Stockholm Metro
| Company type | Public rapid transit |
|---|---|
| Industry | Public transportation |
| Founded | 1950 |
| Headquarters | Stockholm , Sweden |
Area served | Stockholm County, Sweden |
| Products | Rapid transit services |
| Owner | Region Stockholm (via Storstockholms Lokaltrafik) |
| Parent | Storstockholms Lokaltrafik (public transport authority) |
| Website | sl |
The Stockholm Metro () serves as the rapid transit network for Stockholm, the capital city of Sweden. Launching in 1950, it holds the distinction of being the first metro system established in the Nordic region. The network currently consists of three lines encompassing 100 stations, with 47 located underground and 53 situated above ground. Ownership rests with Region Stockholm, managed through Storstockholms Lokaltrafik, which functions as the public transportation authority for Stockholm County. It remains the only metro system operating within Sweden.
The metro’s three lines—designated by colours: Green, Red, and Blue—comprise seven distinct routes terminating at various endpoints. All routes converge centrally, creating a highly centralized transit system. The main interchange station is T-Centralen, where every line intersects; other key transfer points include Fridhemsplan metro station, Slussen metro station, and Gamla stan metro station. Planned developments involve extending the Blue Line northwestward, anticipated to be completed by 2027, southern extensions expected around 2030, and a new Yellow Line with construction slated to begin in 2025.
In 2019, the Stockholm Metro accommodated 462 million passengers, averaging roughly 1.27 million riders daily. Since November 2009, operations have been handled by MTR Corporation, with this agreement set to conclude by late 2024. Ticketing services are overseen by SL and offer multiple purchasing methods including mobile apps, rechargeable cards, contactless payments at station gates, staffed counters, and selected retail outlets; traditional ticket vending machines were discontinued in 2022.
Often referred to as 'the world’s longest art gallery,' the Stockholm Metro showcases artistic works in over 90 stations. These installations feature a variety of mediums such as sculptures, mosaics, paintings, and light displays created by more than 150 artists.
Pre-Metro Era
During the late 1800s, Stockholm’s suburban areas expanded alongside local railways such as Djursholmsbanan and Saltsjöbanan. By the turn of the century, electrified trams had reached the city centre. By 1915, Stockholms Spårvägar (SS) was operating an increasingly extensive tram network that included new suburban routes as districts like Bromma and Brännkyrka were incorporated into the city. With continued suburban expansion anticipated, it became evident that tram systems would be insufficient for future transportation needs, leading to proposals for underground railways. City planners looked to established metro systems in metropolises such as London, Paris, and New York for inspiration. Throughout the 1920s, Stockholm undertook several studies on this matter. In 1930, a traffic committee was formed by the city council under councilor Yngve Larsson to address significant transportation challenges facing the city.
The Inaugural Tunnel
The first step towards establishing an underground transit system was the Södertunneln tram tunnel beneath Södermalm.Cite error: The opening <ref> tag is malformed or has a bad name Construction commenced in the fall of 1931, following approval on 30 March 1931, which was based on the 1930 Traffic Committee’s recommendations.Cite error: The opening <ref> tag is malformed or has a bad name The project, costing 4.5 million kronor, was completed and opened on 30 September 1933.Cite error: The opening <ref> tag is malformed or has a bad name Södertunneln comprised three stops: Slussen, Södra Bantorget (currently Medborgarplatsen), and Ringvägen (now Skanstull). The stations were designed by architect Holger Blom, who took inspiration from Berlin’s U-Bahn.Cite error: The opening <ref> tag is malformed or has a bad name Operating as a premetro line integrated with existing tram networks, this tunnel was the first to introduce the term "Tunnelbanan" and featured station entrances marked by a circled "T".Cite error: The opening <ref> tag is malformed or has a bad name
Concepts for a Comprehensive Metro System
During the 1930s, shifts in Stockholm’s political and economic environment led to municipal plans promoting suburban multi-family housing. Amid discussions, a metro system gained favor as an effective response to both the housing shortage and inner-city traffic congestion. In 1941, Stockholm City Council authorized the development of a large-scale metro network based on earlier traffic committee proposals that envisioned extending tram lines through tunnels connecting vital city districts.
Early Construction Phase
Official metro construction kicked off in 1944 with efforts concentrated on extending Södertunneln southward beyond Gullmarsplan. Multiple lines were constructed to premetro specifications, including routes from Kristineberg to Islandstorget via the new Tranebergsbron bridge; Skanstull to Blåsut crossing the Skanstullsbron bridge; and Telefonplan to Hägerstensåsen. A population study conducted in 1944 led to increased capacity plans: the section between T-Centralen and Slussen was designed with four tracks instead of two, while platform lengths were extended from six-car (100 meters) to accommodate eight-car trains (145 meters).
Complete Metro System
The metro’s initial segment launched on 1 October 1950, converting the Slussen to Hökarängen route from tram operation to full metro service. By 1952, a second line linked Hötorget with western suburbs. In 1957, these segments were connected through a new line running between Hötorget and Slussen that included T-Centralen—located adjacent to Stockholm Central Station—and Gamla stan stations. This connection formed the Green Line, which expanded significantly throughout the 1950s.
The Red Line began operation in 1964, running from T-Centralen through Liljeholmen towards Fruängen and Örnsberg in the southwest. It continued expanding until 1978, reaching Mörby centrum via a bridge over the Stocksundet strait. The Blue Line opened in 1975 with two northwest branches originating from the city center; it is characterized by extensive tunneling due to more rigorous construction requirements and remains predominantly subterranean. The network’s newest station, Skarpnäck, was inaugurated in 1994.
Stations
Stockholm’s metro system includes 100 stations, 47 of which are underground. One station, Kymlinge, was constructed but has never been put into service. The original surface-level station at Bagarmossen was replaced by a new underground facility prior to extending service to Skarpnäck metro station.
The metro is renowned for its artistic station designs, particularly along the Blue Line where exposed natural bedrock is integrated into the aesthetic concept.
Lines
Since the late 1970s and officially adopted in the 1990s, the system has identified its routes by color-coded lines: "Blue line," "Green line," and "Red line." These names stem from the colors used on the trains—blue for the newest models, green for older ones, and red or orange to distinguish routes on transit maps.
Green Line
The Green line (Tunnelbana 1) consists of three branches encompassing 49 stations, with 12 located underground and 37 above ground, covering a total distance of 41.3 km. It began operation on 1 October 1950 and handles approximately 451,000 passengers on an average weekday (amounting to 146 million annually as of 2005).
Red Line
Comprising two branches, the Red line (Tunnelbana 2) includes 36 stations—20 subterranean and 15 at surface level—stretching over 41.2 km. Opened on 5 April 1964, it serves around 394,000 daily riders (128 million yearly in 2005).
Blue Line
The Blue line (Tunnelbana 3) features two routes with a total of 20 stations, nearly all underground except for one elevated stop, spanning 25.5 km. Operational since 31 August 1975, it accommodates about 171,000 passengers each day (55 million annually in 2005). Service runs from 05:00 to 01:00 daily, with extended nighttime service on weekends. Trains arrive every ten minutes during daytime hours, increasing to intervals of five to six minutes during peak periods and as frequent as every two to three minutes in central segments.
The metro system includes four transfer points—T-Centralen, Slussen, Gamla Stan, and Fridhemsplan—but does not operate any circular lines. However, Stockholm is served by a semi-circular light rail route (Tvärbanan). Most stations are situated in suburban areas, with the network’s hub at T-Centralen where all lines intersect.
In earlier periods, additional route numbers were assigned for peak or partial services.
| Line | Route | Duration | Distance | Stations (within "innerstan") |
|---|---|---|---|---|
| align="center" style="color: white; background-color: #Template:Rail color" | 10 | Kungsträdgården – Hjulsta | 23 min | 15.1 km (9.4 mi) | 14, (5) |
| align="center" style="color: white; background-color: #Template:Rail color" | 11 | Kungsträdgården – Akalla | 22 min | 15.6 km (9.7 mi) | 12, (5) |
| align="center" style="color: white; background-color: #Template:Rail color" | 13 | Norsborg – Ropsten | 44 min | 26.6 km (16.5 mi) | 25, (10) |
| align="center" style="color: white; background-color: #Template:Rail color" | 14 | Fruängen – Mörby centrum | 33 min | 19.5 km (12.1 mi) | 19, (9) |
| align="center" style="color: white; background-color: #Template:Rail color" | 17 | Skarpnäck – Åkeshov | 43 min | 19.6 km (12.2 mi) | 24, (12) |
| align="center" style="color: white; background-color: #Template:Rail color" | 18 | Farsta strand – Alvik | 37 min | 18.4 km (11.4 mi) | 23, (12) |
| align="center" style="color: white; background-color: #Template:Rail color" | 19 | Hagsätra – Hässelby strand | 55 min | 28.6 km (17.8 mi) | 35, (12) |
The system links to the primary railway network through a connection track to Tvärbanan at Globen metro station, as well as a rail link from the Liljeholmen Tvärbanan stop to Älvsjö railway station for train deliveries and other operational needs.
Rolling stock
Stockholm's metro system currently utilizes two primary types of rolling stock: the SL C20 and SL C30. The older Cx series, encompassing models C1 through C15, was completely phased out by 2024 after serving for more than four decades.
The active fleet consists of 271 units of the SL C20 and 116 units of the SL C30. The Green Line operates exclusively with SL C20 trains, while the Blue Line predominantly uses the same model. The Red Line runs a combination of both train types. Maintenance facilities include depots such as Hammarby, Högdalen, and for the Green Line; Norsborg depot and Nyboda depot servicing the Red Line; and dedicated to the Blue Line.
Train configurations differ by model, with full trainsets roughly long and able to carry about 1,250 passengers, including seating capacities ranging from 290 to 380. Typically, SL C20 trains are formed by coupling two or three sets together, resulting in six- or nine-car formations, whereas SL C30 trains usually consist of two sets combined into an eight-car train. The retired Cx stock operated in six- or eight-car arrangements.
Certain stations on the Blue Line and a segment of the Red Line between Stadion and Mörby Centrum feature extended platforms designed to accommodate ten-car Cx trains. However, four-set formations of the longer SL C20 trains—which correspond to ten cars of the older Cx stock—generally exceed platform lengths except on the Blue Line (with the exception of Husby). On the Red Line, most platforms support only up to eight-car trains, restricting ten-car operations to six stations along the Stadion–Mörby Centrum stretch.
The naming convention for rolling stock reflects historical system classifications: 'A' indicates powered tram cars, 'B' designates unpowered trailers, and 'C' refers to metro cars. This nomenclature originates from the network’s evolution from a tramway into a rapid transit system.
C20
The C20 series (also known as C25 or C20U following refurbishment) consists of double-articulated trains measuring in length, in width, and in height, with a weight of . Each train runs on four bogies—two positioned beneath the central car and one under each end car—and provides seating for 126 passengers plus standing room for 288. Standard formations typically comprise three connected units. Manufactured between 1997 and 2004, these trains entered service starting in 1998.
A prototype version named C20F incorporates Bombardier's FICAS technology featuring a lightweight composite body with thinner walls, which increases standing capacity to 323 passengers. Unlike standard C20 units that have air conditioning only in driver cabs on the final 70 cars (numbers 2200-2270), the C20F is equipped with air conditioning throughout passenger compartments. Older non-air-conditioned cars are generally placed in middle sections or assigned to underground Blue Line routes during summer months due to reduced cooling requirements. Although sharing external dimensions with standard models, the C20F weighs .
After roughly two decades of operation, refurbishment of the entire C20 fleet commenced in November 2020 and concluded by 2024. These modernized trains, rebranded as C25, feature interiors aligned with those of newer C30 models along with various upgrades. By February 2024, all original C20 units had been fully refurbished.
C30
Introduced by Bombardier Transportation from 2018 onwards for the red line, the C30 represents a modern articulated train model. Its inaugural service date was August 11, 2020. These trains are configured as semi-permanent four-car sets featuring open gangways and two bogies per car, with two such sets coupled to form a complete train. To boost passenger capacity, seating arrangements combine longitudinal and transverse layouts, a concept previously applied in the C1 and refurbished C20 units.
Notably, the C30 is the first metro train in Stockholm equipped with air conditioning throughout both passenger areas and driver cabins. The total investment for this procurement amounts to roughly 5 billion Swedish kronor.
Cx (C1 - C15)
The term Cx encompasses the older series of trains from C1 through C15. The final operation of a Cx unit on Stockholm's metro occurred on February 10, 2024, utilizing a C14 train. The dimensions of C14 cars ranged from 17.62 to 17.88 meters in length, 2.8 meters in width, and 3.62 to 3.68 meters in height, with a weight of 29 metric tons each. Seating capacity was set at 48 passengers, with standing room for approximately 108 to 110 individuals. Models C14 and C15 were manufactured during the mid-1980s era. As of January 12, 2024, the C6, C14, and C15 classes have been officially retired.
| Class | Introduced | Withdrawn | Notes |
|---|---|---|---|
| C1 | 1950 | 1984 | Several units converted into C2 and C3 |
| C2 | 1950 | 1999 | Most numerous type with a total of 348 train sets produced |
| C3 | 1957 | 1999 | Operated exclusively mid-train without full driver cabs |
| C4 | 1960 | 2003 | First models featuring a driver's cab at only one end |
| C5 | 1963 | 1996 | Eight prototype units with unpainted aluminum bodies known as Silverpilen; equipped with sliding doors |
| C6 | 1970 | 2023 | Introduced modernized driver’s cabins |
| C7 | 1972 | 2004 | Prototype vehicles |
| C8/C8H | 1974 | 2004 | Four units adapted for Saltsjöbanan service in 2000 |
| C9 | 1976 | 2009 | |
| C12 | 1977 | 2001 | Constructed using technology from previous generations |
| C13/C13H | 1982 | 2003 | Some units rebuilt as C13H between 1995 and 1997 |
| C14 | 1985 | 2024 | Longest-operating model in the series; last service on February 10, 2024 |
| C14z | 1987 | 1999 | Prototype cars serving as test platforms for technology later incorporated into the C20 trains; only four built |
| C15 | 1985 | 2023 | Final variant within the Cx range alongside the C14 |
Safety and Technology
Stockholm’s metro system is powered electrically via a third rail supplying nominal voltages of 650 V DC on lines 13, 14, 17, 18, and 19, while lines 10 and 11 operate at a nominal voltage of 750 V DC. The trains run on the left-hand track consistent with Sweden’s mainline railway practice.
Top speeds reach up to on the Red and Blue Lines and up to on the Green Line (with platform speeds limited to ). The reduced speed limit on the Green Line is due to its tighter curvature resulting from cut-and-cover tunnel construction beneath city streets, contrasting with the deeper bored tunnels used by other lines. Acceleration and deceleration rates peak at approximately 0.8 m/s².
Two distinct safety systems are utilized: an older solution developed by Union Switch & Signal deployed on Red and Blue Lines, alongside a contemporary automatic train operation (ATO) system supplied by Siemens Mobility on the Green Line. The continuous signal safety mechanism transmits live data through antennas near the leading wheel axle to onboard systems, enabling automatic braking whenever speed limits are breached. Train operators receive speed information via displays—either speedometers featuring red indicators in newer trains or three-light signals in older models.
This safety setup allows trains to operate at close intervals while preventing collisions above certain speeds and ensures adherence to stop signals. ATO supports drivers by automating train movements; however, drivers maintain control over door operations and departure authorization. Presently, ATO is implemented solely on the Green Line, facilitated by signaling upgrades from the late-1990s and compatible rolling stock such as the C20.
Plans initiated by SL in 2010 to modernize Red Line signaling through a communications-based train control (CBTC) system supplied by Ansaldo STS were ultimately abandoned in 2017 after multiple delays hindered progress.
Graffiti
SL maintains a strict no-tolerance stance toward graffiti, ensuring that trains defaced by graffiti and affected stations are cleaned within a 24-hour timeframe. Since the mid-1980s, graffiti has posed an ongoing issue in the Stockholm metro, with earlier occurrences sometimes persisting for weeks or even months.
In 2018, graffiti-covered surfaces amounted to 166,475 square meters—roughly equivalent to 30 football fields. By 2020, expenses related to graffiti removal and vandalism repairs reached 192 million SEK (approximately €18 million), partly due to significant restorations such as replacing damaged windows.
In December 2019, law enforcement apprehended several frequent vandals known as "storklottrare," who were subsequently convicted in 2022 for widespread damage during 2018–2019. Their sentences varied from conditional fines to imprisonment terms of one to one and a half years, accompanied by damage compensation orders totaling nearly 2 million SEK (around €190,000). These prosecutions contributed significantly to curbing further graffiti incidents.
SL introduced additional preventive strategies including perimeter fencing, surveillance cameras equipped with radar technology, and accelerated cleaning procedures. By 2022, the extent of graffiti had diminished by 57% compared to 2018 levels, reducing to 72,904 square meters (approximately 13.5 football fields). Correspondingly, costs declined to 119 million SEK (circa €11 million), with the metro system showing the most pronounced improvement.
Art
The Stockholm metro is acclaimed as the "world's longest art gallery," showcasing artwork in 94 out of its 100 stations. More than 150 artists have contributed diverse creations such as sculptures, mosaics, paintings, light installations, and reliefs that are seamlessly incorporated into station architecture. Region Stockholm views this artistic presence as a means to enhance passenger safety and tranquility while reducing vandalism and facilitating navigation through unique station identities.
Pioneering artists Vera Nilsson and Siri Derkert advocated for embedding art within the metro system despite initial opposition centered on cost concerns and questions of relevance. By 1957, the Stockholm City Council endorsed an art initiative starting at T-Centralen.
The first major art projects emerged in the 1960s with Derkert’s feminist and peace-oriented engravings at Östermalmstorg metro station. During the metro expansion of the 1970s, immersive artworks appeared—such as the cave-like environment at Solna centrum metro station—addressing themes of urban growth and environmental awareness. In later decades, artistic themes broadened to include historical references and archaeological motifs at locations like Kungsträdgården metro station, alongside frescoes portraying human history at Rissne metro station.
Certain installations have generated public debate; for example, Liv Strömquist’s 2017 exhibition The Night Garden at Slussen metro station explored subjects like menstruation that challenged social taboos, eliciting both acclaim and criticism. SL reaffirmed its dedication to supporting a wide range of artistic expression.
Art continues to play a vital role in newer stations. Since 2015, public competitions have been held to select artists who work closely with architects and engineers to develop site-specific artworks reflecting local heritage or cultural narratives. At Barkarbystaden metro station, Helena Byström’s video installation pays homage to the area's military aviation history.
Urban myths
Since the metro system's launch in 1950, it has given rise to various urban myths, especially those involving supernatural elements within the horror realm. The most renowned tale is that of the Silver Train (Silvertåget), a phantom train painted silver, rumored to ferry souls to the afterlife. This story likely stems from the SL C5 aluminium prototype metro, nicknamed the "Silver Arrow" (Silverpilen), which operated mostly unpainted during nighttime hours.
Another well-known myth revolves around the incomplete Kymlinge metro station, constructed but never opened to the public. According to legend, it is a stop where only spirits disembark, frequently linked with the Silver Train, which purportedly halts solely at Kymlinge.
Ongoing expansions
In 2013, plans were set in motion to extend the metro network, with initial design work commencing in 2016 and revenue service anticipated by the mid-2020s. A subsequent agreement in 2017 propelled several public transit initiatives in Stockholm forward, including the introduction of a fourth metro line. These expansions—the first in four decades—will add 18 underground stations, raising the total station count to 113. This aligns with Stockholm Metro’s strategic approach that all new routes and extensions be constructed below ground.
Blue Line extension toward Nacka and southern suburbs
Starting at Kungsträdgården, a new stop at Sofia on Södermalm precedes a bifurcation: one branch will extend to Nacka with three additional stations, while the other will reach new subterranean platforms at Gullmarsplan before taking over the existing Green line branch to Hagsätra. Surface stations Globen and Enskede gård on this branch will be closed and replaced by a new underground station at Slakthusområdet. This modernization allows for increased service frequency on the Green Line branches to Farsta strand and Skarpnäck, which are currently limited by congestion at T-Centralen.
Blue Line extension to Barkarby Station
The Blue Line is planned to stretch northwest from Akalla to Barkarby railway station, passing through Barkarbystaden, a newly developed area located on the former Barkarby Airport site.
Green Line extension to Arenastaden
From Odenplan, the line will pass through the newly developed district of Södra Hagalund, concluding near both the Strawberry Arena and Westfield Mall of Scandinavia. The project is scheduled for completion by 2028. Originally named the Yellow Line following a 2014 competition, it was reclassified as a Green Line branch in May 2023; since then, the Yellow Line designation applies exclusively to the Fridhemsplan–Älvsjö corridor.
New depot facilities
To accommodate network expansion, Högdalen depot is undergoing enlargement with additional underground staging areas dedicated to servicing both Blue and Green lines. An underground connection will link this depot directly to the Green line’s Farsta branch.
Yellow Line
Since May 2023, the new automated route connecting Fridhemsplan and Älvsjö—passing through Liljeholmen, Årstaberg, Årstafältet, and Östbergahöjden (renamed to avoid confusion with the existing Östberga station)—has been officially designated as the Yellow Line.
Extension Toward Bromma Airport Area
Plans are currently being explored to extend either the Blue Line or the Green Line to serve a new district that will replace Stockholm Bromma Airport, which is slated for closure before 2038. A public consultation process is scheduled for autumn 2025, with a comprehensive report outlining potential route options expected by late 2026. Should political authorization be granted, construction might commence around 2035, targeting operational readiness by 2045.