X 2000

X 2000
Company type	Electric multiple unit train
Industry	Rail transport
Founded	1990
Founder	Kalmar Verkstad, Swedish State Railways (SJ), ASEA
Headquarters	Kalmar, Sweden
Products	High-speed tilting trains
Parent	SJ (operator)

X 2000, officially known as the X2, is an electric high-speed tilting train run by SJ in Sweden. It reaches a maximum commercial velocity of 200 km/h (124 mph) and has a design speed of 210 km/h (130 mph), with a recorded test speed peaking at 276 km/h (171 mph). Its primary routes include connections such as Stockholm to Gothenburg and Stockholm to Malmö and onward to Copenhagen.

The development of the X2 commenced in 1969 as a joint effort involving Kalmar Verkstad, Swedish State Railways (SJ), and ASEA. In 1986, SJ placed an initial order for 20 train sets; ASEA was responsible for the electrical systems while Kalmar Verkstad took charge of mechanical design and production. Ultimately, the total number of units manufactured reached 44.

Constructed in Kalmar, Sweden, the trains were introduced in 1990, initially offering only first-class accommodations that included meal service and complimentary fax facilities. Second-class seating was added in 1995. The fleet has been refurbished multiple times, with the most recent upgrade program underway since 2020.

Background and development

The X2 was created to tackle specific issues within Sweden’s rail infrastructure, which features many sharp curves due to the nation’s terrain. Given Sweden’s sparse population distribution, building dedicated high-speed rail lines was not feasible before 1990.

To address these limitations, engineers designed the X2 as a tilting train, allowing it to maintain speeds roughly 15% faster through curves without requiring extensive track modifications. This tilting mechanism enabled quicker and more comfortable journeys on existing railway lines.

The initiative began in 1969 through collaboration between Kalmar Verkstad, Statens Järnvägar, and Asea, with initial trials conducted during the 1970s.

Early testing phases involved modifying an X1 unit with a tilting body and adapting an X5 train for high-speed trials under the designation X15, which contributed valuable insights for the X2’s design. In August 1986, SJ commissioned Kalmar Verkstad and Asea to produce the first X2 trainsets.

Innovations in manufacturing introduced advanced welding methods and structural designs, resulting in a durable stainless steel body that absorbs collisions effectively while reducing corrosion and maintenance needs.

The X2 model has served as a foundation for later designs such as the C20 metro trains, Bombardier Regina, X31, Norway’s NSB Class 71, and the Bombardier Movia family.

Commercial operation of the X2 started on 4 September 1990 on the route between Stockholm and Gothenburg. Production concluded by early 1998.

Name

Within the classification system used by Swedish State Railways, electric multiple units () are identified with an initial "X". This naming convention applies to various SJ models including the X5 and X40, and is also adopted by other operators like SL for their commuter trains such as the X10 and local units like the X15p.

The X2 trainset is characterized by a heavy locomotive configuration featuring four axles, each bearing an axle load of 18.5 tonnes, delivering continuous power output of 3,260 kW (compared to the Rc locomotive's 3,600 kW). The official designation for this model is X2. Launched in 1990 initially as a marketing brand, "X 2000" has become synonymous with this train type. These trains were also operated under the Linx brand—a joint venture with NSB—without employing the X2000 name.

Since December 2011, SJ has marketed services using either X2 or X55 (also known as SJ 3000) trains under the brand SJ High-Speed Train (). The train is additionally referred to as SJ X2 or SJ2000.

Speed

The maximum velocity of the train is , achieved during a 1993 test run utilizing two power cars. However, in everyday operations, the speed is capped at due to limitations imposed by signalling systems and infrastructure, as well as the necessity to share tracks with conventional trains mostly running on lines dating back to the 19th century.

Although it does not rank among the fastest high-speed trains worldwide, the X 2000 shortens travel durations by 10–15%, positioning it as a viable competitor to air travel on numerous routes. Its average speed is approximately ; the quickest section, between Katrineholm and Skövde (), takes 1 hour and 2 minutes, resulting in an average speed of .

SJ considered lengthening the train by adding extra cars and a second locomotive. The train is capable of halting within from , demonstrating its strong safety capabilities.

Former lines and services

Between 2000 and 2004, seven trains operated by Linx served the trans-European corridors Oslo–Gothenburg–Malmö–Copenhagen and Oslo–Stockholm. Linx was a joint venture between SJ and Norway’s NSB but was discontinued when SJ redirected efforts toward more lucrative Swedish routes. Additionally, competition from budget airlines contributed to decreased passenger volumes on the slower Linx services.
In 2010 and 2011, X 2000 trains ran once daily between Stockholm and Odense for a limited period.
Following the introduction of X55 trains in 2012–2013, SJ reduced or halted X 2000 services on multiple routes. For instance, the Stockholm–Sundsvall line now features a single daily departure that stops at Arlanda and Uppsala, transitioning from X 2000 to X55 trains due to ERTMS signalling demands for the Umeå extension—a system not supported by X 2000 as of 2025.

Current lines and services

Stockholm–Gothenburg route includes stops at key stations such as Södertälje Syd, Katrineholm, Hallsberg, Skövde, Herrljunga, Alingsås, and Gothenburg. Not every train halts at all these stations. Since 2015, VR Snabbtåg Sverige (previously MTRX) has competed with SJ on this line; FlixTrain operated here from 2019 until 2024.
Stockholm–Oslo service calls at Södertälje Syd, Katrineholm, Hallsberg, Degerfors, Kristinehamn, Karlstad, Arvika before crossing into Norway with stops at Kongsvinger and Oslo S. Since December 2018, X 2000 trains have been temporarily replaced by locomotive-hauled stock and X55 units on this route due to Norwegian track maintenance. Some X 2000 trains still operate toward Karlstad.
Stockholm–Malmö line includes many trains continuing to Copenhagen with stops at Södertälje Syd, Norrköping, Linköping, Nässjö, Alvesta, Hässleholm, Lund, and Malmö. Copenhagen services call at both Copenhagen Airport and central stations. A short-lived daily connection to Odense ran during 2010–2011.
Gothenburg–Malmö route features one daily round trip operated by the X 2000.

2008 new high-speed trains

In 2008, SJ placed an order for 20 X55 Bombardier Regina units consisting of four coaches each to supplant X 2000 trains on routes with lower demand, particularly north of Stockholm along the Botniabanan. Delivered between 2012 and 2013, this acquisition enabled SJ to allocate X 2000 trains primarily to high-traffic corridors such as Stockholm–Malmö/Copenhagen and Stockholm–Gothenburg while deploying double-length X 2000 formations during peak periods.

Facilities

The trains include an onboard bistro offering a variety of snack-style meals. Since 1995, a second class service option has been available. Both travel classes are equipped with Wi-Fi connectivity and power outlets at every seat. Additionally, cellular signal boosters improve mobile phone reception throughout the train.

Initial Design

At launch, X 2000 carriages featured stainless steel bodies accented with blue and dark grey stripes, complemented by white, rounded fronts made from fiberglass-reinforced plastic.

First Major Overhaul

Around 2005, the X 2000 fleet underwent extensive modernization. This included installing electrical sockets at each seat, updating the upholstery, adding Wi-Fi capabilities, and repainting the exterior in grey—the standard color scheme adopted by SJ trains.

Second Major Overhaul

In January 2014, SJ announced an investment of 3.5 billion SEK aimed at refurbishing and re-powering the X 2000 trains to extend their operational lifespan by approximately 20 to 25 years. This upgrade was estimated to cost about one-third of purchasing new trains while also reducing environmental impact.

The contract for this modernization was awarded to ABB, ASEA’s successor and original manufacturer of the trains. ABB was responsible for upgrading key components including traction converters, transformers, battery chargers, train control systems, as well as passenger information and entertainment technology.

Following refurbishment, the trains received a new dark grey front design and interiors featuring redesigned seating that increased capacity by 15%. The update also included refreshed walls, ceilings, flooring, improved lighting, and a completely rebuilt bistro area. The interior redesign earned the Red Dot Design Award in 2020 for its cohesive use of color and lighting that creates a welcoming environment.

Although initially scheduled for introduction in 2019, the first of the refurbished X 2000 units entered service in November 2021.

Impact on the Railway

The introduction of X 2000 had a profound influence on both SJ and Sweden’s railway network. The faster and more efficient trains led to increased ridership and reduced operational expenses, contributing significantly to SJ’s return to profitability. Demonstrating the viability of rail travel within Sweden encouraged the government in 1991 to commit between 5 and 10 billion kronor annually towards rail infrastructure enhancements—a program that continues today. By the late 1990s, rail travel volumes exceeded those seen in the 1940s.

Since 1990, new connections such as the Øresund Bridge, Arlanda Airport link, and routes like Södertälje–Huddinge and Helsingborg–Lund have been established. The success of X 2000 played a crucial role in garnering public support for these projects. However, between 2000 and 2008, congestion on the Stockholm–Malmö corridor increased due to mixed traffic usage; as a result, the fastest services in 2008 were delayed by up to 21 minutes compared to those in 2000.

International Sales

Efforts to market the X 2000 abroad met with limited success despite demonstrations and trials across countries including Norway, Finland, Germany, Austria, France, China, Australia, Portugal, and the United States.

Between 1992 and 1993, Amtrak leased an X 2000 for testing and commercial service on its Northeast Corridor between New Haven and Washington DC. The train also toured extensively across mainland US and parts of Canada for promotional purposes.

In 1995, Australian operator CountryLink leased three X 2000 carriages for assessment; these operated push-pull services between Sydney and Canberra following a nationwide demonstration tour. The train was also trialed in Norway and Germany but faced stiff competition from more affordable models like Pendolino and ICE T.

China’s Guangshen Railway Company leased—and subsequently purchased—an X 2000 named Xinshisu (meaning New Speed), which operated from 1998 until it was replaced in 2007 by a CRH1 Regina-based train. Initially numbered 2044, it was later renumbered as 2088 due to tetraphobia and cultural preferences favoring “8.” Delivered to Sichuan Province in August 2007, it was returned to Guangshen Railway by late 2008 after maintenance costs became unsustainable following the Sichuan earthquake.

In 2012 SJ reacquired this trainset and brought it back to Sweden. Despite extensive damage and deferred upkeep during its time abroad, the cab car was cosmetically restored for exhibition at the Swedish Railway Museum. The power car is currently used as a test platform for refurbishment efforts while five intermediate cars were repaired and reintroduced into service in 2020.

Technical

The X2 train was engineered specifically for older mainline tracks characterized by sharp curves and continuously welded rails, with a maximum axle load of 17.5 tonnes that imposes considerable forces on the rails. Since 1990, Sweden has introduced several new high-speed railways featuring automatic train control (ATC), concrete sleepers, and the elimination of level crossings. On these modern routes, the tilting mechanism of the X2 is not employed.

The power car produces a continuous power output of 3.26 MW, which is comparatively modest for high-speed trains. This allows SJ to assert that at speeds of 200 km/h, the X2's energy consumption matches that of older Rc-locomotive trains running at 130 km/h.

Primarily assigned to the X 2000 service, the X2 has also been utilized on Linx routes from 2000 to 2004 and on regional lines with fewer carriages to enhance acceleration. Maintenance operations are carried out at SJ's Hagalund facility in Stockholm and the Olskroken depot near Gothenburg Central Station.

Technical data X2 power car

General
Operator	SJ
Production period	1989–1998
Units built	43
Mechanical manufacturer	Kalmar Verkstad
Electrical manufacturer	ABB
Axle configuration	Bo-Bo
Weight	73 t
Axle load	17.5 t
Maximum tractive force	160 kN
Top speed	210 km/h
Body
Overall length	17.6 m
Car body length	16.98 m
Distance between bogies	8.98 m
Coupling type	automatic
Exterior material	corrugated stainless steel
Paint scheme	silver
Bogies
Track gauge	1,435 mm (Standard gauge)
Distance between axles	2.90 m
Wheel diameter (new)	1,100 mm
Primary suspension system	rubber pads
Secondary suspension system	coil springs
Braking system	shoe brakes combined with regenerative braking
Electrical equipment
Catenary voltage compatibility	dual voltage: 15 kV / 25 kV
Catenary frequency compatibility	dual frequency: 16⅔ Hz / 50 Hz
Continuous power output	3.26 MW
Traction motor model	MJA 385-2
Maximum train heating power	360 kW

Technical data X2 passenger coaches

	UA2	UB2	URB2	UBX2
General
Operator	SJ
Manufacturer	Kalmar Verkstad, ABB
Production years	From 1989 onward
Country of origin	Sweden
Coach classification

Each trainset incorporates a UBX2 coach equipped with a driver's cab and a URB2 coach containing a restaurant compartment.

Initially, production favored more UA2 first-class coaches than UB2 second-class units; however, following policies encouraging state employees to travel in second class for business purposes—a practice widely adopted by many companies—a significant number of UA2 coaches were converted into UB2 to accommodate this shift in demand.

External links

Technical Specification; French