Response to interpellation 2023/24:45 on measures in light of the Swedish Transport Administration's investigations
Translated from Swedish by AI; the translation may contain errors. The Swedish text is the original.
Summary AI, written in advance
KD prioritizes upgrading existing railways, road standards, and charging infrastructure over investments in high-speed trains 1. KD argues that canceled plans for high-speed trunk lines enable resources for necessary investments on the Ostkustbanan and in northern Sweden 2 3. KD believes that the government has a holistic view where aviation, shipping, and railways are included to meet freight transport needs 3 and that by not planning solely for high-speed trains in Skåne, capacity is increased more broadly 4. KD emphasizes that maintenance is prioritized and that reinforcements have been made beyond the national plan 4. S considers the government irresponsible for delaying announcements regarding continued directions for Göteborg-Borås and Skåne 5. S argues that the government lacks holistic thinking 6 and does not prioritize infrastructure issues 7. S demands concrete information on investments in northern Sweden and double-tracking on the Ostkustbanan 8.
Written by AI in advance and may contain errors. The numbers lead to the speech a statement builds on; check against the text below.
Statsrådet Andreas Carlson (KD)
Madam Speaker! Carina Ödebrink has asked me what I and the government intend to take for measures against the background of the presented investigations from Trafikverket.
Sweden must function. Investments in the railway should primarily facilitate commuting and freight traffic. The Government prioritizes the upgrading of existing railways, better road standards, and expanded charging infrastructure over investments in high-speed trains. The needs are great, and an investment in high-speed rail would have pushed out other necessary investments.
The government therefore cancelled the work on the costly project regarding high-speed trunk lines, and Trafikverket has been tasked with investigating which conceivable solutions can achieve the capacity improvements needed in the Göteborg-Borås corridor and in Skåne in a cost-effective manner.
The Government has also already tasked Trafikverket with preparing a basis for direction for the upcoming revision of the national plan. This is the first step towards a new national plan for 2026-2037. By January 15, 2024, at the latest, Trafikverket shall report the basis for direction to the Government.
Trafikverket reported the investigation assignments regarding measures in the corridor between Göteborg-Borås and in Skåne before the summer. It is an extensive amount of material that Trafikverket has delivered. The underlying documents are being analyzed and prepared within the Government Offices. The Government intends to return to the issues.
Carina Ödebrink (S)
Madam Speaker! Thank you, Minister, for the answer to my interpellation!
The day before Christmas Eve 2022, the government decided to instruct Trafikverket to, from this day forward, discontinue the planning for the so-called central system parts of the new main lines, between Linköping and Borås and Hässleholm, via Jönköping. It further instructed Trafikverket to, from this day forward, conclude as soon as possible the ongoing project regarding Hässleholm-Lund, a part of the new main lines, and it also decided that for Ostlänken, it would identify and implement cost-reducing measures.
Trafikverket's investigations were presented in June this year, and since then there has been silence from the government's side regarding the continued direction.
In the decision of December 23 last year, it is stated: "The Government intends to, following Trafikverket's analyses, return with a decision on the direction for continued planning of measures that contribute to improving the conditions for commuting to work in the relevant regions as well as facilitate expanded freight transport in the railway system."
I have since received several signals from abroad regarding what is happening on the government's side in connection with the investigations.
The project regarding the Göteborg-Borås section has been paused since December 2022. What does this not cost in lost time, foresight, and momentum in the project? I think it is irresponsible that the government is delaying in providing a decision on the continued direction. Much work and time has been invested in the projects, and it is the taxpayers' money. The Göteborg-Borås route is also one of the largest commuting routes in Sweden. What is the government's message to the decision-makers in Västra Götaland and to Trafikverket regarding this section? Today, Madam Speaker, there are only eleven days left.
Regarding Skåne, the Trafikverket report states that there are no measures according to steps 1-3 of the four-step principle that can provide the capacity requested in the Skåne railway network. Trafikverket proposes a number of measures to facilitate the accessibility for freight traffic, if decisions are made during 2023 so that they can be implemented in connection with the opening of the Fehmarn Bält connection in 2029. The cost for this is approximately 860 million kronor.
For work commuting and freight traffic, the highest priority measure is an expansion of two new tracks between Hässleholm and Lund, which is included in the current national plan. This measure provides positive effects for the railway system both in Skåne and in all of southern Sweden. The proposal, as stated, increases accessibility but provides no new capacity. What is the government's message on this issue? The answer I have received from the Minister gives no guidance whatsoever regarding what I asked about in the interpellation.
Peder Björk (S)
Madam Speaker! A railway system is a system that needs to hold together, and it does not become stronger than its weakest link. Just as Carina Ödebrink emphasizes, decisions from the government are needed on a number of issues when it comes to investments in the railway.
We have previously had an interpellation debate here regarding the developments in northern Sweden and the growth of the green industry. If the whole country is to hold together and if we are to seize the opportunities that are presented, investments in the railway are required. They were needed in southern Sweden, and clear statements from the government were needed regarding that, but clear statements were also needed on how the expansion of the railway in northern Sweden is viewed.
Once again, Madam Speaker, this is a system that holds together, and it does not become stronger than its weakest link. Along the Norrland coast, we see that the needs are incredibly great to keep the system together. The Norrbotniabanan has been started, but there is no announcement regarding the end date when the investment is to be complete. On the Ostkustbanan between Gävle and Härnösand, we have Sweden's longest single track - 27 miles of single-track railway where it is not possible today to get in more trains. Double track is needed on the Ostkustbanan.
Add investments to the Malmbanan and additional railway connections that are needed for Sweden to develop and to take advantage of the opportunities of the green transition.
As the Minister pointed out in the previous interpellation debate, the government has given a mandate. Just as a mandate has been given for southern Sweden, a mandate has been given for northern Sweden. Trafikverket is to return with a report regarding the possibility of prioritizing and advancing measures on the railway in Västerbotten and Norrbotten.
My question to the Minister is of the same kind as the one that Carina Ödebrink asked: When will the government act on the report that Trafikverket has delivered? What is the government's message, and when will concrete proposals be issued based on the material that the government has on its table?
Statsrådet Andreas Carlson (KD)
Madam Speaker! It is correct that Trafikverket has been tasked with developing proposals for both Göteborg-Borås and for Skåne. Regarding Göteborg-Borås, Trafikverket returned with proposals for four different alternatives. The different alternatives can be summarized by the fact that they are proposed to provide more regional benefit for the money. This has been reported to the government. We have reviewed and analyzed the proposals.
Exactly in the days preceding the presentation of Trafikverket's proposal, a West Swedish position was received from the so-called stråksamverkansgruppen. They advocated for a different, modified alternative. The Government naturally needs to analyze that alternative as well. This has meant that we have had to analyze this more deeply, and we are doing so at a high tempo and will return with a decision in the near future on that matter.
Skåne is further ahead in the planning. A preparation is underway there. We are analyzing the quite extensive underlying material from Trafikverket. It turns out that if the Hässleholm-Lund section is not to be part of the main line for high-speed trains with a speed of 320 kilometers per hour, one could obtain significantly more capacity-enhancing measures on site to achieve a better functioning railway and a better functioning transport infrastructure system.
Trafikverket has submitted additional proposals that could be moved forward: passing tracks in Slätthult on the Södra stambanan, expansion of the marshalling yard at Malmö godsbangård, meeting tracks on the freight corridor through Skåne, passing tracks in Rättelöv and track 21 in Hässleholm, passing tracks Mölleryd and passing tracks Blädinge.
Before the preparation of the previous national plans, there was a proposal from Trafikverket that would significantly increase the capacity of the Öresund Bridge. It concerns a proposal for a new grade-separated level crossing at Malmö rail yard, the construction of more platform tracks in the station hall at Malmö central, and an expansion to double track between Östervärn station and Malmö central. It would significantly increase the capacity regarding the number of trains over the Öresund Bridge precisely so that there will be the possibility to handle the increasing traffic when the Fehmarn Bält connection opens.
The previous government did not proceed with this. It was not included in the national plan.
When we gave Trafikverket the assignment to prepare this report, we specifically pointed out the very circumstance that Carina Ödebrink also highlighted, namely that the opening of the Fehmarn Bält connection will increase the pressure even further regarding the capacity on the Swedish side.
It is a comprehensive basis that is interesting and very well-substantiated which the government is analyzing and preparing and will return to in the near future. Regarding the questions that Peder Björk raises, I want to say that precisely that presentation of all the needs that Peder Björk sees is a very good argument for the government's position to cancel the planning for new trunk lines for high-speed trains in the southern parts of the country.
We have very large needs on the Ostkustbanan, on the Malmbanan and in northern Sweden, just as Peder Björk mentions. In order to manage building out capacity and also maintaining the deferred infrastructure on the road and railway side, we need resources, and we have been given better conditions for that through the decisions the government has made.
When will the government return regarding the assignment we have given to Trafikverket with measures to speed up investments in Norrbotten and Västerbotten? I cannot say an exact date today, but we are working at a high pace even with those questions. Peder Björk and Carina Ödebrink can be sure of that.
Carina Ödebrink (S)
Madam Speaker! Today, October 20, there are eleven days left of the extended pause for the Göteborg-Borås project. Within eleven days, the government must therefore provide a decision. It is possible that a decision will come, but in that case, could it not have been described or implied by the Minister in this important debate?
What concerns Malmö godsbangård and the changes there are included in the national plan. The fact remains that Trafikverket says that there are no other alternatives than to build new if the capacity in the railway system in Skåne is to be increased.
In the government's decision to task Trafikverket with preparing a basis for the direction of the work on the new national plan, it states: "Infrastructure measures in the railway system should not be fragmented but planned from a system perspective so that they can provide the desired effects for traffic as soon as possible." But the minister's answer here and the government's actions show a total lack of holistic thinking, which leads precisely to a fragmentation of the important infrastructure – an infrastructure that has no intrinsic value in itself but aims for the different parts to contribute together to a greater benefit.
I am very pleased that my party colleague Peder Björk also highlights the Norrland aspects in this debate. Everything is connected. The unique expansion that is now taking place in northern Sweden presupposes not only a robust and reliable infrastructure there, but just as much that there is a holistic view and a systems thinking with reliable infrastructure throughout the entire country. This is particularly important for functioning freight transport, as most of the goods pass through southern Sweden and further out into Europe and the world.
My interpellation takes its starting point in Trafikverket's three investigations regarding Skåne, Göteborg-Borås and Ostlänken and the concern that I know exists in those parts regarding the government's lack of information. But indirectly, Madam Speaker, my interpellation also concerns the situation in one of the most important export and industrial regions in Sweden today, namely Jönköping County.
The Minister's and the Government's speeches about that investments in infrastructure should primarily facilitate commuting and freight traffic obviously do not apply to this important part of the country. I find that to be sad and regrettable but also highly noteworthy.
Andreas Carlson is welcome to come back and give his view on how he sees how we can develop the infrastructure even in that which has now become a white spot in Sweden.
Peder Björk (S)
Madam Speaker! I can state that the Minister and the government are very quick to communicate what they say no to, what they are against. But they do not seem to have any greater interest in being quick to communicate the investments that they actually want to see. It is regrettable, because information is needed on which investments the government is prepared to make in the coming years. The green transition is happening here and now. The industrial establishments are happening here and now. In that case, it is not possible to wait for a national plan or beyond that plan. Information on direction and prioritization needs to be given here and now.
Madam Speaker! I nevertheless noted that the Minister did not refer to the national plan when it came to investments in Västerbotten and Norrbotten. I take that as a small sign that there is an opening for the government to consider giving a decision earlier than in the national plan.
It is the case that the government and the government's representatives have made a number of clear promises during the election campaign, not least regarding double tracks on the Ostkustbanan. The Prime Minister has, during the election campaign, but also after the election campaign, said that double tracks on the Ostkustbanan shall be completed by 2035. The Minister's own party leader has said exactly the same thing during the election campaign. My final question, Madam Speaker, to the Minister is: What measures and steps does the Minister consider that need to be taken in order to be able to live up to that promise?
Statsrådet Andreas Carlson (KD)
Madam Speaker! Let me begin with Peder Björk's concluding question, because the answer actually lies in what he started with. Priorities need to be made to have the possibility of having resources for the initiatives one wants to make. That was why the government cancelled the plans for new main lines for high-speed trains. It is resource-intensive. It was criticized by the Swedish National Audit Office for lack of cost control. And had that decision not been made, other measures that the member highlights would hardly have had the possibility of being prioritized.
Now we have made this decision. We have given many assignments to Trafikverket. It is about accelerating infrastructure investments within the relevant plans. It is primarily for Västerbotten and Norrbotten. But it is also about seeing what opportunities for co-financing exist to bring in more funds for important infrastructure projects.
It is also included in the assignment for a direction document that the government has given to Trafikverket that they should look at it, consider it and come up with proposals.
Then it concerns Carina Ödebrink's question. I have great respect for the member wanting to have a notification eleven days before the pause expires. Now there are eleven days left until the pause expires, and I have given a notification. The government will return in the near future. I have full understanding that one may want to have different guesses and hints, but it works such that when the government has something to communicate and give a notification, the government does so. We do it when it is ready to communicate. That is what we will do.
I do not share the image that the government would lack a holistic perspective and a systems perspective, on the contrary. In the assignment to Trafikverket regarding the orientation basis, we have pointed out that there should be a holistic view in terms of the transport system, where the four modes of transport, including aviation and shipping, should be included. It is very important to take this into account to manage the transport of goods, for example. There, shipping is a very important part. This applies to the ports in northern Sweden but also in southern Sweden. It applies in particular to the Port of Gothenburg. Capacity reinforcements may be needed when it comes to handling goods going out of and into the important port. This is something that, much more clearly than before, is pointed out in the assignment to produce the orientation basis. Aviation and air transport are also important for both work commuting and freight traffic.
Someone asked about freight transport. I actually received that question. No, I do not think that iron ore and the like will be transported by electric aviation in the first instance. It will, of course, continue to be transported by rail.
The volume itself is 1 percent when it comes to freight traffic on aircraft. But the freight value itself is 30 percent. Since it is important to deliver, for example, important components, tools, and machine parts for the industry, air freight will also be an important part moving forward.
We thus have a holistic thinking and a holistic perspective, which can be said to be a novelty when it comes to the basis for the orientation. And it will be noticeable in the national plan moving forward.
I truly agree that Jönköping County is an important county - an important export county and an important logistics and freight county. The work to strengthen work commuting and freight traffic applies to all parts of the country. Therefore, it is important, when Trafikverket prepares the directional basis, that the whole of Sweden should function.
Carina Ödebrink (S)
Madam Speaker! Let me comment on some of what the Minister has said here. I believe that the government and the Minister should be evaluated not only based on what they do but also based on what they actually say. The speech and writing regarding a holistic view is one thing. Not to fragmentize is important, but when one sees how the government acts, I think it says something else. I think Peder Björk puts his finger on that. Until now, it has mostly been about saying no. But if one wants progress and truly wants to be moving into the future, it is clear that it is also about saying yes.
I think the minister is dodging the question of why there has been such silence from the government regarding the investigations. As mentioned, there are eleven days left. The government is also dodging the question that has been asked repeatedly here in the chamber and in other contexts. How does the government want to increase the capacity on the railway for freight and passenger transport throughout Sweden? I do not think it is serious to, as the minister writes, constantly use the term high-speed railway when it is actually about capacity in an integrated system.
Of course, it is always about priorities, but based on the budget that exists and what the government has said and done so far, I can state that infrastructure issues are not particularly prioritized in the government.
I would like to thank the Minister for this debate, even though I am not satisfied. I will continue to raise and drive these issues, as they are important for Sweden's continued growth, green transition, and development. We will surely see each other in more debates here ahead.
Statsrådet Andreas Carlson (KD)
Mr. Speaker! I do not share the assessment that it is fragmenting. On the contrary, for example, the Transport Administration's reported assignment for Skåne shows that one can get more investments, more capacity, and more measures for the money than if one had continued to plan for high-speed trains. That is what it is about there – it was high-speed tracks for 320 kilometers per hour that were to be built in Skåne between Lund and Hässleholm.
That stretch is still pointed out in the assignment, but the assignment was to see what other, additional measures were needed to increase capacity in the southern parts of the country, precisely so as not to fragment but to ensure that there is a breadth in the capacity measures. Just as the members have been involved in, it is important not only for the southern parts of the country but for all of Sweden, because otherwise, there is a risk of building in bottlenecks in the transport system.
Contrary to what the member says, it is therefore an important step to avoid fragmentation and bottlenecks. Instead, we are increasing the capacity more broadly than what was indicated in the national plan.
In both the first and the second budget, we have made reinforcements beyond the national plan, not least for the road sector which has been neglected. One does not need to travel many miles in our elongated country to realize that. That is how it has functioned previously as well: The national plan with the frameworks that the Riksdag decides upon is what one plans according to and focuses on when allocating funds for infrastructure planning. That was also the case when the Social Democrats were in power, so the member is making a somewhat oversimplified point here, Mr. Speaker.
It is important to prioritize maintenance, and it is important to prioritize new capacity where it is needed. We have provided an opportunity for that with the decision that the government has made. We will return in the near future with information regarding other parts that have been discussed during this debate.
Source: The Swedish Parliament. The speeches come from the open data of the Riksdag, translated into English by AI, which may contain errors.