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Stockholmers spend more time commuting than on holiday: report

Stockholmers commute for an average of 6.4 working weeks each year, which is more time than they spend on holiday, according to a new study.

Stockholmers spend more time commuting than on holiday: report

“We think it’s unreasonable. It’s clear that it’s inefficttive that we’re putting more time into sitting still in queues instead of being free or working,” said Maria Rankka, the CEO of Stockholm’s Chamber of Commerce (Handelskammaren) to the Svenksa Dagbladet (SvD) newspaper.

The average commute time in the greater Stockholm area is 34 minutes each way, according to a study carried out by engineering consultancy WSP at the behest of the chamber.

The report points to the public transport’s low average speed as a reason to why it takes so long for Stockholm residents to travel between their homes and the office.

Taking public transport means a commuter will be travelling on average 20 kilometres an hour, whereas car drivers can enjoy an average of 36 km/h.

Accoring to Rankka, the solution to the long journey times lies in expanding Stockholm’s underground metro system.

In addition, the study revealed that taking the car is no longer considered to be the status symbol it once was, and attractive office locations in the city are likely to be closer to train stations than car parks.

“Because there is a continuing growth in travel and as space is limited, there must be a growth in public transport. It’s an effective way to travel, especially on the metro, and many people want to use it,” she told the paper.

An expansion of the Stockholm metro lines has been listed as the most important future plan for the chamber of commerce, plans which include extending the green line to Nya Karolinska and Solna, just north of Stockholm.

“It’s in the metro that one should invest the most money. Many people can travel with it and in a city that’s growing, it gives a large capacity in the transport system when one invested under the ground,” she told SvD.

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TRAIN

9 things you might not know about the TGV as France’s high-speed train turns 40

France's high speed intercity train is celebrating its 40th birthday, so here are some more unusual facts about the much-loved TGV.

9 things you might not know about the TGV as France's high-speed train turns 40
Photo: Loic Venance/AFP

In 1981, President François Mitterrand officially inaugurated the first high-speed rail line connecting Paris and Lyon. A few days later, a bright orange TGV (Train à Grande Vitesse, French for “high-speed train”) raced down the tracks at over 200km/h.

In celebration of the TGVs landmark birthday, Emmanuel Macron and Jean-Pierre Farandou – President of the SNCF, France’s national railway company – were on Friday at the Gare de Lyon in Paris to unveil the ‘TGV of the future’.

In front of a full-scale model of the new TGV M, Macron hailed a prime example of “French genius” and promised to unlock €6.5 billion to develop the TGV network, including new lines serving cities such as Nice and Toulouse.

READ ALSO Everything you need to know about taking the train in France

Emmanuel Macron (right) delivers a speech next to a life-size replica of the next TGV high-speed train at Photo by Michel Euler / POOL / AFP

“We’re going to continue this grand adventure with new industrial commitments,” since more people are looking beyond metropoles to smaller cities – an apparent allusion to post-Covid prospects.

“We see clearly that life and work are going to be restructured, and that our fellow citizens today want to organise their time for living and time for working differently,” he said.

The streamlined version of the bullet train promises to carry more passengers – up to 740 passengers from 600 – while using 20 percent less electricity.

It will continue to whiz people between cities at a top speed of 320 km/h, making most door-to-door trips shorter and cheaper than on airplanes.

To celebrate the birthday of the TGV (which in French is pronounce tay-shay-vay) blowing out its 40 candles, here are a few fun facts about the super-speedy trains.

Patrick  – That’s the name of the first TGV. Built in 1978 and set into action in 1981 on the Paris-Lyon line, the bright orange Patrick travelled some 13.5 million kilometres before taking his well-earned retirement last year.

574.8 km/h – That’s the world rail speed record, held by the Alstom V150 TGV. Although Japan’s superconductor-powered Maglev (magnetic levitation) trains travel faster – with a record of 603 km/h – they technically don’t run on rails.

3 – That’s how many times the TGV has set the world rail speed record: in 1981 (380 km/h), 1990 (515.3 km/h) and 2007 (574.8 km/h). 

2,734 km – That’s the total length of France’s high-speed rail network, with even more lines set to be constructed in the future. This means France has the fourth-longest high-speed rail network in the world, behind China, Spain, and Japan. 

0 – That’s how many passengers sit aboard the IRIS 320, which travels some 1,500 km every day. Laden with cameras and scanners, this 200-metre-long TGV rapidly inspects the state of the TGV’s train lines in order to ensure travellers’ safety and security.

€7 – That’s how much it costs to take a small pet – including a snail – on the TGV. Animals, even tiny ones, need their own tickets. In 2008 a TGV passenger fined for carrying live snails in his luggage without a ticket for his animals, although the fine was later waived after the story received national attention.

240 That’s the number of stations served by the TGV network. 183 of these stations can be found in France. The others are located in Germany, Belgium, Spain, Italy, Luxembourg, Monaco, the Netherlands, Switzerland and the United Kingdom. 

3 billion – That’s how many travellers the TGV had hoped to reach by the end of 2021. The pandemic may have derailed their plans slightly, but the service is still looking strong. The network served it’s 2 billionth passenger in 2012, just over 30 years after its launch.

1947 – the last year without a single recorded strike on the rail network in France. And that doesn’t necessarily mean that pre-1947 was a golden age of industrial relations – just that SNCF’s records are incomplete before then.

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