Maritime issues

Johanna Rantsi (M)

Madam Speaker! Sweden has one of Europe's longest coastlines. Sweden has approximately 270,000 islands, and about 1.6 million people in Sweden live on an island. To this also belongs that 90 percent of all goods Sweden imports and exports at some point in the transport chain go via maritime transport. This clearly shows how dependent we in Sweden are on boats, ferry traffic, and maritime transport.

Unfortunately, the number of Swedish-flagged vessels has gone from hundreds to under 100 today. We are facing a shortage of Swedish seafarers, and the supply of competence in the industry is threatened.

When it comes to pleasure boats, the number of motor thefts has increased by 200 percent in the Stockholm police region.

This is overall a failing grade for the policy that has been conducted in Sweden by previous governments. Now, however, we have a maritime-friendly government in place. The Moderate-led government has during the year taken several decisions to strengthen Swedish maritime competitiveness and curb crime against boat owners. I will take the opportunity to tell a bit about this and about what more the government wants to do moving forward.

Madam Speaker! When it comes to the competitiveness of Swedish shipping, we see quite many challenges. The number of Swedish-flagged vessels is decreasing, and in several industries, there are not even any Swedish-flagged ships left. Since 90 percent of our imports and exports at some point in the freight chain go via shipping, it is of extreme importance that we can maintain sea transport even in the event of crisis or war.

If the ships are not Swedish-flagged, we risk being left completely without them if a war breaks out. In that case, other nations will of course take back the ships flagged there to serve their national interests. It is, after all, the country that provides the flag that has disposal over the ship in the event of war, regardless of who owns the ship. This could have devastating consequences for the entire country if we in Sweden end up in war, because we have so few ships. This shows the importance of working for more Swedish-flagged ships.

In order for Sweden not to end up there, the Moderaterna have long pushed for better competitiveness for Swedish shipping. We want to see more Swedish-flagged vessels - not fewer.

Swedish-flagged ships are also important for employment here in the country and for Sweden's supply capacity and growth. The industry describes poor conditions today for these ships, which makes many choose to flag other than Swedish. It is in many ways much more advantageous to flag their ships in other countries, but this is what we want to change.

Last year, the Moderate-led government commissioned the investigation *Vågade skatter*. It was tasked with looking at something that is just as important for Swedish shipping's competitiveness, namely the issue of stamp duty. It is a tax on investments in ships that is not levied in as many other countries as Sweden. The investigation was also to look at the tonnage tax system, which is outdated and does not cover all types of shipping. The previous government did not want to review this. The investigation was delivered earlier this year, and it contained proposals in several areas, including abolishing the stamp duty, reforming the tonnage tax system, and including special shipping.

The Moderates view many of the proposals in the investigation positively. The investigation has also been out for consultation, and many additions and comments have been received from those affected and from the industry. Now, work is being done on this in the Government Offices to ensure it becomes as good as possible for all of us. I want to see a repealed stamp duty as early as the turn of the year 2025 and a reformed tonnage tax system from 2026.

The Moderates also work to simplify contacts with authorities through a gateway into Myndighetssverige. We are working for a bareboat register, and work is ongoing with a referral to the Council on Legislation to introduce this. We also want to remove Swedish over-implemented specific requirements on things that are already regulated internationally.

Madam Speaker! Swedish shipping is not only dependent on competitive conditions to continue to function. It also requires Swedish seafarers, competence, and expertise – even on land. When I, this spring, participated in piloting a large oil tanker into the port of Gothenburg, I counted that it took about 40 people to receive a ship. It is therefore not just a sea captain, a pilot, and a boatswain who moor the ship that is needed, but much more competence is required.

Unfortunately, the demand for various maritime occupations has decreased for a long time. This is evidenced by the upper secondary education programs I have visited, and it is also stated by providers of higher education. At Sjöfartshögskolan in Kalmar, they report that many who have completed studies there are recruited to completely different occupations on land, for example at energy companies, instead of going to sea. When I ask the students, they say they want to work on Swedish ships. Swedish-flagged ships are known for high standards and a good working environment. But there are too few, and therefore the students choose other paths. For that reason as well, it is therefore important to have more Swedish-flagged ships.

To ensure the supply of skills in maritime occupations, the Moderate-led government has previously increased the appropriations for maritime training at Chalmers and Linné University. We have also recently decided on a regulatory amendment that will give more people the opportunity to obtain the qualification of ship officer class VII. The amendment has long been requested by both the industry and authorities, and the organization Svensk Sjöfart is very positive about the decision. Representatives at the maritime training in Gothenburg believe that this can have an immediate effect on the application pressure and the number of applicants to the training there. To protect the supply of skills, we also make it easier for seafarers with shore service to retain or renew their qualification as ship captain. This is some of what the Moderate-led government is doing to ensure the supply of skills within Swedish shipping.

At the same time, we continue to work on reviewing how we can offer, for example, sailor training for adults, which is not entirely possible today. We also need to approve the training and certification of more countries, for example Georgia's, to ensure access to even more qualified individuals. We also want to review the Öresund exception and adapt Swedish over-implemented legislation to international requirements.

Madam Speaker! Sweden has, as has been said, approximately 270,000 islands. We are therefore not only dependent on the larger merchant shipping, but we also need to protect our smaller ferries and pleasure boats. Given the number of islands and that we have one of Europe's longest coastlines, it is not strange that there are today approximately 1 million pleasure boats in Sweden. It is actually one of the highest figures in the world in relation to population size.

Today's motion report is therefore not only about large ships but also about pleasure boats, and one of the major problems pleasure boat owners have today is thefts from pleasure boats. During the first quarter of 2024, a total of 139 thefts of boat engines were reported in Sweden, which is an increase of 42 percent. In the Stockholm police region, the number of thefts of engines increased by 200 percent during the same quarter. The increase is explained by the fact that international gangs are focusing on precisely boat engines.

Thefts of boats and boat engines were often committed by so-called theft gangs, that is, persons who repeatedly commit multiple thefts. Very often, the stolen goods are taken out of Sweden. And my boat friends, I can only regret that the previous government did not do more to stop the crime in this area. But the Moderate-led government is now working hard to crush criminal gangs and theft gangs. The Police Authority estimates that approximately half of residential burglaries and nine out of ten thefts of cars, car parts, boat engines, and agricultural machinery are committed by just theft gangs.

The government has therefore decided on a supplementary directive to the Customs Authority Investigation and that a new crime is being introduced: export smuggling. This shall enable a more effective fight against the export of stolen goods and means that the person who intends to export stolen goods from the country can be convicted of export smuggling. The investigation also proposes that customs officers shall be given new powers to more easily be able to inspect vehicles in border areas.

The Moderate-led government naturally also wants to remove the quantity discount so that criminals can be sentenced for all the thefts they have committed from pleasure boats instead of just individual ones as is the case today.

Madam Speaker! The Moderates are Sweden's shipping party. We have a policy for all shipping, from the child's small optimist boat to the leisure boat and all the way up to the world's largest merchant ships, which will soon be given the opportunity to dock at the Nordics' largest port as the first spade has been turned for Skandiaporten in the Port of Gothenburg.

The Moderates get things done. We take measures for a strengthened fleet and more Swedish-flagged vessels. We take the competence supply seriously and ensure that more qualified personnel are brought into Swedish shipping. We care about Swedish leisure boat owners. We refuse to penalize environmentally friendly investments on Swedish vessels, so we do not just want to lower the stamp duty – we want to abolish it.

Madam Speaker! I move for approval of the Committee on Transport's proposal for a decision, with reference to the fact that work within the Moderate-led government is ongoing.

(Applause)

The speech at riksdagen.se, in Swedish (opens in a new tab)

Mattias Ottosson (S)

Madam Speaker! We have just finished a campaign for the European Parliament. I belong to a party known for knocking on many doors, but I noted that Member of Parliament Johanna Rantsi also took to the water and knocked on boats during the campaign. I am impressed – a great compliment for that! I will surely steal the idea.

Much of what the member of parliament takes up sounds good. The previous government introduced a tonnage tax system in Sweden, and it needs to be updated to 2.0. The investigation is complete. It went quickly - very well. The referral process is finished, and responses have been received. I do, however, become worried when the member of parliament says that the proposal is to come in 2026.

The chairman has in an exemplary manner described why we need to have Swedish-flagged ships. The problem, however, is that the Swedish-flagged ships are decreasing in high speed. We have said that 100 merchant ships were needed to achieve the security of supply we need, in order to be able to have ships for Swedish crew etcetera.

After the turn of the year, we dropped down to just over 90 ships. Most recently, we are down to 83. Do we then have time to wait until 2026 to carry this out, or should it go as fast as it did with the investigation and the referral process? Shouldn't the members of Parliament press the government and the minister so that it gets started immediately? It is urgent now. Otherwise, we have no merchant fleet.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Johanna Rantsi (M)

Madam Speaker! I would like to begin by thanking Member Mattias Ottosson for his kind words. I believe I have a good cooperation with Member Ottosson in the Riksdag's maritime network where we together drive many issues, hold seminars, and keep ourselves updated on what is happening in the industry.

I am pleased that the member receives this investigation as positively as he actually does. I do not believe that 2026 is an unreasonable date. The question of stamp duty is a considerably simpler question to solve than the one regarding the tonnage tax system. We have also seen in the referral rounds that the vast majority of instances that have responded to the referral are actually in agreement that this is a good proposal that could be implemented quickly.

The tonnage tax, on the other hand, is a more complicated system. I am pleased that the member's government introduced this system, but it has taken too long before one chose to update and review it, which we have now done. When we have heard from the referral bodies, it has also shown that there is quite a lot one would like to adjust in this.

I think it is responsible of the Moderate-led government we have now to ensure that this becomes a really good system that works well for all of us, and that we do not do in the same way as the previous government did and hastily make decisions about a system that did not turn out completely well.

I believe it is a relevant and responsible timeline to produce a proposal that can also be passed in the Riksdag and can begin to apply at the turn of the year 2026.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Mattias Ottosson (S)

Madam Speaker! I believe it is extremely important that we get a system that ensures we have equivalent conditions as our Nordic neighbors, especially with our Danish and Norwegian neighbors where I believe the important competition is, and that it is put in place as soon as possible.

My point is that I do not believe we can wait until 2026. I believe it must happen already during the autumn. It is urgent now.

The chairman is himself very familiar with Donsö in the Gothenburg archipelago, where many of the Swedish shipowners are located. They are not idle. They are very active. They invest in new vessels, I was about to say daily. Large investments are being made right now in a new fleet that is also converting its propulsion systems in a positive way.

They are doing this now, and they need to get them into the system now, not 2027, if we are to manage to have a Swedish fleet. The risk is that one flags out, that one sets another flag. Then it is always a step to flag back afterwards.

I believe that is extremely important. I therefore repeat my question: Can we really wait with the legislation until 2026? Should it not be introduced already during the autumn?

I thought it was the ambition. I thought this was what the Minister for Infrastructure would present in connection with the Svensk Sjöfarts annual meeting. But the only answer was that we are investigating at the ministry.

I do not think it is possible to investigate any further now. We must make this decision in order to save Swedish-flagged merchant shipping.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Johanna Rantsi (M)

Madam Speaker! For eight years, Member Ottosson's government sat in power. We have governed for two years and have already resolved many important, long-awaited issues for shipping. We have governed for two years, and in those years, we have accomplished more than Ottosson's government did for shipping in eight years. Still, the member stands here today and wonders why it is not going faster.

The Social Democrats have put Sweden in this bad situation, with too few ships in peacetime but above all when it comes to crisis and war. How do the Social Democrats take responsibility for this? It is easy to stand here in opposition and cheer, but for eight years?

Member Ottosson sat on the Committee on Defence previously. I am convinced that the member also brings a considerable amount of knowledge from there.

Madam Speaker! I wonder if Member Ottosson never saw this coming when the Social Democrats sat in government for eight years.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Ulrika Heie (C)

Madam Speaker! I thank Johanna Rantsi for the overview of the work that the government is now doing in the maritime sector, which was exactly what the member mentioned in her speech that she would tell us about. But then there are also a lot of additional parts that I know the member is very aware need to be done.

I have a few questions that I would very much like to ask. The first is a question of curiosity. Now, the issue of tonnage tax and stamp duty has been discussed at the ministry for some time. The member of parliament himself said that it is intended to be implemented at both the turn of the years 2025 and 2026. What will be the effect of the proposals that will be presented? I would like to delve into those questions a little bit.

My second question concerns what the member only mentioned in passing, namely the ferry traffic to all the islands where people live, that is, the accessibility issues. There was a passage regarding the pleasure boats. That is also something I am a bit curious about. I know that the member is very aware of the problems that exist both along the southern and northern coasts of Sweden when it comes to accessibility. It concerns both summer time and winter time, and not least winter time in northern Sweden with icebreaking possibilities and so on. I would like the member to also be able to give us some hints there about what is in the works.

The third question concerns inland shipping. It is not just about shipping along our coasts but also on our lakes Mälaren and Vänern. It is pointed out that something needs to be done regarding the fairway charges because it is so expensive today to pass on to shipping. What does the government intend to do in that area?

The speech at riksdagen.se, in Swedish (opens in a new tab)

Johanna Rantsi (M)

Madam Speaker! I thank Member Ulrika Heie for many questions! I will do my best to manage to answer as many of them as possible.

To begin with, I received a question about what effects it will have to review and potentially abolish the stamp duty and reform the tonnage tax system. My experience is that it will have major effects, especially regarding climate and environment.

Today we have a system with a stamp duty where shipowners and shipping companies are punished for building environmentally friendly ships. If you build with environmentally friendly technology, which all too often is significantly more expensive than non-environmentally friendly technology, you also have to pay a higher stamp duty. I think that is incredibly stupid.

I believe that the effect of a removed stamp duty will result in Swedish shipping companies investing in both a better working environment for their employees on the ships and in more environmentally friendly and more expensive technology.

I also received a question about inland shipping. It is connected to the environment. We are working hard to move freight from roads to inland shipping. In that case, it is extra important that we get inland shipping properly running. We have extended the national inland shipping coordinator's mandate. He will have more focus on the transition of inland shipping and a major focus on the shifting of freight to specifically inland shipping.

The national maritime coordinator has also worked very much on developing an action plan with 62 proposals specifically on how inland shipping can be strengthened. The majority of them are soon fulfilled. The Government is, of course, working to fulfill as many of them as possible.

The Swedish National Audit Office's investigation regarding the financing of the Swedish Maritime Administration is currently at the ministry. There, it is also being processed how we should review the financing of the Swedish Maritime Administration, where there are currently various fees and so on.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Ulrika Heie (C)

Madam Speaker! I almost have to apologize for asking so many questions in a single exchange of remarks. It is difficult to include them all. I do not intend to ask any new ones, but instead ask for elaboration on the questions I asked.

It concerns the ferries and the accessibility. That is the question that the member did not include in his answer. This applies in particular in northern Sweden during the winter with the icebreaking. It is actually two questions in one, but I shall stick to them.

There is a concern for many different reasons. Not least, when ports are being rebuilt, it also results in significantly worse times linked to the ferry possibilities.

We have surely both received many emails from southern Sweden and not least regarding Blekinge. There, they highlight the problems with islands connected to the mainland and the possibility of getting around.

We know that there are great difficulties in northern Sweden during the winter. In a previous maritime debate, I know that from the Moderaterna side, it was mentioned specifically the joy that two new icebreakers were soon to be ordered. But unfortunately, it has come to a standstill.

There are surely other parts that the government is working on to compensate for the difficulties that will be linked to the fact that we will not see new icebreakers in the foreseeable future, but it will have to be solved in other ways.

I will not ask to be told what the 62 proposals are that the government is now proceeding to implement. But I want to know more about the ferry traffic and the possibilities of making it accessible for all the residents and the companies that exist on our islands around the entire coast of Sweden.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Johanna Rantsi (M)

Madam Speaker! Thank you, Ulrika Heie, for not so many more questions! If you want to take note of the 62 proposals, it is easy to google up the action plan for inland waterway transport. It is available online.

Just ferry traffic and accessibility is a very important issue. I mentioned that 1.6 million people in Sweden live on an island. It is important not only for growth but also for Sweden's inhabitants to make their everyday lives function. I believe we have a broad consensus in the Riksdag that it must work. It is about both icebreaking and other things.

The Swedish Maritime Administration has purchased a new icebreaker, but has not built a new one. What the Swedish Maritime Administration chose to do was to purchase a used icebreaker which is now there. It is regrettable that the procurement of new icebreakers had to be redone, but the new construction will come. In the national plan, there is a budget for exactly icebreakers.

In the work with the new national plan, our Moderate-led government is mindful of including all types of transport. This applies to both aviation and shipping in the plan that we are working on now. That work is ongoing.

This is important both for strengthening Swedish shipping and for the environment. We have also tasked the Transport Agency to review the work of converting ferries to electric power, which has previously taken a very long time.

Now we have encouraged them through regulatory letters and other means and said that it needs to be prioritized higher. We have shipping companies standing in line to have their ferries converted to electric power. That work needs to go much faster for all our sakes.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Ulrika Heie (C)

Madam Speaker! We stand from the Center Party's side, of course, behind all our reservations in the report. But for the sake of time, I move for approval of reservation 12, which concerns the promotion of inland and coastal shipping.

Shipping is incredibly important for Sweden. It has obviously been so for hundreds of years. With as much coastline as we have in our country, it is clear that it has been an immensely important way to transport goods and people. This applies in particular to our lake environments and in inland shipping.

That is why I chose to engage in the exchange with the Moderate Party's representative. It is unfortunate that the deficiencies existing for Mälaren and for Vänern are not being taken seriously. The inland shipping that we still have needs to be truly made visible so that one can see what competitiveness it contributes to.

Otherwise, it easily just becomes fine words about that it is clear we are to move over to shipping. But it won't result in much action. It won't be implemented in reality, even if one hears the solemn speeches here from the Riksdag's rostrum.

When it comes to traffic possibilities and infrastructure possibilities, it sounds good that one from the government's side says: We are looking at all four modes of transport together, and that is what we are preparing in the plan that is being laid out.

One still becomes a bit worried about the future. We would need to ensure a long-term perspective in a completely different way than what we can do with today's planning. Therefore, from the Center Party's side, we have also in other contexts proposed an infrastructure preparation, which would of course also concern shipping.

There is an important part that I would like to hear more about from the government representatives. I understand that one cannot cover everything in eight, ten, or twelve minutes. It concerns our ports and in what way the important transition between water and land will be developed.

There is a very important potential. Either a port is owned by a municipality or by private owners. We in the transport committee are approached by an enormous number of port owners. It would be important for the government to take a unified grip with some form of port strategy that could highlight those issues in a clearer way.

I want to be a bit fair. I think the previous government did quite a lot, and I think the current government is also doing quite a lot in this area. When we read the report, which is very substantial, we see that a number of different proposals and strategies have been developed.

The Member of Parliament from the Moderaterna was also pointing out that the national coordinator's role had been extended, which was an initiative from the previous government. It is clear that we need long-term perspective in this area. But it cannot be about individual proposals; it needs to be about the whole.

It sounds good with those questions regarding tonnage tax and stamp duty coming from the government's side. But it requires that we, in different ways, do everything we can to make it a reality. It is about our companies getting the opportunity to transition.

It is a bit frustrating in this debate not to be able to discuss more about the issues of competence supply, even though we were touching upon them. It is clear that it is an important key factor.

We have also touched upon security issues. Just as the member from Moderaterna pointed out, it is incredibly important that in a more difficult security policy situation, which we may see in the near future, we are given the opportunity to see in what way we can have more Swedish-flagged vessels that can be used in different ways.

We know that shipping has a large environmental and climate impact. Here it is incredibly important that work is done in many different ways to create a broad palette of opportunities. We know that when we look at the icebreakers for the sake of shipping, they are 50-year-old ships. When we look at other parts, we see that people use their ships for very many years.

One needs to have long-term prerequisites in order to be able to transition them in a sensible way. Therefore, I think it is important that the government now truly raises these issues in order to be able to strengthen that work.

It is about being able to strengthen the maritime industry's climate and environmental work and to reduce the sector's emissions. In any case, I from the Center Party will really be keeping an eye on that, linked to what the member from the Moderates and the representative for the Moderate-led government now highlights regarding the importance of being able to transition and being able to do more in an environmentally friendly way. I truly welcome that. I look forward to seeing it become a reality.

When it comes to shipping and the possibility of being able to review how we use it in times of crisis and war, it is incredibly important to now look not only across transport but also across politics and across departments.

The Minister for Infrastructure often highlights that they are working together with the Minister for Defence. But I would wish that the government also highlights the Ministry of Education's work in providing the skills for this part. It truly belongs with our entire defence and the entire security policy situation. I hope to hear more about that from the government representatives from the parties that have not yet been up in the debate.

(Applause)

The speech at riksdagen.se, in Swedish (opens in a new tab)

Magnus Oscarsson (KD)

Madam Speaker! I vote in favor of the committee's proposal.

Swedish shipping is enormously important for our country. More than 90 percent of Sweden's foreign trade goes via shipping, and every year nearly 30 million passengers travel by ferry to and from Sweden. But for decades we have had a policy in Sweden that has tried to stifle all shipping that is Swedish-flagged, and this regardless of the color of the government.

Madam Speaker! Last week I visited Djurö harbor in Norrköping, where Lantmännen has one of its important ports. Thousands of tons of grain are shipped here every year. I also had the opportunity to speak with a shipping company that ships the grain. It was a very interesting and rewarding conversation. The shipping company spoke about the difficulties in being able to compete on the same terms as foreign shipping companies. It is this – how we in Sweden are to achieve a more competitive Swedish-flagged merchant fleet – that is the focus for the government.

Madam Speaker! It is important that we take care of the competence that the industry possesses with competent seafarers and a shipping company at the forefront. Here, the government has taken several initiatives to get more Swedish-flagged vessels and so that we have enough seafarers to be able to man the vessels in peacetime, in times of crisis, and in the worst case in wartime. Both when it comes to more Swedish-flagged vessels and more seafarers, it is a long-term task.

The government decided in March this year to make it easier to become a ship officer class VII through a more flexible educational path.

Madam Speaker! I am pleased that during last summer a very important investigation was commissioned with the aim of increasing Swedish shipping's competitiveness and simultaneously strengthening our important preparedness. The investigator presented his proposals on stamp duty and tonnage taxation around the turn of the year. His memorandum has now been out for consultation, and I truly look forward to proposals from the government coming soon.

Madam Speaker! The Government presented a climate policy action plan some time ago. It contains a total of 70 different measures, several of which concern shipping. Among other things, the Transport Agency has been tasked with facilitating the certification of new solutions linked to electrified shipping, with a focus on the conversion of ships to electric power.

The transition work towards fossil-free operations is central for Sweden's shipping companies, which for many years have been pioneers. We look forward to a national focus on the maritime sector's transition to fossil-free and increased modal shift to shipping to contribute to increased combined transport in the freight transport system.

(Applause)

The speech at riksdagen.se, in Swedish (opens in a new tab)

Mattias Ottosson (S)

Madam Speaker! It is not every day that Djurö kvarn is mentioned in the debate in the Swedish Riksdag. You should have taken the opportunity to knock, Magnus Oscarsson, then you would have been given a cup of coffee! Djurö kvarn and Djurö hamn are, therefore, my place of residence.

I would like to ask a question. One works exclusively with grain in Djurö harbor, and one of the largest facilities that is stored for and delivered to is the ethanol plant located on the other side of Bråviken. It is a distance of two to three kilometers, but it is over two miles if one chooses the truck route. How does the member view barge activity with an electric barge in between? Can the work with it be facilitated in some way?

I also requested a reply because I would like to raise another issue, given that the member belongs to the same party as the responsible minister. It does not go well every time one is out on the sea. It can be windy and bad weather. We have a sea rescue, and I would like to ask a question about it.

Much of the sea rescue was handled by the Swedish Sea Rescue Society. They and the municipal rescue services are the great heroes. But the Swedish Maritime Administration and its organization have been up for discussion. They have JRCC, which is the rescue center for sea rescue. But they are also responsible for the helicopters.

I am a bit curious about this. We lack helicopter capacity and the funding for it. During the winter half-year, the Gotland helicopter moves to Kiruna, and now it has moved down to Gotland again. Should we not need to review this and perhaps have an additional helicopter in order to secure the sea rescue when it is most difficult and ensure it year-round? The question lies in the investigation concerning Sjöfartsverkets organization and how we are to finance it.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Magnus Oscarsson (KD)

Madam Speaker! I must say that Mattias Ottosson lives beautifully, because this is a very lovely place. As mentioned, we received good information from Lantmännen, who explained how they ship grain around different parts of Sweden's coast. As the member was pointing out, Djurö harbor is one of the most important ports they have.

I cannot answer the member's question about a barge exactly. Is that something that has been relevant? It was nothing that was raised in the discussion I had with the company and the shipping company. I certainly understand what the member means, because when we went there I noticed that there was a very large amount of heavy traffic. I can imagine that residents find it quite difficult. But the issue must be worked on further.

Regarding the member's second question, I cannot answer exactly what is happening. As the member touched upon, an investigation is ongoing which looks at how improvements can be attempted for shipping and sea rescue. But exactly where that ball lies, I cannot answer, but I must refer the member to interpellate the minister.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Mattias Ottosson (S)

Madam Speaker! I would still like to dwell a little on the organization of the Swedish Maritime Administration. It is a somewhat odd organization, where the agency is supposed to be business-oriented. Merchant shipping may have to bear certain costs that it should not bear, so I believe one should hurry up.

I have interpellated the minister a number of times and received the answer that the question is being prepared at the ministry. But now the situation is such that we have rescue helicopters in five places in Sweden: in Norrtälje, in Visby, in Kristianstad, in Umeå and on Hisingen in Gothenburg. We also have two additional helicopters, one in reserve and one that is undergoing long-term maintenance. We might need to have a helicopter year-round in Kiruna for rescue operations. But it is perhaps unreasonable for merchant shipping to bear that type of cost, as there is not much merchant shipping around Kiruna. This is, nevertheless, an activity that is needed.

I have been reached by a question that is serious, and that is why I think it is urgent. It concerns the fact that the manning of the Kristianstad helicopter is currently being reviewed, and there is doubt as to whether the manning of it will be achieved during the summer half-year. I understand that the Armed Forces are concerned when we do not have any helicopter in Visby during the winter half-year given the operations they conduct. But what if we also during the summer half-year would lack the capacity in Kristianstad and Hanöbukten, Öresund and Blekinge archipelago - that is not nothing! It is clear that the response times will become much longer.

In this situation, one cannot simply refer to the fact that the department is processing the issue. It can be a matter of human lives, so it is clear that the government must act so that we secure the sea rescue in Sweden. We have, on several occasions, spoken about the long coast that we have.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Magnus Oscarsson (KD)

Madam Speaker! Thank you, once again, to Member Mattias Ottosson for your question!

The chairman says that he has interpellated the minister and received the answer that this is being prepared. It would probably be difficult for me to say something completely different now. It could become newspaper headlines, I can imagine. I will go a bit more low-down and say that it is being prepared, since the minister has said so.

Then I can think that the member is raising important issues. It is extremely important to ensure that we have security. Now I am not going to come with any rhetorical question, regarding what the Speaker said earlier, but one can still wonder what happened during the previous years. That question I am not asking, but I say as the minister: It is being prepared, and so we hope that there will be some good answer moving forward.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Ulrika Heie (C)

Madam Speaker! I would like to ask a question to Member Oscarsson regarding this matter of fairway charges and pilotage. The Member mentioned competence supply and stamp and tonnage tax, and we are also aware of this in many different points. I would, however, like to have it a bit more concretized.

I believe that both Centerpartiet and Kristdemokraterna would like to see better environmental differentiation and that those who make a difference in the matter and invest in electric propulsion and so on are not punished by increased fairway fees. Therefore, I am curious about how the member's party views giving Sjöfartsverket the mandate to handle this in a wiser way so that it also leads to increased environmental efficiency.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Magnus Oscarsson (KD)

Madam Speaker! Thank you to Member Heie for the question!

Just as the member is pointing out, this is something we highlight. It is important that one can convert from fossil to fossil-free and that we make it easier for our ports to be able to offer this.

This is not a new question. It has been discussed for quite some time. I also know that the government is really looking closely at how to make it easier and how this can be a carrot to get our shipping companies and boat owners to convert. Even here, it is probably best that I say that it is being prepared, because I know that it is. But to answer the member's question exactly, I think would be quite foolish.

Then I, as a Christian Democrat, can naturally say what we think would be important. Here we see that we could do much more. We really need to work to make it easier for the shipping company to convert for the climate.

Member of Parliament Rantsi was in on how important it is to get more transport to go via shipping. This is something that we can really lift up and get a change in. It also requires that we get more fossil-free. It would be very good for the Swedish climate.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Ulrika Heie (C)

Madam Speaker! I would like to turn to the committee report we are currently debating. The majority of the committee states there that they note with satisfaction that a number of measures are being implemented in the area that specifically concern the promotion of inland and coastal shipping, and it is this that I wish to dwell upon.

It is stated in the report that in inland shipping on Mälaren and Vänern, one could indeed get exactly what the member is talking about, namely significantly more shift from road and rail to shipping. There, however, the shipping fees are a relatively large proportion of the costs.

Then I want to ask the member: Does the member urge their government to lower those fees in these areas? Even Statskontoret says that it could lead to an increased relocation.

I think it is important to point out the different parts we have in order to be able to promote inland shipping. We have both Mälaren and Vänern, which have great opportunities. Member Ottosson asked about the barge traffic, which is one part, but we also have Vänersjöfarten with Thunbolagen and so on, which today also operates on Göta älv so that all companies around Vänern can have a competitive opportunity for environmentally friendly transport.

I would very much like to hear the member's view on being able to make changes to these fees - and also review the pilotage fees, which are another very large part of the costs for these boats.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Magnus Oscarsson (KD)

Madam Speaker! Thank you, Member Heie, for the questions!

I think we actually think the same way: How are we going to make this simpler? The member mentioned themselves that perhaps it doesn't differ that much.

We must ensure that we achieve a change so that we get more Swedish-flagged ships over all. The member is more involved in shipping lanes and such, and that is naturally a part of this. We must push more force into getting more transport via shipping.

I know that the government is looking at how it can be made simpler and more competitive there as well. The answer to the member's question is nevertheless that it is being prepared – a boring answer, naturally – in the Government Offices in order to facilitate and improve competitiveness there as well.

In the broad sense, it is important to see now that our government - the Moderates, the Christian Democrats and the Liberals with the support of the Sweden Democrats - is actively working to achieve a changed feeling for an improved shipping in our country so that we truly get more Swedish-flagged vessels and can think about our preparedness for the future.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Mattias Ottosson (S)

Madam Speaker! During the evening here, it is the maritime report we are discussing - a very important issue for me and many others.

I usually express it as that the base of the Swedish transport system is shipping. Much of what is transported in Sweden goes on a hull at some point. This is naturally complemented by railway and road, and occasionally perhaps also air. Above all, I am thinking of the freight now, but it is clear that passenger traffic is also important. It can be the traffic across the Öresund or the traffic across the Baltic Sea to Finland, but it can also be all the archipelago traffic we have on both the west side and the east side.

I also see that more and more daily commuting is emerging, especially in our large cities where there is water, via shipping.

But I can also feel a certain concern given the work that Trafikverket is now doing with its orientation basis for the infrastructure bill, where Swedish shipping is hardly touched upon. I think that is worrying. There is quite good material that has come in, but there are not many words in that material where Swedish shipping, which is so important for the Swedish transport industry, is touched upon.

Let me come in a little bit on merchant shipping, which is naturally an international activity. The large part of shipping is international. Even though I am in favor of us getting more Swedish-flagged ships, most ships that call at the Swedish coast will have another flag. So I also believe that it should be so, even though the Swedish share naturally should increase.

I also believe it is important for Swedish basic industry that this works. In some way, we live off the iron, the ore, and the forests. These are products that are perfectly suitable to transport via maritime shipping. We must take advantage of those opportunities. Things naturally need to be done here. Shipping lanes and ports must function. I think it is going a bit slowly and feel some concern.

I have visited Norrbotten and seen the process that is underway, and I am becoming worried when the upgrade that is to be made in Luleå Hamn with widening and deepening of the approach to the port does not happen. It is just being delayed. The procurement was supposed to take place and needed to start this summer. But now we are in June, and the procurement is not finished. It will therefore be delayed by a year. It will obviously be an obstacle.

Swedish shipping and Swedish-flagged shipping have been up for discussion. It is clear that it is important. It is important for our security of supply, so that we can manage to provide for ourselves in crisis but also in war. The Swedish fleet simply needs to grow.

It is also about having a Swedish fleet to retain the competence among sailors and officers. That there is somewhere to serve is also an important reason. And when one undergoes the training, one should be able to practice somewhere. That is very good.

We have been into the fact that the stamp duty should be removed, that the Swedish tonnage tax system would need to be upgraded and that we should be able to compete with our Nordic neighbors.

It is good that the investigation has been completed. I think there are certain things missing in it that would need to be added. But a government can always do that when it presents its proposal. It is about exempting ships that travel only between Swedish ports and exempting contracted traffic. By that, I do not mean the archipelago traffic, but perhaps specifically the Gotland traffic. In that case, one obviously makes it even more difficult for those ships traveling between the mainland and Gotland to have a Swedish flag. From a security of supply perspective, it is madness to act in that way. It is also about how the shipping companies that are to enter the system will be able to manage their untaxed resources.

So there are some such things. But I don't think it is so complicated. It could be arranged quite quickly. It needs to be put in place now. It is urgent. It is almost as if the Swedish merchant fleet is shrinking with every passing day. It is serious. At some point we will reach a limit from which it cannot be built up again.

Madam Speaker! I also want to touch upon the Swedish Maritime Administration and its organization - there is so much in such a report that I choose to select a few things. It is clear that there are problems with the organizational form one has; one is business-oriented. How are different things to be financed? The Sea Rescue is an example.

It is also becoming quite obvious that the icebreaking has major flaws. There are great needs there, and things would need to be done. I feel concern regarding the icebreaking. It is also to be procured. That procurement has been interrupted. And the last thing I heard was that it is now not about two icebreakers but one icebreaker. It is clear that it is being reduced.

Those who live and conduct business in Kalix had their shipping lane closed because the icebreaker capacity was insufficient. It is a catastrophe. We must consider how we meet this.

I also believe that within the Swedish Maritime Administration's organization, one needs to look at this issue of fairway charges and consider how they are structured. I believe that they will also exist in the future. But we need to do some kind of restart. Those who have environmentally friendly ships should receive a significant discount, but not everyone should receive a discount. It is also a way to favor Swedish shipowners, who many times are far ahead in the transition.

One also needs to consider the piloting. It is an old profession that has existed for a long time. But I believe one must take advantage of the technology that exists to facilitate it.

Madam Speaker! The transition within shipping has proceeded quite slowly. It can perhaps be said to be an immature activity. One is still finding one's way. It is possible that it needs to be pushed from the state level here. Research and development in the area could accelerate it.

There are simple things that could be done already. One could ban scrubbers on Swedish waters. We have seen the accidents with heavy oil that have occurred both in the Tjust archipelago and most recently in the Blekinge archipelago. I believe that one can put one's foot down and say: On Swedish inland waters, it is forbidden.

One should not go the way the government wants, which is to talk about the issue in the EU and try to get the EU on board. It will take time. It is good if all of Europe and the whole world will ban it. But our Danish friends are ahead and will ban scrubbers in Danish internal waters. So it is possible to do.

Madam Speaker! Before I conclude, I want to say something about ports. I believe it is important that we begin to develop some kind of port strategy in Sweden. If shipping is to function, the ports need to function. And the state needs to take responsibility for the roads and railways that lead to the ports. It is clear that the goods will not get out or in if there is no capacity to meet that in the ports.

There are quite a lot of conditions, as long as one keeps up the pace. I think the government is showing a good spirit, but one is far too slow. One must increase the pace. Otherwise, it will not work.

I thus conclude my speech by stating that the Social Democrats stand behind all of our reservations, but in order to gain some time in the handling, I move for approval of only reservation number 6.

(Applause)

The speech at riksdagen.se, in Swedish (opens in a new tab)

Johanna Rantsi (M)

Madam Speaker! I realized that in our previous exchange of remarks, I left Mattias Ottosson unable to answer my questions. Therefore, I shall give Member Ottosson the chance to answer now.

Eight years in government is a long time. I want to assert that we, who have governed for two years, have accomplished significantly more than what happened during the preceding eight years. The member thinks that things are moving slowly now. In that case, I wonder what the Social Democratic government did during those eight years.

Why didn't the Social Democrats themselves work for more Swedish-flagged ships when they were in government? It is not a new problem. For a long time, we have seen this going downhill and that more and more ships are flagging out.

The big problem is that the Social Democratic government never took the measures required to stop the outsourcing. The Moderate-led government has now started, but it could have happened significantly earlier.

I would therefore like to ask Member Ottosson how the Social Democrats take their responsibility when it comes to that. What did the Social Democratic government do during eight years?

The speech at riksdagen.se, in Swedish (opens in a new tab)

Mattias Ottosson (S)

Madam Speaker! The previous government introduced the tonnage tax system, which is a way to facilitate for Swedish shipowners to flag Swedish. It is being evaluated now. It was an announcement to the government that all parties stood behind. There we are now. Now it is important that it is completed.

The Government presented the proposal to investigate the issue in an excellent manner, and now the investigation Vågade skatter has come forward with its proposal. It is absolutely excellent. It is proposed that the stamp duty be removed entirely. They are looking at the tonnage tax. A good number of variants there are good. Different types of ships will have to be included in that.

As said, for example, ships traveling 100 percent between Swedish ports are not covered. I miss that. A shuttle from Brofjorden into the Baltic Sea with various petroleum products would therefore not be covered. In that case, it would be cheaper to sail with a Danish, British, or Portuguese ship than a Swedish ship. It is clear that this is a deficiency in the proposal.

When it comes to the transport to Gotland, perhaps the most serious issue is that outsourced transport should not be covered. I think the government should go even further and say that we demand a Swedish flag in the procurement. It is a vital security interest to ensure the supply to Gotland in crisis and war.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Johanna Rantsi (M)

Madam Speaker! I still wonder what the Social Democrats did during eight years. I know that they were involved in introducing the tonnage tax system, but I find it difficult to see why they were so opposed to evaluating it or to acknowledging what could be improved in it. It is good that MP Ottosson has now come to his senses and seems to be in favor of many of the proposals in the investigation.

Member of Parliament Ottosson mentioned the question of banning scrubbers. We can probably all agree that pushing emissions into the water instead of releasing them into the air is in no way less dangerous. They come out anyway, regardless of whether it is in water or in air. The government has been working on that issue for some time, and it is our intention to be able to ban scrubbers. Our minister Andreas Carlson has raised the issue with his ministerial colleagues in the EU and at the IMO through the Secretary-General. It needs to be regulated internationally in the long run, because the issue of scrubbers is not just about Swedish waters. If we cannot get everyone on board internationally, perhaps we can start with the countries around the Baltic Sea. This is, in any case, high up on the government's agenda.

I want to ask Member Ottosson again why the Social Democratic government did nothing about this when they had the chance. Why did they do nothing about scammers when they held government power for eight years?

The speech at riksdagen.se, in Swedish (opens in a new tab)

Mattias Ottosson (S)

Madam Speaker! The Social Democratic government investigated scrubbers and was also about to present such a proposal, but the work has now, for some reason, stalled.

I am a great supporter of these types of issues being handled in the IMO or the EU, but I think we should take the lead and ban scrubbers on inland Swedish waters. It is an issue that the Swedish government can take a stand on. I think one is hiding a bit if one says that one will talk to colleagues in the EU about this. The Danes are taking the lead and have now decided to ban scrubbers on inland Danish waters. This is of course very good for the Swedish environment, but I also believe it benefits Swedish shipowners, who are very far ahead in the transition. We talk about tax systems here and there, but it can also benefit Swedish shipowners if we change the environmental regulations. I think that is important.

I believe that we would need to develop that which relates to inland shipping and establish a regulatory framework that, for example, makes it easier to manage barge traffic in Sweden. There are many types of products that are excellently suited to be transported in that way. Agricultural products such as grain are a very good example. The agricultural cooperation in Sweden is an exemplary model that transports much of its grain by sea in the Baltic Sea and on the West Coast. But I believe that in the inland, more sheltered waters, one could transport this via barge. The modern approach today is not a boat towing a barge, but electrically driven barges. They have been developed and exist to a large extent in Germany and the rest of Central Europe. I believe that this is also a way to meet the needs we have and strengthen Swedish shipping.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Helena Gellerman (L)

Madam Speaker! Today in the Transport Committee, we are debating maritime transport issues. Maritime transport is vital for the Swedish welfare. Without maritime transport, we would not be able to afford our high level of school and healthcare in Sweden. The reason is simple: Sweden has large raw material resources and world-leading companies that export the majority of their production, for example timber and vehicles, to all parts of the world.

Shipping accounts for 90 percent of our exports abroad. Exporting ensures that Swedish companies receive income and can develop and provides hundreds of thousands of jobs, where both companies and staff pay tax. The tax is then used for, among other things, welfare. It is important to see that connection and that the significance of shipping for our country's prosperity receives the attention it deserves. That is what the current government sees.

The war in Ukraine has shown that we must strengthen Swedish shipping with both Swedish-registered vessels and Swedish seafarers to strengthen the Swedish preparedness. The war in Ukraine has also highlighted our great dependence on the Öresund Bridge when it comes to the railway connections. The need for railway ferries and a new road and rail connection is clear in order to create redundancy.

Madam Speaker! The importance of shipping for Swedish companies and for Swedish preparedness means that we Liberals want to facilitate so that there will be more Swedish-flagged vessels. An important tool is then to remove the stamp duty on new vessels. It is a proposal that I and the Liberals have pushed since 2018, but only with this government can it be implemented. The goal is for it to happen in 2025.

The tonnage tax also has a negative impact on the development towards climate-friendly shipping because investments in green technology make the ships more expensive and thus result in a higher tonnage tax. There are therefore several reasons to remove this tax.

The government has investigated the tonnage tax to make it more attractive to register ships in Sweden. This applies in particular to special ships. We cannot have radically different rules compared to our neighboring countries. For example, Denmark's rules are more attractive than today's Swedish rules. This also applies to the Swedish net model and advance notices to companies regarding whether they can receive maritime support. At the same time, Trafikverket shall present a proposal for a highly requested joint agency portal with consolidated information on how new shipping lines for domestic shipping and coastal shipping can be started.

The government takes the competitiveness and importance of shipping for Sweden's prosperity seriously. It has been neglected for eight years under a Social Democratic government.

Madam Speaker! Our inland waterways are an asset that is not sufficiently utilized. Only 3 percent of our domestic transport goes on inland waterways, despite the fact that there are good conditions. The EU's regulatory framework for inland waterways gives Sweden the opportunity to set its own rules, which we should take advantage of. One example is barge traffic, which can reduce the number of heavy truck transports, not least in the cities.

We often talk about shifting freight from road to maritime transport, but to succeed, an increased focus on the infrastructure surrounding our ports is required. Roads, railways, and public transport are a prerequisite for the efficiency of maritime transport and must function.

We know it can be done. A successful example is the Port of Gothenburg and the Western Main Line. The Port of Gothenburg transports 60 percent of the port's cargo via railway. The Liberals want the government to prioritize this in the upcoming national infrastructure plan, and not least Sweden's most heavily trafficked stretch, Alingsås-Gothenburg. The Port of Gothenburg sees an increase in cargo of 80 percent by 2035. Where is that cargo going to go? It is not possible to drive it by truck through the tunnels out of Gothenburg.

Madam Speaker! The Swedish Maritime Administration is central to how shipping is developed. The authority is primarily financed by fairway and pilotage fees from commercial shipping and has a strained economy. The review of the fees must take into account the impact on Swedish shipping's competitiveness. The impact of the pilotage fees on the competitiveness of different ports needs to be reviewed at the same time, not least regarding the possibilities for a remote-controlled digital pilot service. This is particularly important for ports located far inland.

The Swedish icebreakers are in urgent need of being replaced. The icebreakers have an important function in keeping Swedish ports ice-free, so that companies can plan risk-free to export their products via our ports next year. Icebreakers are grant-funded through national planning. The Liberals also want the option on a third icebreaker to be exercised to secure access to our ports and the Swedish preparedness.

A well-functioning ferry traffic to and from Gotland is vital for both the residents' and the business community's transport needs. With Russia's war against Ukraine, the needs of total defense have also come into focus, where the Gotland traffic has an important defense policy task. A new procurement of the traffic is now underway, where all three aspects are taken into account.

Madam Speaker! The availability of Swedish maritime personnel has decreased, and fewer and fewer are seeking maritime training, for example, the university-level programs at Chalmers and Linné University. To remedy the situation, especially considering large retirements ahead, the government has doubled the appropriations for the university-level programs for 2024 and also adjusted the eligibility requirements regarding sea service so that more people can obtain eligibility to operate medium-sized tonnage in Sweden and in the surrounding area.

These are some of the steps the government is taking to create conditions for more Swedish officers and sailors.

Madam Speaker! The EU's major climate package Fit for 55 contains several instruments that have a significant impact on shipping: the expansion of the emissions trading system EU ETS 2, which is being introduced gradually between 2023 and 2026, the amended Energy Taxation Directive, which means an end to tax exemptions for shipping fuel from 2023 onwards, the reduction obligation in the FuelEU Maritime proposal, and requirements for infrastructure for alternative fuels and electricity.

The Liberals believe that it is positive that we now receive competition-neutral rules throughout the EU. It is not only Sweden that has obligations on shipping. This strengthens the Swedish shipping industry, which is far ahead in the climate transition.

We need to increase the investment in the electrification of smaller ferries and ships and push forward the electrification of road transport, so that biofuels can be prioritized for shipping and aviation. We also need to invest in research on hydrogen and e-fuels and their infrastructure. This needs to be done to facilitate the industry's transition to fossil-free transport.

Ships should be given incentives to use shore power instead of running their engines in port. One way to steer towards more electricity use in port is to introduce differentiated port fees or ensure that only those ships that connect to shore power are allowed to visit the city-adjacent ports. These are two variants to drive the development so that shore power is used.

In conclusion, I would like to raise an environmental issue. Washed exhaust gases that are discharged into the sea pollute the marine ecosystems. Therefore, we in Liberalerna want Sweden to work towards a ban on scrubbers that discharge pollutants into the sea.

Swedish shipping has an important task in showing the way for fossil-free maritime transport globally. Now the government is increasing the focus on Swedish shipping for the sake of the climate, the companies, and the country's preparedness and prosperity.

I vote in favor of the committee's proposal for a decision and against all motions.

(Applause)

The speech at riksdagen.se, in Swedish (opens in a new tab)

Rashid Farivar (SD)

Madam Speaker! We in the Sweden Democrats stand behind all our nine reservations, but to save time, I choose to move for approval of only reservation 2.

We often forget how important shipping is and has been for us in Sweden. Quite early in our history, Swedes have been merchants and traveled the world to conduct trade. Shipping has also historically been an important means of transport for moving around within Sweden, which is also shown by the fact that the largest part of the population continues to live within five miles of the coast.

Historically, Sweden was a major maritime nation, but it is something that has slowly been dismantled over time. Now we find ourselves in a situation with so few ships that it is critical. We must reverse the trend quickly and get more Swedish-flagged ships so that we can manage our trade and preparedness.

The Sweden Democrats have good proposals on how to turn the trend upwards. It is urgent, and as far as we know, there are no ideological obstacles. We should therefore unite on these issues and strengthen shipping together. The first important issue is to convert the stamp duty into an administrative fee, which is underway.

The next important issue is the tonnage tax, which is being worked on, but it is very important that it becomes at least as favorable as our neighboring countries' tonnage tax. One can look at the Danish model. We should introduce a model that provides advance notice regarding shipping support, because the notice means that companies get reasonable conditions to plan their long-term operations.

The Sweden Democrats also advocate that we restore the net model to 100 percent as soon as possible, so that we can compete on similar terms as other countries. To strengthen special shipping, which is extremely important for, for example, cable laying, special vessels should also be covered by the net model for maritime support.

Shipping is international, and for those who purchase goods, the price is usually the most important factor, not the working environment or the flag at the back of the ship. Swedish wages are higher than those on convenience-flagged ships, which makes it even more important that we do not create complicating special rules for Swedish ships that make our transports more expensive. We shall follow the International Maritime Organization's rules and also those that the EU sets up, but absolutely not create our own Swedish cost-increasing rules.

Madam Speaker! A maritime council should be established to strengthen long-term competitiveness and ensure a positive development within the maritime industry. The council should have a diverse composition and consist of, among others, the maritime industry, trade union parties, relevant authorities, as well as research and educational institutions. Through a maritime council, the government will receive good decision-making foundations that benefit and strengthen Swedish shipping over time.

In 2014, the possibility to operate barge traffic on Swedish inland waterways was introduced. This concerns the Göta älv from Gothenburg to Vänern and Mälaren out to Södertälje with the EU's regulatory framework for barge traffic. Even more advantageous is that Sweden itself can determine the rules, since our inland waterways are not shared with other countries.

Sweden has, however, not chosen to facilitate barge traffic yet but has chosen to follow IMO's regulatory framework. Now is the time to review how one can implement relaxations in the regulations to get barge traffic started. If we change the regulations, there is a great interest in starting more traffic and hopefully also strengthening Swedish shipping, while at the same time increasing the incentive to move cargo from road to shipping.

Another issue that can be looked into is getting coastal shipping started. Today, it is largely non-existent because the cost of fairway fees is too high. Certainly, there are discounts, but the fees revert to being non-discounted only to be discounted again later. If one changes the fairway fee so that ships traveling between Swedish ports are exempt from fairway fees, it creates an opportunity to get sea transport started from the northern east coast to the northern west coast, similar to a bus that picks up cargo in the ports along the way. Today, much cargo travels by truck instead of by boat because sea transport is too expensive.

The fairway charges in Sweden are a hostage for the shipping companies, as there are few countries that have this fee. In Sweden, this is a revenue for Sjöfartsverket, which is also a business enterprise. Sjöfartsverket does a good job, but the government perhaps should consider looking more closely at the investigation that Statskontoret has conducted. Should Sjöfartsverket be a business enterprise and continue to raise the fairway charges for the merchant ships, or should the structure be changed and it become a grant-funded agency?

Madam Speaker! If it is decided that nothing shall be done with the Swedish Maritime Administration, the state needs to help with financial resources for shipping, for example the cost for icebreaking and also for the future renewal of the Swedish Maritime Administration's fleet.

The Swedish Maritime Administration has soon measured all major shipping lanes around Sweden's coast with its vessels. They are requesting funds to be able to continue measuring depths in municipal waters to provide better nautical charts for recreational vessels, which lies outside the Swedish Maritime Administration's mandate. Digitalization for shipping is a challenge, and the agency is working hard to introduce digitalization into shipping. It is about remote piloting, about making it easier for shipowners to approach ports, and more.

To increase the attractiveness of maritime transport, we must not forget road and rail connections. Good connections to and from the ports are needed to promote both import and export. Efficient flows with double tracks and good accessibility with roads so as not to disturb the cities at the ports is something to consider, not least in cities that have Ro-pax, that is roll-on/roll-off passenger - rolling cargo and passengers. It must not be that the cities are choked up by trucks and cars when the ships arrive.

Another important aspect is to preserve the possibility of transporting trains on ships. Today, only Ystad and Trelleborg have that possibility, which is important, not least for redundancy and in times of war.

We must also not forget that ships require maintenance. They need to enter shipyards at regular intervals for upkeep. It can also involve conversion by rebuilding, changing engines, or painting the hull with effective antifouling paints.

We only have one large repair yard left: Öresundsvarvet in Landskrona. The yard services and maintains, among other things, state vessels but obviously also works with other ships that need shipyard assistance. Destination Gotland received help when one of their ships ran into the quay.

Öresundsvarvet works in an environmentally conscious manner and never misses a deadline. The shipyard also works with the shipping of the future and will in the near future build and test a wing sail for Wallenius' account. We must help our last large shipyard to be able to continue receiving ships by expanding the fairway into the shipyard. The ships are becoming larger and wider, which means that the shipyard cannot receive the ever larger ships if we do not help by straightening and potentially widening the fairway.

Finally, Madam Speaker, we want to highlight dry ports that are security-classified, an extension of a port that enables a faster logistical flow from port to recipient but also from exporter to port. Being able to speed up deliveries and clear goods in a dry port creates space in our ports instead of them acting as storage space.

The speech at riksdagen.se, in Swedish (opens in a new tab)

Håkan Svenneling (V)

Madam Speaker! As many have pointed out in today's debate, Sweden's imports and exports are entirely dependent on maritime transport. Maritime transport should be used more, and we see how ports are being modernized with intermodal possibilities and new renewable fuels, as well as how the railway is being extended into the port. This is good. Heavy transports should be taken by sea and by rail, and not via trucks that wear down Sweden's already heavily burdened roads.

To speed up Swedish shipping, more ships must be Swedish-flagged and comply with Swedish working environment regulations. Operating a ferry company under another country's flag is not reasonable. It leads to unfair competition when the working environment and wages can be dumped in a way that is not worthy of a country like Sweden. Also, from a preparedness perspective, more ships must have a Swedish flag because it is only Swedish-flagged ships that may be used in crisis and war. It is time that the government ensures that more ships become Swedish-flagged.

There is a great need for education in many areas of the transport sector, so also within shipping. It is an education and a profession that requires that you can both do calculations and perform practical work for a period of one year in order to eventually be able to become a ship captain. To become a pilot, an additional up to one year of training at the Swedish Maritime Administration is required.

These are professions and educations that need to be adapted to today's society and world. Being away for several weeks or a half-year at a stretch has its charm and its challenges. More people must be lured to the sea, but the work at sea must also be adapted to life on land. I would like to see a plan for how more people shall be lured to professions within the transport industry, from the sea to the railway and the road.

Something that meets a lot of criticism is how the Swedish Maritime Administration is financed. The agency is not an administrative authority like other state agencies that receive state funds, but a commercial enterprise that is financed by providing shipping lanes where ships can then transport all goods that are imported to and exported from Sweden.

The argument that is often raised is that if the fairway charges are lowered, more could be transported by sea. Firstly, almost everything that is currently transported by sea is already being transported, so the possibilities for an increase are small. Secondly, it is not the fairway charges that are the significant fee for the shipping companies, but rather the fuel prices, which for shipping are completely untaxed, and the port fees, which affect the shipping companies.

In that case, it is better to make Sjöfartsverket an administrative authority without a requirement for return, which today must come from the shipping companies themselves. Authorities have little opportunity to conduct business, so let them be spared from it! Vänsterpartiet therefore proposes that Sjöfartsverket should become an administrative authority and not a commercial enterprise whose business is the fairway charges, a system that many are critical of.

Madam Speaker! As a person from Värmland, I want to highlight the importance of inland shipping and short-distance transport. According to the investigation by Statskontoret, the inland traffic of Vänern and Mälaren is the part of shipping that can be increased if fairway fees are lowered. The cargo transported in inland shipping is low-value and therefore price-sensitive. Today, there is a discount on pilotage on Mälaren and Vänern, and there are many ports that have difficulty making their operations viable. A strategy is needed here for how more can be shifted from road to inland water transport, especially when the new locks in Trollhättan are completed one day.

A clearer port policy for the whole of Sweden is also needed. Today, Sweden's ports are for the most part a municipal matter, but from a civil preparedness perspective, we must look up and see how, for example, foreign ownership is a security risk.

For example, China systematically uses infrastructure investments in other countries to expand its power and influence. Ports are often located in strategic places and are interconnected with the rest of the transport system. We see this, for example, in the port of Piraeus outside Athens, where China has bought in to occupy a strategic position.

It is important that the state takes a holistic approach regarding Sweden's ports and their ownership. The government should therefore promptly work to develop a Swedish national port strategy.

When it comes to Gotland, the ferry traffic between Gotland and the mainland is the absolute most important means of transport for freight and passenger transport between Gotland and the Swedish mainland. Gotland has a special situation that the state needs to take increased responsibility for. The main traffic must be built year-round on modern fast ferries with the lowest possible emissions and strengthened accessibility.

Vänsterpartiet considers that transport, just like the state road infrastructure, functions best under state management and should be seen as part of the state infrastructure. Gotlandstrafiken should therefore be counted as infrastructure and consequently be managed within the framework of infrastructure planning and financing. There is also a great need to strengthen the transport to and from Gotland from a total defense perspective, and Vänsterpartiet therefore considers that the ships should be owned and operated by Trafikverket.

It is too expensive, both for goods and for travelers, to get to and from Gotland. The Gotland traffic has been procured, and very few shipping companies have the possibility to submit bids for the traffic. Ticket prices have been raised significantly in recent years, according to Region Gotland by as much as 50 percent, which has hit Gotland and the people of Gotland hard. This applies to both companies and the important tourism industry.

The freight costs for Gotlandic goods are significantly higher than the freight costs for goods produced on the mainland. This means that Gotlandic producers have smaller margins and are sensitive to increased prices in Gotlandstrafiken, especially during an ongoing contract period.

It has been shown that substantial price increases can be made at any time and with relatively short notice, which poses a problem. For the competitiveness of the Gotlandic entrepreneurs, prices, frequency of trips, and short crossing times are most important. Region Gotland and the County Administrative Board in Gotland County have previously demanded competitive, low prices in the ferry traffic - "road prices" - in parity with corresponding distances on land.

The Government must return with specific compensation in accordance with Region Gotland's assessments, directed at travelers and freight buyers, to counter the heavily increased freight and ticket prices in Gotlandstrafiken.

Gotland must be given the same conditions as all other regions in Sweden. That Gotlandstrafiken functions optimally is important for all of Sweden. Gotland is not only a popular destination but also a major producer of food for the entire country. Even higher prices and worse timetables would significantly hinder this, and it would also affect the mainland.

Gotland cannot be expected to finance Gotlandstrafik's climate and environmental transition alone; instead, this should be financed in solidarity, just as the transition in the whole country. Trafikverket intends that other ports on the mainland can be used. No impact assessment whatsoever has been conducted regarding this, and the consequences could be very negative. The entire Gotlandic society, not only the business sector but also cultural and sports life and the whole civil society, is heavily affected by any potential deteriorations. Therefore, these should be studied carefully in an impact assessment with Gotland's regional development in focus.

Vänsterpartiet considers that Trafikverket's model 4, Gotlandstrafiken entirely under state control, is the model that should work best. With this model, the state gains full control over such things as the operations, its costs, the pricing, the development of the fleet, and the personnel responsibility. This means that Region Gotland would get full insight into the operations and be able to influence them to a large extent.

With this, I move for the approval of the Left Party's reservation number 23 regarding Gotland traffic.

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Johanna Rantsi (M)

Madam Speaker! Thank you, Member, for a very exciting speech!

I have a question for the member. Vänsterpartiet describes in the motion report that it needs to be investigated how an investment support, which is to lead to reduced greenhouse gas emissions from ships, can be introduced through state co-financing for new technology.

I would like to read out a shorter quote from page 94 of the report: "Furthermore, I want to emphasize that investments in new green technology are crucial for the shipping industry to be able to transition. Without support from the state - as long as the oil price is relatively low - there are, however, no incentives for investments in technology that reduces the ships' greenhouse gas emissions."

To claim that our Swedish shipping companies do not have incentives to invest in green technology without subsidies is, I mean, downright disparaging towards our Swedish shipping companies. Swedish shipping companies are world leaders when it comes to green transition and green technology. For the Left Party to claim that state subsidies are required for this, I think is incredibly misleading.

I want to assert that Swedish shipping companies care and are taking their great responsibility for the green transition, furthermore without any specific government subsidies. I would therefore like to ask: Is Vänsterpartiet not aware of the Swedish shipping companies' green transition, which is already world-leading today?

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Håkan Svenneling (V)

Madam Speaker! Now, this is far from my area of expertise. I am making a small guest appearance here tonight in the maritime debate. But I have sat in the committee that handles maritime policy for ten years now, so I still have a certain sense of what we are doing here.

It must be stated that yesterday we had an EU election where the climate issue was in focus and where the voters clearly showed that the climate issue is one of their absolute most important issues. One of the clear dividing lines when it comes to EU policy and transition is that the parties to the left are very clear that we need active state action in the climate transition to achieve a transition that makes a difference and that happens quickly and effectively so that we reach our goal - the Paris goal - to get as close as possible to the 1.5-degree goal to stop climate change. We see them here and now, and throughout the entire month of May - it has never been so warm during any other month of May. We do not wonder if summer is coming, for it has already been here.

One can do as the Moderaterna do and think that the market will solve this and that we have decent and pleasant capitalists who own shipping companies and who truly care about the climate. We certainly have that in Sweden, but we can also ensure that we take a social responsibility together, in order to build a better and stronger society by having society provide incentives, lead the way, and drive and point out the direction.

If we have a taxation for companies and shipping companies in a way that drives the environmental and climate transition, we will move forward faster. The problem with the Moderaternas policy here is not that one is worried that companies need subsidies to move forward, but the problem is that one is not transitioning fast enough. It does not have a large enough effect. This is what we in Vänsterpartiet mean when we talk about that the shipping companies must be involved. They must receive support from the state so that the transition can happen quickly. We do not have time. We do not have 30 years. Then we will be standing here in the heat already in February.

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Johanna Rantsi (M)

Madam Speaker! This is typical left-wing politics. One is pushing for a stamp duty to be levied on shipping companies and ships – the more they invest in environmentally friendly technology, the more they have to pay in stamp duty. At the same time as Vänsterpartiet wants to levy this tax on environmentally friendly investments, one wants to pay out a grant later. What bureaucracy and administration!

I share the member's view on how important climate work is and that we should take a collective grip on it here as well within the EU. But I assert at the same time that we have very capable shipowners and shipping companies here in Sweden. One only has to look at the research and innovation taking place at Chalmers or at the development of Oceanbird at Wallenius. Furetank is now building dozens of new ships with 50 percent lower fuel consumption and 99 percent lower particulate emissions than previous boats. Look at Candela and the electric boats being developed, for example, the autonomous electric ferry that runs on the sound here outside!

The idea that Swedish shipping companies should first be taxed and then receive the money back as grants, I think, is pure bureaucracy. I want to ask the member if I have really understood it correctly. Does the Left Party want to levy a tax on environmentally friendly investments, in the form of a stamp duty, in order to then pay out grants?

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Håkan Svenneling (V)

Madam Speaker! As I said in my first speech, this is not my special area. I have not worked many days in the Transport Committee; I do not think I have attended a single meeting or even sat in the committee more than during the pandemic. But one must still note the dream world that the Moderaterna live in when they think that Swedish shipowners are the absolute best in the whole world. It is as if the transition had already occurred.

We actually see every day that the transition has not occurred. It is not the case that there are some cute little boats buzzing around that do not produce any emissions, but rather we see that the shipping industry accounts for large emissions and has done so for a long time. We see that we have a huge challenge ahead of us. We need to electrify the road network and electrify the sea transports that can be electrified, and we need to transition so that one moves over to fuels that are more renewable than those we have today.

We see the emissions that have come from the shipping industry in many, many places in Sweden. Blekinge, which was mentioned here, was affected by the latest large spill, but I see myself at home in Vänern how there are historical debts in the form of large emissions that date back a long way and that will remain for a long time to come. Let us therefore see what reality actually looks like, and let us see the need to make a climate transition quickly!

We can discuss exactly how to do it and which tools to use, but the problem is that the Moderaterna are currently making Sweden worse from an EU perspective. The EU Commission is further ahead in its environmental and climate work than the Moderaterna and the Swedish government are, and Sweden constantly opposes new legislation in the environmental field. This worries me very much. They are playing with our future in a way that worries me.

We see the climate changes here and now - we have just experienced four weeks of election campaigning in a May that was warmer than ever. One wonders how warm it will be in July.

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Linus Lakso (MP)

Madam Speaker! Approximately 90 percent of all trade occurs via shipping, both internationally and in Sweden. If one looks at maps of export flows, one sees the enormous corridors of goods that pass through our ports.

Shipping plays a central role in our transition to a fossil-independent society. Large volumes can be transported by sea with a very small energy use per ton. There are therefore both economic and climate-related reasons why we need to protect shipping, and this applies to both export and import, both with ships that travel long distances and, not to be forgotten, with inland shipping. Whether we can relieve roads, but also the railway, with the help of shipping is very much a gain environmentally; I can only agree with that.

The transport sector shall reduce its emissions by 70 percent by 2030. At least seven of the Riksdag's eight parties have agreed to that goal in this chamber. The question now is how we are to reach the goal - we are approximately halfway through the race, and the government is well indebted to provide the answer there. But I want at least to highlight what I consider to be a central part, namely the transition of shipping's fuel.

I believe that an important reform to get in place is a production subsidy for electrofuels. It would facilitate and accelerate the shipping industry's transition to sustainable fuels. For short distances, we can of course electrify – where it is a good alternative – but for long-distance transport, sustainable fuels are the solution we see, at least for now. This applies, for example, to different types of electrofuels such as methanol, ammonia, and hydrogen. When I speak with those who want to transition, however, I hear that the price for new technology is a hurdle right now. Getting this production started is therefore a very important piece of the puzzle.

The EU has finally incorporated shipping into the EU's emissions trading system and in the large reform package being rolled out, Fit for 55. From 2026 onwards, shipping shall be fully included in the emissions trading system, and that phase-in has already begun. Ships traveling between the EU and third countries may purchase emission allowances for a corresponding 50 percent of the emissions caused by the voyage.

This will mean a lot for shipping and its work for a green transition. Within the EU, it applies to 100 percent of emissions. To begin with, carbon dioxide is covered, but after 2026, methane and nitrogen oxides shall also be included. What I believe we need to do from a political standpoint is to support shipping in this transition.

Madam Speaker! The EU has also taken an important decision regarding the FuelEU Maritime system, which also entails a reduction obligation system for shipping. It is incredibly pleasing that this will be in place as early as January 1, 2025, but it concerns, as stated, the ability to produce these fuels.

As I have mentioned, shipping has many advantages when it comes to the environment and the climate, primarily by being a very efficient way to transport large amounts of cargo. But there are also environmental problems, which have been mentioned earlier, with so-called scrubbing and the pollution that it leads to when what should have gone into the air instead goes into the water.

It is also common for ships to wash their cargo holds and discharge the wash water directly into the sea without prior treatment. Large amounts of pollutants, which among other things contribute to the eutrophication of the Baltic Sea, are discharged straight into the sea. Several countries, unlike Sweden, have prohibited the discharge of scrubber water, and here Sweden needs to follow suit.

This would be particularly appropriate since the government suddenly realized the seriousness and how bad the Baltic Sea's fish stocks are. I hope that the press conference held regarding a marine proposal was not merely a show for the galleries ahead of the EU election, but that the Baltic Sea's future environment is actually important to and will be prioritized by the government.

Miljöpartiet stands, of course, behind all its reservations in this report, but for the sake of time, I move for approval of only reservation 21.

The deliberation was hereby concluded.

(A decision was to be taken on 12 June.)

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