free deferral for the payment of costs to Stockholm C and Arlanda, which cost the State SEK 90 million. Of A-Train`s SEK 2.2 billion capital loan, SEK 1.8 billion was lent to three state-owned financial institutions: the Swedish National Debt Office, Swedish Export Credit Corporation and nordic Investment Bank. In addition, 20% of the share capital was insured by Vattenfall`s own funds in the company. [9] The Swedish Railway Administration had proposed to build the line with the government authority as owner, either with SJ or with private railway companies as train managers. Carl Bildt, however, wanted the private sector to be involved in the construction and operation of the line. [10] In 1993, the government issued a public tender for the construction and operation of the line. In 1994, the Arlanda Link consortium was selected, consisting of the Nordic Construction Company, SIAB, Vattenfall, GEC-Alsthom and Mowlem. A-Banan Projekt AB was established in 1994 as a limited company to oversee the project. The consortium created A-Train AB as a project promoter and then operates the Arlanda Express until 2040.

Legal responsibility for the project was transferred from the consortium to A-Train in 1995. As part of the agreement, A-Train received from the Swedish government SEK 850 million as a grant and SEK 1 billion to finance the project. [8] The company was also allowed to operate a shuttle service between Stockholm C and Arlanda and to levy a non-discriminatory charge for all other trains using the line. [11] A-Train CEO Per Thorstensson said buying the line in 2010 would be a waste of taxpayers` money, given that the state would receive the line for free in 2040. [7] Originally, A-Train had to accumulate SEK 600 million in capital before paying dividends, but this was changed in 2008 to SEK 150 million following an agreement with Arlandabanan Infrastructure. [18] A 1989 study questioned the viability of such a link, so the line from Ulriksdal to Rosersborg was widened from two to four tracks as an emergency solution. The Swedish Railway Administration carried out the extension project. A project to develop new interior spaces for wagons began in 2005.

Björn Borg, selected as designer for the project, developed seven trains with different designs, colors and patterns. In a proposal adopted by the Reichstag on 7 October 2008, the Arlanda agreement was unanimously criticised as “the worst possible agreement Arlanda could have”. A-Train is free to set the fees it deems correct for the line, both with regard to the price of its own tickets for the Arlanda Express and the fees it charges to other train operators. This framework had led to a significant increase in ticket prices and a low use of public transport for ground transport to the airport. [15] [16] The airport rail link projects between Stockholm`s central business district and the airport were launched in the early 1980s. The aim was to reduce traffic congestion and emissions on the roads while allowing Arlanda to further increase the number of passengers. In the late 1980s, the Swedish Railway Administration drew up a specific plan including the construction of a branch line from the existing East Coast line. .

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