Stockholm, Sweden

For a city of its modest size, Stockholm (population 1.2 million) has a hugely varied rail transport network. Aside from the heavy-rail commuter and long-distance trains, there are a number of light rail operations in the Swedish capital. First and foremost is the Tunnelbana metro system, which consists of three colour-coded lines and 100 stations. Of the three main 'trunk' lines, the Southern ends of the green and red lines and the northern ends of the blue and red lines split to serve two or three branches. Whilst all stations in the central area are below ground, many of those in the suburbs are on the surface.

Stock employed on the Tunnelbana is predominantly modern 'Vagn 2000' trains, which are double-articulated and were introduced from 1998. Older stock, dating from the 1970s and 80s, also seems to be used during peak hours, and all day on a 'shuttle' type service through the central area on the red line.

Two lines are also operated using elderley motor and trailer sets. The Nockebybanan (line 12) operates from the Alvik metro station in western Stockholm to Nockeby, whilst the Lindigobanan (line 21) runs from the metro's red line terminus at Ropsten to Gashaga Brygga. The Lindigobanan is the more interesting of the two, both of which run Swedish-built cars constructed between 1944 and 1952. The Nockebybanan seems to run the more modern low-floor cars spare from the Tvarbanan at weekends, though. After departing Ropsten, the Lindigobanan crosses a lift bridge onto the island of Lindigo, on of the 24,000 that make up the Stockholm archipelago. It then serves twelve light-rail type stops before terminating within spitting distance of the sea at Gashaga Brygga, which has a small jetty served by ferries to central Stockholm.

More modern, Bombardier-built low-floor articulated stock is employed on the Tvarbanan (line 22); the same design of stock is projected to be introduced full-time to the Nockebybanan soon. The Tvarbanan is a light rail line which runs from Alvik metro station, through the south east of the city to Sickla Udde, in the south west. Plans apparently exist to continue the line through the north east and north west areas of the city to form a true circle; more likely to happen any time soon is the integration of the Tvarbanan with the Saltsjobanan (see below). The Tvarbanan is well-used and frequent, and operates trains of two units coupled together during peaks. Whilst most of its track is on segregated rights-of-way, a small section in Hammarby Sjostad is conventional street track; the road here is too narrow to accomodate both traffic and a reserved right-of-way.

Operating east from Stockholm to the suburbs of Saltsjobaden and Solsidan, the Saltsjobanan departs from a grim subterranean station adjacent to Stockholm's harbour. The main service operates to Saltsjobaden; the Solsidan branch seems to be served as a shuttle from Igelboda, although the timetable indicates that through trains operate during the peaks. Stock utilised is older Tunnelbana cars which have been converted from third rail to overhead line operation. They also have 'flared' bodywork, very reminiscent of London Underground's surface designs of the 1930s and 40s, such as the R stock. Presumably this was part of their conversion for use on the Saltsjobanan.

Over the coming years the Saltsjobanan is to be rebuilt and integrated into the Tvarbanan light rail line. The former Tunnelbana metro cars will be replaced by modern low-floor LRVs as currently employed on the Tvarbanan. Presumably the frequency will improve somewhat - off-peak service at the moment is quite sparse, at every 20-30 minutes.

The Roslagsbanan is a small yet curious 891mm-gauge system which operates to the north of Stockholm. Its city terminus is Stockholms Ostra station, adjacent to the red line's Tekniska Hogskolan metro station. The northern end of the line serves three branches, the terminals being Nasbypark, Osterskar and Karsta; the latter branch is considerably longer than the others. Stock used is 1980s sets powered by 1.5Kv DC overhead line, which in keeping with the line's interurban nature feature doors at the end of cars only. A small yard is adjacent to Stockholms Ostra station, with a heavier maintenance facility a few kilometres north.

Last and definitely not least is the heritage no.7, Djurgarden line. Originally tram line 7 was, along with most other tramways in Stockholm, withdrawn when Sweden changed the rule of the road in 1967. It has since been resuscitated by enthusiasts, and a considerable fleet of elderly trams restored for use on the line. Whilst 'heritage' trams only operate at weekends, during the summer months between early June and late August a daily service on line 7 is provided; 'shoulder' months feature operation only at the weekend, whilst late December through late March sees no service at all. Weekday service during the summer months is operated mainly by a clutch of ex-Gothenburg Hagglund cars.

The Djurgarden line operates from a terminus at Norrmalmstorg, on the edge of the CBD, along a reserved right-of-way adjacent to the bustling waterfront, before turning right to cross a bridge onto the island of Djurgarden. Here some of the track is of the conventional street running type. Djurgarden is a popular destination for leisure activities, and features a small theme park amongst other attractions - it's also where the line's depot is based. Trams are operated in a first-rate condition and all crew members are smartly attired in period uniforms. An unusual feature is a trailer car which has been converted into a mobile cafe, towed by an ex-Oslo motor car.

Despite Stockholm's status as a medium-sized city, it has a great deal to see both rail-wise and otherwise, and is blessed with a superb location. Various time-based travelcards are obtainable for use on all the above-described systems, along with the Pendeltag commuter trains.