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Øresundståg
An unrefurbished Øresundståg at Copenhagen Central Station
Overview
StatusRegional train
LocaleØresund Region
First service2 July 2000 (2000-07-02)
Current operatorVR Sverige under contract from Skånetrafiken
Technical
Rolling stockX31K & X32K / ET
Track gauge1,435 mm (4 ft 8+1⁄2 in)
Operating speed180 km/h (112 mph)
Rake maintenanceAmager (Denmark)
Hässleholm (Sweden)[1]
Copenhagen Airport is also a stop of the Øresund Line
Interior of a refurbished Øresundståg train from Denmark to Sweden

Øresundståg (Danish: [ˈøːɐsɔnsˌtsʰɔˀw], Swedish: [œrɛˈsɵ̂nːdsˌtoːɡ]) (since 2023 to a higher degree written Öresundståg by themselves) is a passenger train network operated by VR Sverige in the transnational Øresund Region of Denmark and Sweden.

The name is a hybrid of the Danish Øresundstog and the Swedish Öresundståg, both meaning "Øresund train". The rolling stock, also known as Class ET in Denmark and X31K in Sweden, are electric passenger trainsets in the Flexliner family.

Operations

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Four trains per hour cross the Øresund Bridge each way. Trains run at 15-minute intervals between Østerport via Copenhagen in Denmark to Malmö and Lund in southern Sweden, increasing to six trains per hour during rush hours. From Lund, the trains continue hourly in three directions, to Gothenburg, to Kalmar and to Karlskrona (the fourth train ends in Helsingborg). After midnight, traffic is reduced to one hourly train between Østerport in Copenhagen and Lund (the train between 01:00 AM and 02:00 AM starts from Copenhagen H).

Each train consists of up to three 79-metre-long units coupled together, each with 229 seats, providing a capacity of max 4122 seats per hour. This has turned out to be insufficient, as differences in salaries and house prices between Copenhagen and Malmö have resulted in an unexpected increase of cross-border commuting.

The trains cannot be lengthened because of platform length constraints. And increasing frequency beyond six trains per hour is not possible because there are only two platform tracks to share with other trains at the stations Nørreport, Ørestad, Copenhagen Airport and Triangeln. Increasingly, people have to stand during rush hours, into Copenhagen in the morning and towards Malmö in the afternoon, which beside the inconvenience also raises safety concerns.[3]

The network at its peak covered 854 kilometres (531 mi) of railway. In Denmark, the trains run on the Boulevard Line and the Øresund Line, between Østerport and the Airport in 10-minute frequency. In Sweden, they run through the Malmö City Tunnel, and on the Southern Main Line to Lund. From Lund, most Øresundståg services continue to either Gothenburg, Kalmar, or Karlskrona, using the West Coast Line, the Southern Main Line, the Coast-to-Coast Line or the Blekinge Coast Line.

Passengers mostly encounter Swedish staff on the trains over the Øresund Bridge, but before 2023 there could be either Danish and Swedish staff. For travel inside one of the Swedish counties or inside Denmark, the local traffic authority tickets are used. For travel from Sweden to Denmark tickets can be purchased from the Swedish regional transit authorities and ticket sales channels which are part of the Resplus system, such as SJ.

Until December 2020, the trains were operated by Transdev in Sweden and by DSB in Denmark. In December 2020, Swedish rail operator SJ Öresund, a subsidiary of the state-owned operator SJ, took over the operations in Sweden. Due to an early cancellation of the contract with SJ as a result of differences in opinion regarding conditions for the rolling stock maintenance, Transdev took over as a temporary operator for both operations in Denmark and Sweden in December 2022.[4][5] VR Sverige took over operations in December 2025.[6]

In December 2022 the Danish authorities left the Øresundståg operations, and from that time it is operated with Swedish responsibility only. At the same time Øresundståg stopped operating the route between Østerport and Helsingør, which was taken over by DSB domestic trains.

Operation

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On 27 June 2007 it was decided that DSBFirst was to assume responsibility from 2009 for the running of all Øresundståg services on the Øresund Line and connected destinations. DSBFirst started operations on 11 January 2009. In 2011, the Danish and Swedish ministries of transport instructed DSBFirst Sweden to cease operating the Swedish part of the service from 10 December 2011[7][8] Veolia Transport took over the Swedish side and DSBFirst Denmark's services passed to DSB Øresund. The Øresundståg operation has suffered from financial problems as well as delays and cancelled trains on both the Danish and Swedish part of its network,[9][10][11][12] notably during the 2010 winter.

Unrefurbished Öresundståg passes a field in Skåne in May 2014

On the Danish side the trains stop often, about every 4 km, like a commuter train. On the Swedish side the trains stop much less often, more like inter-city trains, and they reach stations about 300 km from Copenhagen, such as Gothenburg, Kalmar and Karlskrona. Most travellers use it like a regional train for work commuting and similar shorter journeys, and local monthly passes are valid on the train.

The combination of routes of an inter-city nature in Sweden with commuter-like routes in Denmark is often a source of trouble. The long-distance trains from Sweden often accumulate delays during the long journey. But delays cause trouble to commuter passengers having fixed work hours and not wishing to add long margins, since they travel every day. Therefore, some stand-by trains were ready at Kastrup that run to Helsingør if the train from Sweden was delayed. In these circumstances the train from Sweden terminated early and did not continue to Helsingør.

Because of the complexity involved in the Øresundståg operation and the result of delays on the Danish side of the network, the decision was taken to split the operations in December 2021.[13] The Danish services are now tendered by the Danish authorities, while Skånetrafiken will be responsible for the tendering process for the international and Swedish services. The trains to Helsingør now start at Holbæk or Næstved.

In 2023 a fourth circulation of Øresundståg was started between Helsingborg and Østerport due to demand and enabled by the opening of a new platform in Helsingborg, so that trains go once per 15 minutes instead of once per 20 minutes most of the day.

Competitors

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Between Gothenburg and Malmö (until 2012 to Copenhagen, but not to Helsingør), SJ AB (the Swedish national railway) operates competing trains. From 2009 they have different tickets compared to the Øresundståg services. SJ runs X2000 trains via Hässleholm, and from 2009 to 2011 SJ ran intercity IC3 (X31) trains using via Helsingborg. Different tickets are needed. There was a similar situation with DSB's "Intercity Bornholm" trains to Ystad, which did not accept Øresundståg tickets despite the "Øresundstog" rolling stock used.

ID checks from Denmark to Sweden

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In response to the 2015 European migrant crisis the Swedish government mandated ID checks on all trains coming from Denmark from December 2015. As checks performed by the Swedish police took up to 20 minutes per train, timetables were severely disrupted. Beginning on 4 January 2016, transport operators would be fined if any improperly documented people were found to be brought into Sweden. As a result, DSB restructured the timetable, constructed a fence between the platforms at Copenhagen Airport station, and introduced its own ID checks in order to gain entrance to the Malmö-bound platform at CPH Airport station. The frequency of trains across the bridge had been reduced to a maximum of 3 tph. Apart from the reduced frequency, services from Sweden to Denmark ran as usual to Helsingør during the day and Østerport in the evenings, with no ID checks entering Denmark. Since 4 May 2017 the line had changed to perform ID checks only at Malmö Hyllie station for trains travelling to Sweden.

As of 2023, frequency of 6 trains per hour during rush hour had resumed, and trains are timetabled to wait 6 minutes at Malmö Hyllie where the Swedish police check ID of alighting passengers.[14][15][16]

Rolling stock

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ET / X31K & X32K

[edit]
X31
X31,_Öresundståg,_Ängelholm_-_20230609_-_18
A refurbished X31 at Ängelholms station.
Stock typeElectric multiple unit
In service2000–present
ManufacturerAdtranz/Bombardier Transportation
Family nameFlexliner
Constructed1999–2012
Number built111 total, 104 X31K, 7 X32K
Fleet numbers4301-4342, 4350-4411 (X31K/ET), 4343-4349 (X32K)
Capacity229 seats
OwnersBlekinge
Halland
Kronoberg
Skåne
Kalmar
Västtrafik
OperatorsVR Sverige for Øresundståg
DepotsHässleholmsdepån
Lines servedVästkustbanan
Södra stambanan
Citytunneln
Öresundsbanan
Kust till kust-banan
Blekinge kustbana
Specifications
Doorsfour doors per carriage 1-2-1 in a configuration
Maximum speed180 kilometres per hour (110 mph)
Weight156 tonnes
UIC classificationBo'Bo'+2'2'+Bo'Bo'
Track gauge1,435 mm (4 ft 8 1⁄2 in) standard gauge

X31 is a electric multiple unit made by Bombardier Transportation. Owned collectively by the regional transit organisation of Blekinge, Halland, Kronoberg, Skåne, Kalmar och Västra Götaland[17] aswell as leasing company Transitio, and used on the entirety of the Øresundståg network. Mainly in Sweden but also on the Danish railway network with regular services running to and from Copenhagen Central Station and Østerport railway station.

The first 67 units were built at Kalmar Verkstad before the production line was moved to Germany where the rest of the 111 train sets were made. The last train was delivered to Transito in 2012 and the production line has since then been closed.[18][19][20]

Services

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Current

[edit]

The trains are currently operated on the Øresundståg network in the Øresund Region and the surrounding area.

Former

[edit]

Formerly used by DSB on their services Copenhagen-Ystad called InterCity Bornholm that connected to the BornholmerFærgen services. It was also used to operate regional services on Sjælland and on the Kystbanen. This services ended and DSB sold their ten trains designated DSB ET to Skånetrafiken.[21] SJ also operated Intercity services on Västkustbanan. This service ended in 2011. The SJ units were equipped with a bistro, and the same seating as the X2000 trains. The bistro and seats were removed after the service ended.

Design

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A X31 train has three cars and five units can be coupled together. Each unit is 79 metres long and weighs 156 tonnes. A two class system is employed with a total of 229 seats of which 20 are in first class. The bodies are 297 cm in width and is built using stainless steel, Different from other Flexliner family trains made of aluminium. When coupled together the fronts are folded away to provide a full width gangway The front ends are also used as an emergency exit in the Drogden tunnel in which it is mandatory.[22] The train is also designed with an emergency brake override to comply with Citytunneln regulation.

To work with the differences in Swedish and Danish power systems the train is able to swap voltages and regularly does so on the island of Peberholm. It is also equipped with both Swedish and Danish ATC.

Refurbishment

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As the larger part of the fleet of trains were over 15 years old, Øresundståg announced a refurbishment of the fleet would take place. As part of this refurbishment the seats received a makeover with new fabric aswell as a new luggage rack in first class, the toilets were also replaced. New flooring and a wheelchair accessible area was installed. The exterior also reciverd a makeover with new paint and decals.

The total for the renovation came to 51 millions SEK and was paid for by the operators of the trains Blekinge, Halland, Kronoberg, Skåne, Kalmar, Västra Götaland and DSB. The renovation took place at the depot in Tillberga, Västerås and finished in 2023.[23]

X32

[edit]

X32 is a variant of the X31 multiple unit which was ordered in the 2002 by Skånetrafiken and Blekingetrafiken to be used on an electrified Bleking Kustbana when completed, in the meantime it was loaned to SJ and put in to service on the Coast-to-Coast Line between Göteborg och Karlskrona/Kalmar.

The trains had a more comfortable interior then the X31 due to it traveling longer distances. It also had three toilets instead of two on the X31. When the service ended in 2007 the trains were rebuilt to X31 standard as a result of Danish requirements, and the only evidence of their existence is the three toilets and them still bearing the name X32.

[edit]
  • Malmö Central Station
    Malmö Central Station
  • Copenhagen Airport
    Copenhagen Airport
  • Old interior
    Old interior
  • New interior
    New interior
  • Copenhagen Central Station
    Copenhagen Central Station

See also

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References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Øresundståg

View on Grokipedia
from Grokipedia
Øresundståg is a cross-border regional network operating between and , connecting the with southern Swedish cities including , , and extending services to , , and across six counties. Launched in 1999 to coincide with the development of integrated rail infrastructure, the system expanded significantly with the 2000 opening of the and tunnel, enabling seamless hourly services over the 16-kilometer crossing and promoting economic ties between the two nations through reliable . The network encompasses 46 stations and utilizes a fleet of 111 Bombardier-manufactured Contessa-class trains designed for bi-national operations, with current services handled by under contracts from Danish and Swedish regional authorities; VR Sverige is scheduled to assume operations starting December 2025 following a competitive tender. While facilitating over 20 million annual passengers and supporting cross-border labor mobility, Øresundståg has encountered operational disruptions from constraints and shifting operator contracts, underscoring the complexities of transnational rail coordination.

History

Establishment and Launch (1999–2000)

The Øresundståg regional network was formed as a collaborative initiative between Danish and Swedish rail authorities to integrate rail services across the newly constructed Øresund fixed link, comprising a bridge-tunnel structure with dedicated railway tracks. The , approved in 1991 and commencing in 1995, reached completion in 1999 at a of approximately 19.6 billion Danish kroner (equivalent to about 2.6 billion euros). This development aimed to enhance connectivity between the capitals of Copenhagen and Malmö, reducing travel time and fostering economic ties in the transnational Øresund Region. Operations launched on July 1, 2000, synchronized with the official opening of the to rail and road traffic. Initial services, jointly managed by Danish State Railways (DSB) and (SJ), prioritized high-frequency commuter routes linking to , with trains crossing the 16-kilometer link in about 15-20 minutes. The network's ownership resides with six southern Swedish regional transport authorities—Blekinge, , Kronoberg, Skåne, , and Västra Götaland (via Västtrafik)—which coordinated the service to extend beyond the border into regional Swedish lines. Early implementation emphasized seamless integration without border stops, leveraging standardized ticketing and signaling systems compatible with both national networks. By late 2000, extensions incorporated services to , , and , establishing Øresundståg as a foundational element of cross-border mobility with initial daily frequencies of up to 100 trains in peak hours on the core Copenhagen-Malmö corridor. This launch capitalized on the bridge's dual-track railway capacity, designed for electric multiple units capable of operating under both Danish 25 kV AC and Swedish 15 kV AC standards.

Early Operations and Initial Challenges (2000–2008)

The Øresundståg regional train services launched on July 1, 2000, coinciding with the inauguration of the Øresund fixed link connecting Copenhagen Kastrup Airport in to in . Initially operated as a joint venture between Danish State Railways (DSB) and (SJ), the services provided frequent cross-border connections, with trains running every 20 minutes between Copenhagen and Malmö during peak periods to capitalize on the new infrastructure's capacity for integrated rail operations. These trains utilized purpose-built electric multiple units compatible with both Danish 25 kV AC and Swedish 15 kV AC electrification systems, enabling seamless transnational travel without changes. Early operations saw rapid growth in ridership, with rail traffic volumes across the tripling within the first five years post-opening, driven by enhanced regional connectivity and commuter demand between the Danish capital region and . However, integration challenges emerged due to discrepancies in national railway standards, including Danish (ATC) signaling requirements and door mechanisms, which caused operational friction on shared routes. Punctuality was further strained by bottlenecks, such as single-track sections and capacity limits on the bridge's rail , leading to cascading delays particularly during peak hours. In December 2005, DSB transferred its operations to DSBFirst, a joint entity with UK-based , to streamline management and introduce private-sector efficiencies amid rising costs. This transition initially aimed to boost service reliability but instead amplified difficulties, as DSBFirst encountered escalating operational expenses from , , and technical adaptations for cross-border compliance. By 2008, financial shortfalls prompted DSBFirst to seek additional subsidies, highlighting underestimations in budgeting for variable demand and unforeseen repair needs on aging fleet components like doors and signaling interfaces. Delays averaged several minutes per service, with cancellation rates elevated on the Danish network due to these systemic issues, eroding passenger confidence despite overall traffic expansion.

Operator Transitions and Reforms (2009–2023)

In January 2009, DSBFirst—a joint venture between Danish State Railways (DSB) and the British transport firm —assumed responsibility for operating Øresundståg services across the network, following a 2007 decision by Danish and Swedish transport authorities to consolidate operations under a single entity for improved coordination. This transition aimed to streamline cross-border services amid growing demand, with DSBFirst handling routes from to , , and beyond into . By March , DSBFirst faced severe financial difficulties, reporting mounting losses that threatened and operational disruption, prompting intervention by Danish and Swedish transport ministries. To avert , authorities negotiated a new, higher- contract with (later rebranded as ), which took over DSBFirst's Swedish operations by mid-, while DSB retained control on the Danish side; this emphasized financial safeguards in future tenders, including stricter performance bonds and audits. Simultaneously, SJ—Sweden's state-owned operator—stepped in with a short-term agreement from to stabilize services post-DSBFirst, operating under transitional terms until longer contracts could be tendered. In 2017, Danish and Swedish authorities reformed the operational model by splitting Øresundståg contracts along national lines, allowing independent tendering for Danish (primarily DSB-managed) and Swedish segments to enhance competition, reduce cross-border coordination risks, and address past financial vulnerabilities exposed by DSBFirst's failure. Under the Swedish tender awarded in May 2019, SJ secured an eight-year contract (with a two-year extension option) starting December 2020, expanding its role to include maintenance of the fleet's 111 Adtranz X31 electric multiple units at a dedicated depot in Malmö, aiming to improve reliability and integrate operations more tightly. However, disputes arose over the contract's maintenance scope, leading authorities to terminate SJ's agreement early in April 2022; Transdev was then granted a two-year emergency contract from December 10, 2022, to maintain service continuity while a new tender proceeded, highlighting ongoing challenges in enforcing performance clauses amid rising operational costs and fleet aging. These transitions underscored reforms toward more granular risk allocation in contracts, such as segregating maintenance responsibilities and prioritizing operators with proven cross-border experience, though they also revealed persistent issues with cost overruns and inter-operator disputes in a binational framework.

Operations

Network Routes and Coverage

Øresundståg provides regional passenger train services across the , linking southern with the in via the and associated rail lines. The network encompasses three primary corridors originating from northern endpoints in Sweden—Göteborg, , and —and terminating in or Østerport in , facilitating cross-border connectivity for commuters and travelers. These services operate on electrified tracks, with trains crossing the 16-kilometer fixed link, which integrates rail and road infrastructure completed in 2000. The Göteborg line runs from Göteborg Centralstation through and to Central and København H, serving coastal and urban routes in Västra Götaland and counties before entering Skåne and . The Kalmar corridor connects via and to and , traversing Kronoberg and Kalmar counties with intermediate stops at stations such as Alvesta, , and Emmaboda. Similarly, the Karlskrona route extends from through and to the same southern destinations, covering with calls at Ronneby, , and . Shorter regional variants, such as those between , , and , supplement the main lines for denser local coverage. Coverage spans six southern Swedish counties—Blekinge, Halland, Kalmar, Kronoberg, Skåne, and Västra Götaland—along with the Danish Capital Region, encompassing a total of 46 stations as of the 2024 timetable. Key stations include Göteborg, Malmö Central, Helsingborg, Lund, Hässleholm, Växjö, and in Denmark: København H, Østerport, and Københavns Lufthavn (Copenhagen Airport). The network notably bypasses Burlöv station in Malmö until its reopening on December 10, 2023, after reconstruction, enhancing local access in Skåne. This configuration supports daily cross-border traffic, with services integrated into national rail systems while prioritizing regional connectivity between major urban centers like Göteborg (population over 580,000), Malmö (over 350,000), and Copenhagen (over 650,000).
LineNorthern EndpointKey Intermediate StationsSouthern Endpoint
West CoastGöteborgHalmstad, HelsingborgKøbenhavn H / Østerport
SmålandKalmarVäxjö, HässleholmKøbenhavn H / Østerport
BlekingeKarlskronaKristianstad, HässleholmKøbenhavn H / Østerport

Service Patterns, Timetables, and Frequencies

Øresundståg operates a network of regional passenger services connecting southern and eastern , with service patterns designed for commuter traffic, regional travel, and cross-border integration via the . Core services emphasize frequent shuttles on the Malmö–Copenhagen route, supplemented by longer-distance lines extending into Sweden, such as Göteborg–Halmstad–Helsingborg–Malmö–Copenhagen, Kalmar–Växjö–Hässleholm–Malmö–Copenhagen, and Karlskrona–Kristianstad–Hässleholm–Malmö–Copenhagen, alongside shorter intra-regional links like –Malmö–Copenhagen. These patterns prioritize bidirectional connectivity without mandatory border changes, though trains adhere to differing and signaling standards on each side of the bridge. On the high-volume Malmö–Copenhagen corridor, which includes stops at (Kastrup), trains run every 20 minutes during peak hours (roughly 6:00–9:00 and 15:00–18:00 on weekdays) and every 30 minutes off-peak, providing up to 63 daily departures in each direction. Extended routes maintain lower frequencies, typically hourly during daytime operations, with services from Göteborg or eastern Swedish cities like operating 8–12 times daily on weekdays, reducing on weekends to focus on core segments. Operations generally span 5:00 to 24:00, with no dedicated night services; early and late trains align with regional demand peaks. Timetables for the 2024–2025 period (valid 15 December 2024 to 13 December 2025) are coordinated across operators DSB and SJ, incorporating adjustments for maintenance or disruptions, accessible via official booking tools for real-time verification. Weekend schedules often curtail longer routes, limiting Göteborg–Copenhagen services to daytime hours with 30–60 minute headways, while intra-Øresund frequencies remain stable to support and . Frequencies reflect empirical demand data, with cross-bridge capacity prioritized at 3–6 trains per hour during peaks to balance limits and loads exceeding 1,000 per hour in both directions.

Ticketing, Fares, and Integration

Tickets for Øresundståg services are purchased through the operator's website (oresundstag.se), regional apps such as Skånetrafiken, ticket vending machines at stations including Central and , or authorized points of sale like in ; onboard purchases are not permitted. Available ticket types include single-journey fares, Resplus tickets for occasional or longer trips, rechargeable travel funds, and period-based cards for frequent commuters. Electronic tickets in apps must be activated prior to boarding, with validity displayed on the device. Fares operate on a fixed-price, zone-based system determined by distance and regional authorities, with unlimited availability and no or advance discounts; prices remain consistent regardless of purchase timing. For example, a single ticket from to typically costs around 80 DKK (approximately €11 as of recent data), while longer routes like to involve multiple zones and higher fares scaled accordingly. Cross-border Øresund Tickets, available via DSB for travel from Greater (zones 1-99) to stations in southern , cover specific journeys and can be compared by route on DSB platforms. Reservations are not required, as trains sell open tickets valid for any departure on the same line within the ticket's timeframe (e.g., 3 hours from departures), though optional seat reservations exist for a portion of seats in first and second class. Integration with broader public transport systems enhances connectivity across the . In , Øresundståg tickets include access to local city buses for 1 hour before and after train travel, and are fully compatible with Skånetrafiken's zonal network covering buses, trams, and regional trains in Skåne. In , tickets extend validity all day within F+L zones 1, 3, and 4, encompassing S-trains, Movia buses, , and Harbor Bus services. Cross-border tickets facilitate seamless multimodal trips, such as combining Øresundståg with local services in or without additional fares, though travelers must ensure zonal coverage matches their itinerary; Skånetrafiken apps, for instance, allow purchase of tickets valid for Øresundståg extensions to . This zonal supports efficient regional mobility but requires verification of specific route coverage, as fares vary by starting zone and destination.

Rolling Stock

Current Fleet Composition

The Øresundståg fleet comprises 111 electric multiple units (EMUs), designated as class X31K in and class ET in , all deployed across the network. These units form the exclusive for the service, enabling cross-border operations between and . Each standard trainset consists of three coupled carriages, labeled 11 through 14, providing 229 seats in total. For or longer routes, up to three trainsets can be coupled together to increase capacity. The fleet's uniformity supports consistent service patterns, with maintenance handled jointly by Danish State Railways (DSB) and the Swedish operator, though operations transition to VR Sverige AB from December 2025 without altering the .

Technical Specifications and Adaptations

The Øresundståg fleet consists of 111 identical three-car electric multiple units (EMUs) designated class ET in and X31K in , manufactured by as part of the Flexliner family. Each trainset measures 79 meters in length and weighs approximately 157 tonnes, with a power output of 2,300 kW enabling a top speed of 180 km/h. The units feature a Bo'Bo'+2'2'+Bo'Bo' on standard 1,435 mm gauge tracks and provide 229 seats, with the capability to couple up to three sets for higher capacity operations. These trains incorporate dual-voltage electrical systems compatible with Denmark's 25 kV 50 Hz AC and Sweden's 15 kV 16.7 Hz AC overhead lines, facilitating seamless cross-border travel without power interruptions. Designed from inception to meet both Danish and Swedish technical, safety, and standards, the includes adaptations such as compatible signaling interfaces and structural compliance for the Bridge's specific loading and aerodynamic requirements. The middle car features low-floor design for enhanced wheelchair accessibility, with wider interior space and dedicated areas for assisted boarding.

Border Controls and Security

Implementation of ID Checks

Swedish police authorities implement identity (ID) checks on Øresundståg trains traveling from to primarily at Hyllie station in , the first stop after crossing the . Officers board the train during an extended dwell time of 5–10 minutes, systematically verifying passengers' documents by moving through the cars. Valid identification, such as a or national ID card, is required for all passengers, with non-compliance potentially leading to denial of entry, removal from the train, or referral for further processing. These onboard procedures, formalized since early 2016 in response to migration pressures, allow passengers to remain seated without disembarking, unlike initial setups that occasionally required train changes or pre-boarding verifications in . Checks are selective or routine depending on threat levels, with extensions authorized under Schengen rules for internal security, as seen in the current regime valid through November 11, 2025. Random verifications may occur elsewhere, but Hyllie remains the focal point to minimize disruptions while ensuring compliance. The process integrates with broader EU systems, including the Entry/Exit System (EES) launched October 12, 2025, which automates tracking of non-EU nationals but does not alter the manual ID verification for Øresundståg intra-Schengen travel. Delays from these checks average several minutes per train but can extend if high-risk individuals are identified, prompting coordination with Danish authorities for returns if needed. No equivalent routine checks apply in the reverse direction, though Denmark maintains temporary controls from Sweden amid ongoing security concerns.

Reasons, Evolution, and Operational Impacts

The implementation of border controls on Øresundståg services stemmed primarily from Sweden's response to the , during which the country received over 160,000 asylum applications, many routed through via the . To curb irregular migration and undocumented entries, Swedish authorities initiated police checks on trains entering from starting November 12, 2015, marking the first large-scale border controls in two decades despite prior passport-free travel under the and . These measures evolved from ad hoc police verifications to formalized requirements effective January 4, 2016, mandating valid photo identification for all passengers on trains, buses, and ferries crossing from to , with transport operators facing fines of 50,000 Swedish kronor per undocumented traveler to enforce compliance. Initially temporary for six months, the controls were repeatedly extended amid persistent migration pressures and security concerns, briefly lifted in May 2017 due to declining arrivals but reimposed and prolonged thereafter, including during the and into 2025 for ongoing threat assessments. By 2023, Swedish police continued routine ID verification at inner borders like Hyllie station or onboard Øresundståg trains, reflecting a shift toward normalized scrutiny rather than exceptional crisis response. Operationally, the controls disrupted Øresundståg's seamless cross-border service, introducing mandatory stops for identity verification that extended typical Malmö-Copenhagen journeys from 35 minutes to over an hour, with commuters facing average delays of 45 minutes during peak implementation in early 2016. Fears of operator fines prompted service reductions, including cancellations of up to 20% of trains by December 2015 and lower frequencies thereafter, as companies like DSB prioritized compliance over capacity. This affected daily ridership, particularly the 40,000-50,000 cross-border commuters, increasing costs for additional staffing and scheduling adjustments while reducing overall efficiency and punctuality on the network. Denmark's reciprocal tightening of controls in August 2024, driven by spillover gang violence from Sweden, further compounded bidirectional delays, though Swedish inbound checks remained the primary bottleneck for Øresundståg operations.

Performance and Criticisms

Reliability Issues and Delays

Øresundståg services have experienced persistent reliability challenges, including frequent delays and cancellations, attributed to limitations, technical failures, and operational bottlenecks. In 2018, approximately 20 percent of Øresund trains were delayed, according to an analysis by Ramböll citing Danish Ministry of Transport statistics, reflecting higher disruption rates compared to domestic networks. Earlier data from 2014 indicated delay rates of 12.5 percent for trains originating in and 12.8 percent from , processed from operator and Trafikverket records. These figures underscore a pattern of subpar , with 2013 reporting 90.5 percent on-time performance for Øresund operations, lagging behind targets in comparable systems. Infrastructure maintenance has exacerbated delays, particularly on the and connecting lines prone to wear from high traffic volumes. In April 2025, track degradation prompted service reductions and speed restrictions, resulting in longer journey times and commuter disruptions across the bridge. Track replacement works commenced on May 27, 2025, with anticipated delays during the multi-week project affecting cross-border routes. Swedish punctuality stood at 87.1 percent for arrivals within five minutes of schedule in 2024, but Øresundståg's cross-border complexity, including varied routing in southern , has contributed to poorer outcomes on the Danish side. Technical issues, such as electricity supply failures (elfel), have been recurrent causes of prolonged delays, often cited in passenger reports from routes like Malmö-Copenhagen Airport. Weekend services between , Malmö, and have drawn specific criticism for unreliability, with frequent cancellations and overcrowding compounding disruptions. Operator responses include a compensation scheme offering refunds for delays exceeding , applicable to non-Resplus tickets, acknowledging systemic vulnerabilities. Despite these measures, user satisfaction remains low, as evidenced by a rating of 1.3 from over 280 reviews highlighting consistent operational shortcomings.

Financial Problems and Cost Overruns

The operation of Øresundståg by DSBFirst, a between Danish State Railways (DSB) and UK-based , encountered severe financial difficulties from 2009 onward, culminating in the termination of its contracts in 2011. In March 2011, DSBFirst disclosed significant financial strain, prompting multiple firms to bid for takeover of the services linking and in with , , and in . DSBFirst Danmark reported a 2011 deficit of 294 million Danish kroner, while its Swedish counterpart recorded losses of 387 million Swedish kronor, driven by operational shortfalls and underestimated costs on the cross-border routes. A analysis projected cumulative operating losses (EBIT) exceeding 1.5 billion Danish kroner for the period 2011–2017 if contracts continued, attributing overruns to shortfalls, elevated expenses, and inefficiencies in the subsidized model where authorities covered deficits but operators faced escalating liabilities. On the Swedish segment, deficits were particularly acute, with 2010 results showing 24 million Danish kroner in losses before accounting adjustments that temporarily masked the underlying issues through reclassifications. These problems led DSB to allocate 725 million Danish kroner to resolve DSBFirst's debts, while FirstGroup contested responsibility, highlighting disputes over cost allocation in the . The Danish side struggled with service delivery failures amid rising expenses, whereas Swedish operations hemorrhaged funds due to lower-than-expected ridership and higher infrastructure-related costs, exacerbating the venture's . By mid-2011, the overall Øresundståg economics reflected a 1.5 billion Danish kroner shortfall, forcing DSBFirst to surrender Swedish contracts and avert through authority intervention. Subsequent operators, including (now ), assumed control from late 2011, stabilizing finances through restructured bids and improved cost controls, though the episode underscored vulnerabilities in cross-border rail concessions reliant on fixed subsidies amid variable demand and maintenance burdens.

User and Stakeholder Criticisms

Passengers have frequently criticized Øresundståg for persistent technical failures, including electrical faults (known as "elfel" in Swedish) and switch malfunctions, which lead to prolonged delays and cancellations. User reviews on platforms like , aggregating over 280 submissions as of late 2025, rate the service at an average of 1.3 out of 5 stars, with complaints emphasizing that such issues occur "all the time" and strand passengers, sometimes for hours. These problems have been attributed to aging infrastructure and insufficient maintenance, exacerbating unreliability for commuters reliant on hourly services across the . Overcrowding represents another major grievance, particularly during peak hours, where short train formations fail to accommodate demand, leaving for hundreds of passengers. Commuters in and have reported trains becoming "crammed full" without available seats, worsened by uneven passenger distribution from competing high-speed services like SJ, which use to fill faster options first. Local stakeholders, including daily cross-border workers, argue this reflects an undersized network unable to handle surge periods, leading to missed connections and productivity losses. Service disruptions at border controls have drawn ire for disorganization, with passengers citing unready manifests, luggage mishandling, and ID check bottlenecks that compound delays. Tourists and infrequent travelers, in particular, warn against relying on Øresundståg for time-sensitive itineraries due to these systemic shortcomings, describing the experience as falling below expectations for in . Staff shortages further amplify issues, as noted in multiple reviews, hindering efficient handling of faults or passenger assistance. While some operators report overall satisfaction rates around 75% in internal surveys, independent user feedback underscores a gap in perceived for essential cross-border mobility.

Impact and Achievements

Economic and Regional Integration Benefits

The Øresundståg regional train service has significantly enhanced labor market integration across the Strait by enabling high-frequency cross-border commuting, primarily from to , where wage differentials incentivize Swedish workers to access 's higher-paying jobs. In 2024, daily train journeys across the bridge reached a record 41,000, contributing to an integrated binational labor market of approximately 19,000 regular commuters between the two countries (including minor boat usage), with numbers continuing to grow due to the service's reliability and 20-30 minute travel times between and compared to over an hour by pre-bridge ferries. This mobility expands the effective labor pool for Danish firms, reduces regional —particularly in the Danish area, which experienced near-zero rates in the early post-bridge years—and allows cost-conscious to reside in more affordable Swedish housing while working in , fostering gains through efficient . Economically, the service supports a larger by pooling talent and consumers across borders, yielding broader regional benefits such as elevated trade volumes and GDP growth; Danish-Swedish trade in the area stands 25% above counterfactual estimates without the fixed link, partly attributable to facilitated and coordination enabled by passenger rail. Since the bridge's 2000 opening, the region's real GDP has risen 24%, marginally outpacing the average of 23%, with rail's role in sustaining commuter flows credited for amplifying agglomeration economies in high-tech and service sectors concentrated around and . These effects stem from reduced transport barriers, which lower effective commuting costs and enable daily economic interactions that pre-link ferries and roads could not support at scale, though benefits accrue asymmetrically, with capturing more from inbound Swedish labor than vice versa. In terms of , Øresundståg underpins the Øresund Region's emergence as Europe's first major cross-national outside core , promoting joint planning, clusters, and policy coordination between Danish and Swedish authorities to leverage combined populations exceeding 4 million for competitive advantages in knowledge-based industries. The service's —featuring bi-voltage trains and unified ticketing—has normalized binational daily life, stimulating cross-border , (with easier access to cultural sites), and educational exchanges, while official analyses emphasize rail's necessity for achieving traffic volumes that sustain such integration without overwhelming road capacity. Despite occasional capacity constraints, these dynamics have solidified the region as a model of causal economic linkage via , where reliable rail service directly correlates with sustained cross-border flows essential for long-term cohesion.

Social Connectivity and Usage Statistics

Øresundståg facilitates cross-border travel between and , supporting daily for thousands in the , which encompasses over 4 million inhabitants across , , and surrounding areas. The service primarily serves commuters leveraging wage disparities, with many Swedish residents in lower-cost Skåne commuting to higher-paying jobs in , thereby integrating labor markets and enabling bidirectional flows of workers, students, and travelers. This connectivity has contributed to knowledge spillovers, as cross-border commuters transfer skills and innovations between the two countries, enhancing regional . In 2023, Øresundståg recorded a peak of 13.3 million cross-border passengers, a 15.6% rise from the prior year, reflecting recovery from disruptions and sustained demand for efficient rail links. This volume translates to roughly 36,000 daily train trips across the , underscoring the service's role as the dominant mode for passenger rail transit in the region. Usage patterns show peak loads during morning and evening rush hours, with trains often operating at or near capacity; for instance, in 2021, select weeks saw over 161,000 passengers on cross-border routes amid post-restriction rebounds. Cross-border commuting statistics highlight Øresundståg's centrality to social ties: in 2020, approximately 15,161 individuals commuted from Sweden to the Danish portion of the region, with many relying on these trains due to their frequency and direct bridge access. Swedish-to-Danish flows dominate, driven by economic incentives—commuters added an estimated 740 million EUR in annual value to Denmark's economy through labor contributions. The service also supports specialized sectors, such as around 1,800 Swedish residents commuting to Danish healthcare roles, fostering interpersonal networks that extend beyond economics to cultural exchange and family linkages across the border.
YearCross-Border Passengers (millions)Notes
202313.3Record high; 15.6% increase year-over-year
2020~11.5 (estimated pre-increase)Impacted by restrictions
These figures demonstrate Øresundståg's evolution from a supplementary link to a vital for regional cohesion, though external factors like checks have periodically influenced patterns by adding delays without fully deterring usage.

Environmental and Efficiency Considerations

Øresundståg services operate exclusively on electric trains powered by 100% renewable electricity sources, including solar, , , and , certified annually by the Swedish Society for Nature Conservation under its Good Environmental Choice label. This reliance on green electricity minimizes direct from operations, with studies estimating average CO2 emissions at approximately 7 grams per passenger-kilometer under Nordic grid conditions, potentially approaching zero when accounting for fully renewable inputs. The service contributes to regional emission reductions by facilitating modal shifts from private vehicles and ; official comparisons indicate that emissions from a single journey equate to those of 243 equivalent journeys, assuming average occupancy and load factors. via Øresundståg thus lowers per-passenger CO2 output by factors of 5 to 10 compared to cars and up to 90% relative to short-haul flights for similar routes, while alleviating road congestion, traffic noise, and urban . Efficiency measures include smart driving systems optimized for and the use of eco-labeled cleaning agents, supporting an overall 8% reduction in per Transdev's operations starting in 2020. The fleet's specific energy use stands at around 0.069 kWh per passenger-kilometer, enhanced by electric multiple-unit design with capabilities inherent to modern EMUs like the X31K/ET class. These factors, combined with high-frequency scheduling and capacity for up to 300 passengers per unit, promote resource-efficient cross-border mobility, with trains maintaining a 30-year lifespan through periodic upgrades. The operator adheres to certified environmental management systems such as ISO 14001, ensuring ongoing scrutiny of impacts like waste and auxiliary fuel use in replacement vehicles, limited to biofuels without derivatives.

Future Developments

Upcoming Operator Changes

In October 2024, the Øresundståg committee awarded a five-year operating contract to VR Sverige AB, a of the Finnish state-owned , for the regional services across the , effective from December 2025 through the end of 2030. This transition replaces the current temporary operator, , which assumed responsibility in late 2022 following the early termination of the prior contract with due to performance issues. The new agreement, valued at approximately €105 million annually, encompasses train operations and maintenance for routes connecting southern Sweden () with and other Danish destinations via the and tunnel. VR Sverige outbid competitors including and in a competitive tender process prioritized by the Øresundståg committee for improved reliability, customer satisfaction, and integration with new expected in the coming years. This operator shift aligns with broader efforts to stabilize cross-border services amid past disruptions, though the short five-year term reflects anticipation of further infrastructure upgrades and potential re-tendering upon introduction of upgraded fleet. No immediate service alterations have been announced, but VR Sverige plans to leverage its experience in regional operations to enhance punctuality and capacity on the high-volume corridor serving over 20 million passengers annually pre-transition.

Planned Infrastructure and Service Expansions

In response to anticipated growth in cross-border traffic, particularly following the expected 2029 opening of the Fehmarnbelt Tunnel, and are evaluating expansions to rail capacity across the Øresund strait, including potential new dedicated freight lines and additional passenger infrastructure to provide redundancy and handle increased volumes beyond the current setup's projected sufficiency until approximately 2050. Recent infrastructure enhancements supporting Øresundståg services include the December 2023 completion of Sweden's first four-track railway section between and , which raised daily capacity from 460 to 650 trains and alleviated bottlenecks on the busiest southern route. Ongoing upgrades, such as extensive track renewals on the itself as part of Sweden's record-scale rail maintenance initiative launched in 2025, aim to improve reliability and sustain higher service levels amid rising demand. The proposed Øresund Metro, under preliminary study phases as of 2021 with ongoing advocacy, envisions a or metro connection between and to supplement heavy rail services like Øresundståg, thereby optimizing bridge usage and enabling more frequent regional connectivity without overloading existing mainline tracks. Sweden's national plan for 2026–2037, currently in development, is expected to prioritize southern rail enhancements to prevent bottlenecks exacerbated by the bridge's aging and intermodal shifts. No firm timelines for service frequency increases specific to Øresundståg have been announced, constrained by signaling limits and platform lengths that currently cap operations at up to six trains per hour.

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