Response to interpellation 2025/26:348 on night train traffic in northern Sweden
Translated from Swedish by AI; the translation may contain errors. The Swedish text is the original.
Summary AI, written in advance
The debate concerns the night train traffic in northern Sweden. S argues that the reduction is a fatal blow to northern Sweden 1, harms the business sector, the tourism industry, the community life, and Sweden's preparedness 2, and that northern Sweden is treated like a stepchild 3. S believes it is unreasonable that regions and municipalities have to bear the costs when Trafikverket lacks compensation 4, and wants the state to take overall responsibility for accessibility and good quality 5. KD argues that the government has already taken responsibility by providing funds to maintain the traffic despite skyrocketing costs 6. KD claims that they have increased the budget 7 and carried out a historically large investment in infrastructure 7 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.
Infrastruktur- och bostadsministern Andreas Carlson (KD)
Mr. Speaker! Zara Leghissa has asked me what measures I and the government intend to take to improve the reliability, capacity, and quality of the night train traffic to and from Norrbotten and Narvik, how the government views the need for investments in new and upgraded night train rolling stock for this route, and whether I and the government intend to take specific measures to ensure long-term and stable conditions for the night train traffic to northern Sweden, including the cross-border traffic towards Norway.
The government's starting point is that all of Sweden shall function. The possibility to create a good life, to be able to run a business and to be able to start a family in security should exist regardless of where in the country one lives. In order to achieve good accessibility between the country's different parts, the different modes of transport should not be pitted against each other but, on the contrary, complement each other. Both air traffic and rail traffic play an important role for travel to and from northern Sweden.
Every year, funds are allocated so that Trafikverket can procure interregional transport, which includes, among other things, the night trains to and from Norrland. During 2025 and 2026, the costs for the night train traffic have increased significantly. This is because Trafikverket has signed an emergency agreement while awaiting a competitive procurement. Funds have therefore been added for 2026 for the purpose of maintaining interregional accessibility. Despite this, Trafikverket has seen itself forced to change the night train traffic after Easter this year until the time when traffic according to the new agreement can commence in December this year.
In October last year, the government tasked Trafikverket with investigating the state's commitment to night train traffic. Trafikverket shall, among other things, conduct an analysis of the total demand for night train journeys, take into account that procured night train traffic should, to the greatest extent possible, not affect commercially operated night train traffic, and review how the state's vehicle fleet can best be organized in an efficient manner, not least from a preparedness perspective.
Trafikverket is now conducting a new procurement of night train vehicles. It is therefore appropriate to investigate both the ownership forms for existing and new vehicles and how these shall be financed. Trafikverket shall report on the assignment by December 31 this year at the latest.
To ensure the reliability, capacity, and quality of night train traffic to and from Norrland, the government is continuously working on the maintenance and development of the railway. All stages of the Norrbotniabanan are included in the currently applicable national infrastructure plan. For the Malmbanan, a number of capacity-enhancing measures are also already planned in the current plan. The government most recently decided at the beginning of March on the start of construction of an extended rail yard at the tracks in Nattavaara, and several other similar measures have been implemented during the mandate period.
Together, this means an increase in capacity between Boden and Gällivare of 30 percent and between Gällivare and Kiruna of just over 10 percent. Trafikverket has already had a special mandate from the government to prioritize these for implementation. Also, a large number of operational and maintenance measures as well as reinvestments are planned.
Trafikverket has had the government's mandate to develop a proposal for a national plan for the transport infrastructure for the period 2026–2037. The economic framework amounts to 1,171 billion kronor. It is a historically large investment where we have increased the infrastructure framework by over 200 billion kronor compared to the previous planning period. The plan proposal is now being prepared within the Government Offices, and a decision from the government on a new national plan is planned during the spring of 2026.
Zara Leghissa (S)
Mr. Speaker! I thank the Minister for Infrastructure for the answer, but it is an answer that rather confirms the problem than finds solutions.
The Minister says that all of Sweden should function, and I agree with that. But politics is not tested in formulations, it is tested in reality. And in reality, the night train traffic to and from Norrbotten is now being halved.
Mr. Speaker! The Government refers to increased costs, and the Transport Administration in turn refers to the fact that the Malmbanan is in poor condition, that the capacity is limited and that maintenance is lacking. But let me be clear: This is not an argument for halving the night train traffic. It is an argument for strengthening it.
Malmbanan is one of Sweden's most important railways for industry, for exports, and for the entire country's economy and preparedness. When the infrastructure fails, the solution is to invest, refurbish, and increase capacity, such as double tracks. When costs increase, the budget also needs to increase.
Mr. Speaker! The government's responsibility is clear. The Transport Administration acts based on the conditions provided by the government. When the conditions are short-sighted, the decisions and results also become short-sighted.
That is why we Social Democrats, together with the Left Party and the Green Party, submitted a proposal in the Committee on Transport. We want to create long-term stability, and we want to secure night train traffic. We want to avoid exactly the situation we are in now. But the government base voted no to our proposal.
Mr. Speaker! The Minister says that the changes are temporary and apply from April to December, but for the people who have now been laid off due to the government's halving of night train traffic, it is not just temporary. At SJ in Luleå, many employees now risk losing their jobs. These are train drivers, yard staff, and onboard staff – proud railway workers whose profession has been passed down through generations. These are people who have bought homes, started families, and built their futures with the trust that they would keep their jobs. When they leave their professions, knowledge, competence, and experience disappear, and they do not stand around waiting for the traffic to potentially increase again.
Mr. Speaker! The Minister argues that flights and trains should complement each other, but the reality is that both are currently at risk of decreasing. The airlines are signaling more expensive and fewer departures while night train traffic is being halved. This means poorer accessibility, not better.
The government speaks of plans, investments, and future investigations, but this is about something much more concrete: whether the trains run or not. Right now, fewer trains are to run – not in a future plan or after an investigation, but now.
Mr. Speaker! Night train traffic is crucial for the business sector, the tourism industry, the climate, and Sweden's preparedness. It is crucial for the whole of Sweden to function. I would therefore like to ask Andreas Carlson: Is the government prepared to take responsibility, upgrade the infrastructure, and provide budget funds to ensure the traffic? Or does one intend to continue using the deficiencies as an argument to reduce it?
Åsa Karlsson (S)
Mr. Speaker! Thank you, Minister, for the answer, and thank you, Member Leghissa, for this important interpellation!
Northern Sweden is a major engine in Sweden. In northern Sweden, there is the forest, the ore, and the clean electricity production – natural resources that the southern parts of the country, Europe, and the rest of the world are dependent on. Nevertheless, northern Sweden is treated like a stepchild by Sweden's government.
The government's treatment of the night train traffic to northern Norrland and Narvik in Norway confirms this. During 2024 and 2025, the night train traffic between Göteborg and Umeå in Västerbotten as well as between Göteborg and Duved in Jämtland has been phased out. And now, as stated, it has also been decided that the procured night train traffic between Stockholm and Norrbotten shall be halved. It is a death blow.
Mr. Speaker! In June last year, I had an interpellation debate on the night trains with the Minister for Infrastructure because the night trains between Gothenburg and northern Sweden had then stopped running. The Minister for Infrastructure said then: ”It is also important to strengthen the infrastructure in Sweden so that all of Sweden will function, so that the different parts of our elongated country – several parts are sparsely populated – shall be connected.”
Night trains are an important part of Sweden's infrastructure. Trains are just as important as roads and aviation. Night train traffic should not be dependent on the market; instead, there must be long-term planning. How does the government view the importance of night trains for Sweden's connection to the continent, for northern Sweden, and for the tourism industry and defense?
Infrastruktur- och bostadsministern Andreas Carlson (KD)
Mr. Speaker! I would like to thank the members for their commitment to the issue and for the questions that have been asked. I have answered the questions that were asked in the original interpellation. I will also address the questions that Zara Leghissa is asking now – whether the government is prepared to take responsibility for upgrading and for providing funds.
I will start with the second question. As I said in my answer, Mr. Speaker, the reason why Trafikverket has now been forced to make this decision is that the costs have skyrocketed in the emergency agreement that has been signed, which I also explained. The Government has already provided funds. We have allocated 1,055 million kronor for the state's transport agreement for 2026. That is an increase of 151 million kronor compared to what was budgeted for 2026. We also increased the year-end budget last year by 80 million kronor. We allocated more than calculated. It is therefore a supplement of nearly a quarter of a billion kronor in order to be able to maintain the procured transport.
Despite this, the money has not been enough. That is why we view the cost development in the signed emergency agreement with concern. It is also against the background of what we saw a need to task Trafikverket with investigating night train traffic in the long term so that we do not get stuck in such situations again. Regardless of the government, it would be difficult to manage a situation where costs are constantly increasing despite having injected several hundred million through the reinforced appropriation to be able to maintain the traffic, which the 151 plus 80 million illustrates. Therefore, long-term perspective is important – I want to emphasize that.
The answer to the question of whether I am prepared to take responsibility and provide funds is that it has already been done. But we see that the expensive emergency agreement still requires that these priorities are made in the transport agreement.
Am I prepared to take responsibility and upgrade? Yes, that is what we are doing. We have prioritized and accelerated measures on the Malmbanan. This was what I accounted for in my response, Mr. Speaker. That 30 percent higher capacity in the southern loop is a direct result of that measure is something I believe the members see positively. That we can also increase the capacity in the northern loop on the Malmbanan, north of Kiruna, by 10 percent is a good start.
This means that one gets practically the same effect as with double tracks because there will be partial double tracks with passing tracks and yard extensions that increase capacity. Together with the extensive work that is now ongoing on the Malmbanan, with reinvestments and maintenance that are made more synchronized than before, this means that extensive measures can be taken while much of the traffic can run on the Malmbanan. It is, as the members know, very important both for the needs of the business sector and for passenger transport, but also from a preparedness point of view.
This was, of course, also an issue that I discussed with my Nordic transport minister colleagues when we met in Rovaniemi last week in connection with the Cold Response exercise and also presented the new strategy for Nordic cooperation regarding preparedness and cross-border transport. This is, therefore, a task that is highly prioritized by the government.
Zara Leghissa (S)
Mr. Speaker! Thank you, Minister, for the answer!
It is good that things are being done, but it is too little. Let me speak plainly about the consequences of the government's slaughter of the night train traffic in Norrbotten. It is not just about passengers – it is about Sweden's economy, our competitiveness, and our future.
In northern Sweden, one of the largest industrial investments in modern times is currently taking place. There is talk of the green transition, of new jobs, and of growth. But growth requires functioning transport. When night train traffic is weakened, it directly affects the business sector. Companies become less accessible, travel to work and studies is made more difficult, and the supply of skills risks coming to a standstill. The journeys become more complicated and more expensive.
This hits hard against the tourism industry in Norrbotten, which in 2023 turned over 10.6 billion and is increasing its growth compared to the rest of the country. But fewer night trains also mean fewer visitors and fewer opportunities to travel climate-smart to the mountains, nature, the midnight sun and the northern lights – to our destinations.
It also hits the association life very hard. For sports clubs that travel to matches, the night train is often the only reasonable alternative, both economically and practically. The government's decision on the reduction has created an inequality for children and young people practicing sports in Norrbotten, who get worse opportunities than their peers in southern Sweden – fewer competitions, fewer meetings with other teams, and fewer chances to grow and develop.
To quote Carina Winsa, chair of RF-Sisu in Norrbotten: ”Sport is one of Norrbotten's strongest social engines. To worsen the opportunities to travel is to weaken the entire region's development. The night train is not a luxury. It is a lifeline. And it must not be cut. The Government and Trafikverket – do it again and do it right!”
Mr. Speaker! We live in a time where Sweden's security is discussed every day and where a robust infrastructure is crucial. The railway, including the night trains, is an important part of our national preparedness and Sweden's resilience. It is needed in a crisis, and it is also needed to transport people and resources in an elongated country. To then dismantle capacity, lose personnel, and impair functionality is not just short-sighted. It is irresponsible.
In the midst of this, there are people who now risk losing their jobs and professional groups that uphold a socially important function. They deserve better than uncertainty and cuts. The government owes the business community an answer when their companies are forced into bankruptcy and when employees are laid off.
Mr. Speaker! I wonder if the government is satisfied with this, when the consequences are already so clear for people, jobs, and the entire region's future. What is the Minister's message to the people of Norrbotten?
Åsa Karlsson (S)
Mr. Speaker! In recent years, we have seen significant cuts, particularly in the night train traffic from southern Sweden to northern Sweden. Trafikverket has demanded 200 million kronor more in this year's budget appropriation for the transport agreements, and Trafikverket writes in its budget basis that both night train traffic and aviation agreements could face further cuts if they do not receive more money from the state. Trafikverket points out that they have not received compensation for increased costs.
When the Swedish Transport Administration cannot support the collaborative traffic with the regional public transport authorities, the regions and municipalities must bear a large part of the costs. This is not reasonable, as they already have heavily strained budgets.
It can be added that the night trains to northern Sweden are not the only night trains that are disappearing during this mandate period, as the Tidö parties govern Sweden. SJ's night trains between Stockholm, Hamburg and Berlin, SJ Euronight, are being discontinued on 31 August 2026. The reason is that the state support is ceasing.
Will the Government take measures to ensure that there is a well-functioning night train service to northern Sweden in the future? And does the Minister believe that there is still a well-functioning night train service to northern Sweden now, with the removed night trains?
Infrastruktur- och bostadsministern Andreas Carlson (KD)
Mr. Speaker! I have already partially answered the members' questions, but let me repeat what I said.
We have therefore increased the budget for the procured transport to be able to maintain the agreements that have been signed. But what is the basis for the cost increases that have led to Trafikverket being forced to prioritize differently is the emergency agreement that has been signed, which has had skyrocketing costs.
So, it is not about the government's decision on the reduction, as Zara Leghissa says. We have, as I have also said twice before, increased the appropriation by 151 million kronor compared to what was previously estimated for 2026 and also injected 80 million kronor into the supplementary budget. Despite that, costs have skyrocketed, and it has not been enough. That is why this needs to be seen long-term, and that was why we gave Trafikverket the assignment to investigate the state's commitment to night train traffic and review how the state's vehicle fleet is best organized in an efficient way, not least from a preparedness perspective.
As I said earlier, one reason for us to give this assignment is the skyrocketing costs and what they affect. We are not satisfied with that situation; I want to be clear about that. Zara Leghissa asked in a second round if I am satisfied. No, I am not. That is why we have given Trafikverket this assignment. That is why we have also provided funds. When they are not enough, it is reasonable to see how we do this long-term in Sweden to secure this important capability, which is ultimately what it is about from a preparedness perspective but also from the perspective of the business community's needs.
A well-functioning transport infrastructure strengthens both Sweden's overall competitiveness and regional development. It plays a role for the reliability, capacity, and quality of the night train traffic to and from Norrland. That is why we have made and are making extensive investments in upgrading Swedish infrastructure.
Against that background, Mr. Speaker, I recall how it was during the previous parliamentary term. There were quite a few press conferences where the Social Democrats put the shovel in the ground and said: Now we begin to build the Norrbotniabanan! There was a lot of talk, but the workshop that one can expect, our government has provided. It is we who have ensured that construction begins on the Norrbotniabanan. It is we who have ensured that we get out 30 percent more capacity on the Malmbanan now, within this parliamentary term, because we have expedited and moved forward measures that increase the capacity.
It would be interesting to hear in the concluding remarks, Mr. Speaker, how the members view their own responsibility. It does not come as a surprise that we have a maintenance debt of 90 billion in the Swedish railway network. This has not been built up overnight but over a very long period. During the last parliamentary term alone, the maintenance debt for the railway network increased by almost 40 billion kronor, so we did not arrive at a set table when we took over.
Since then, as Member Åsa Karlsson pointed out, we have not extended the budget commitment for having procured transport to Germany. We have seen that the needs are great in our own country, and as I said, we have in total pushed out almost a quarter of a billion kronor compared to what was calculated for the state to be able to establish these important transport agreements. Despite that, the money has not been sufficient because the costs of the emergency agreement have skyrocketed. That is why we are not satisfied and see that this needs to be handled long-term in the mandate that Trafikverket has now been given.
Zara Leghissa (S)
Mr. Speaker! We Social Democrats have, budget after budget during this parliamentary term, actually allocated more money to the railway but also to the necessary transport agreements, where we now see that the needs are greatest.
Men, Mr. Speaker, this is ultimately about what direction Sweden should take. Shall we have a country that holds together or a country where the distances grow? Shall we invest in the future, or shall we retreat?
We Social Democrats have a plan for Sweden. We want to strengthen the Malmbanan and make it more robust so that trains can run along the stretch even when problems arise, here and now and also in the long term. Both freight traffic and passenger traffic shall be accommodated on the railway, as both are needed.
We also want to develop public transport here and now and in the long term. We want all of Sweden to live. The state must take overall responsibility so that transport functions, is accessible and of good quality, and can contribute to development power throughout the country.
I hope that Infrastructure Minister Andreas Carlson takes the massive criticism against the slaughter of the night train traffic into account and re-evaluates the decision.
I would like to take this opportunity to thank you for the debate and I hope for change, because now the government's betrayal of Norrbotten must come to an end.
Infrastruktur- och bostadsministern Andreas Carlson (KD)
Mr. Speaker! Yes, Zara Leghissa hopes for change. It is quite illustrative of Social Democratic infrastructure policy. One hopes that it will become better. But what we have shown over three and a half years is that by clearly prioritizing upgrades, getting the measures out faster and giving clear assignments to Trafikverket, one can actually not only hope for change but also implement change.
We have been able to achieve a 30 percent increase in capacity on the Malmbanan by advancing investments, synchronizing reinvestments and prioritizing maintenance, as well as by doing this more coordinated than ever before. This has occurred at the speed that I believe the business community deserves.
Historically it has not been so; we are burdened with a historical maintenance debt. Zara Leghissa says now, when one is in opposition, that one is allocating more money. That is good, but when one governed, the maintenance debt on the Swedish railway network grew by almost 40 billion just during the second half of these eight years. In four years, the maintenance debt spiraled so that it grew by approximately 10 billion per year.
Please feel free to talk about change, Zara Leghissa! Please feel free to talk about hope! But if you want to see results, you can look at the government that now actually ensures that these funds are put into the ground and that is making a historically large investment in infrastructure, so that we both get more money for infrastructure and get more infrastructure for the money.
I thank you for the commitment. We agree that Swedish infrastructure needs to be upgraded. That work has now begun – last year was the first year where the maintenance debt did not just continue to spiral out of control.
Now we begin to amortize the maintenance debt. We prioritize the measures that have the greatest effect so that people can rely on the railway and on Swedish infrastructure.
Source: The Swedish Parliament. The speeches come from the open data of the Riksdag, translated into English by AI, which may contain errors.