What does the EU say?
Can Sweden meet the 
EU requir​ements?

A compilation of what could be accomplished!

Can CCT/AMCCT meet the requirements from the EU


Are there opportunities to meet the increasing demands from the EU, if on the one hand the green line and the efficiency required on an integrated cooperation between the transport laws and increased focus on the decided transfer of most of the freight transport to rail and to shipping.

AMCCT AB, CCT Intermodal Sweden AB and Inframag have solutions that jointly solve most of the problems that the EU points out and highlights that must be the focus of future solutions within the infrastructure.

A problem for Sweden is the high-speed trains. The EU has decided that the capitals will be connected by high-speed trains within the TEN-T. The government has said no and has stopped the already started planning of the high-speed trains for Sweden. Contrary to what has been decided. Sweden will miss out on extensive support from the EU for an expansion of the high-speed trains. A totally wrong decision! The big argument for its decision is that it is far too expensive.

AMCCT AB has presented a completely new way of building high-speed tracks and at greatly reduced prices and significantly faster construction times. By building the high-speed tracks in steel and in standardized modules, both costs and construction times can be cut significantly. We can say that we build for 65-75% of the presented construction estimate and we can build out the whole of Sweden within 5-7 years. The enormously short construction time has great significance for the costs of implementing an expansion of the high-speed trains. In the planned land-based alternatives, construction times are 3 times as long. At significantly higher costs. 

On the left is a sketch showing the elements included in a modular design of the construction components for high-speed tracks for high-speed trains.


You can find more information on AMCCT's website. There you can find information on three different versions of high-speed steel bridges:
*   Light bridges for passenger traffic only, axle pressure < 18 tons
*   Medium-heavy bridges for passenger and goods​ traffic, axle pressure 22.5 tons
*   Traffic with heavy loads with an axle load of 35 tons
You can find more information on AMCCT's website.


The sketch on the left shows our modules have built a high-speed track and with a pillar spacing of 30 meters. A distance that we judge to be optimal in terms of time and cost parameters. A flexi​​ble and painless execution of a high-speed railway that blen​ds into the landscape and it is free to use the ground below and the traffic is separated from other traffic.

take me to amcct web page

The greater part of all goods must be transferred to railways and shipping

Will place great demands on functioning intermodal transshipment stations.
Within CCT Intermodal Sweden AB, we have developed a technique to easily transfer unit loads and preferably ISO containers. The transfer can take place under existing power lines and it can take place automatically. A simple transshipment terminal can be created on a siding and locomotives and wagons are constantly connected. No time- and cost-consuming rankings are required.

With dense terminal locations, a lot of goods can be attracted and you can run line traffic instead of end-point traffic as is the case today. It is possible to set up rational transport plans that are both economical and time-saving.

The picture on the left shows a simple terminal where reloading units, which we call the "Ant" are reloading containers between a train and a temporary storage location. A reload takes between 2 - 3 minutes to complete.

On the web page for CCT Intermodal Sweden AB you will find more information about both technology and functions. There is also an animation that shows how a transshipment is done. You will find a link to the page below.



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Development and construction of high-speed trains important for the future

It is extremely important that we build high-speed trains that connect Stockholm to the international high-speed network that the EU has determined in its infrastructure plan TEN-T. The EU will allocate large resources to the countries to build up the network and if we do like the current government, which has said no to high-speed trains, we will get no subsidies at all. Many billions pass by and we will not be connected to the international high-speed rail system. It would be a disaster for the country of Sweden. But that does not concern the current government. They take money from railway maintenance and spend it on developing the road structure. The road structure that the EU says should be phased out by moving the majority of freight transport to rail and shipping.

We have developed a completely new way of building high-speed steel tracks that can be built at greatly reduced costs compared to tracks on the ground. In addition, much shorter construction times, which allows us to meet the guidelines that the EU has for its expansion of the high-speed network.

A montage showing steel bridges served by high-speed trains in the ​archipelago. The train line is built on a steel bridge structure.

Ett montage med en blid av höghastighetståget på
samma typ av höghastighetsbanan och trafiken vintertid ger inga problem. Bärningen av tåget sker med permanentmagneter och de påverkas inte av snö, is eller vatten.

Aspects of high-speed rail

There is much to be said about our under development of high speed trains with speeds of 4 - 500 km/h and which are supported by permanent magnets and thus have almost zero friction against the steel bridge track. Provides incredibly low operating costs, as well as low costs in operation and maintenance.

Additions that can be adapted to current track construction
Since our magnetic bearing with permanent magnets is available as an addition to constructions on our steel bridges, there is an opportunity to adapt this addition to already existing track construction and track structure. It would be possible to adapt the addition so that freight trains on the regular track can run with the addition of a permanent magnet track. It would completely change the cost picture for the transport of goods by rail, as it will be able to be moved virtually friction-free.

We have put it on a special website and in a special company. You can find the website at the link below. We call the system "InfraMag".
You will find the link below

take me to inframag webb page