Response to interpellation 2025/26:44 on removed objects in national corridors

Infrastruktur- och bostadsministern Andreas Carlson (KD)

Madam Speaker! Aylin Nouri has asked me how I intend to ensure that Sweden obtains the capacity in our most important corridors and railways that is required for both travelers, ordinary families, and the business sector. She has also asked whether I intend to initiate a dialogue with the municipalities and regions that have for a long time planned investments, housing construction, and labor market initiatives in expectation that the state will stand by previous decisions, and what I, in that case, intend to convey in these dialogues. Finally, Aylin Nouri has asked me what measures I am considering to strengthen the trust between the state and the affected municipalities, regions, companies, and residents after changes in planned infrastructure projects.

Following the government's proposal in the infrastructure bill (prop. 2024/25:28), the economic framework for the next planning period, 2026–2037, has been established at 1,171 billion kronor. It is a historically large investment where we increase the infrastructure framework by over 200 billion kronor compared to the previous planning period and where we prioritize maintaining the existing transport system and prioritizing maintenance while the transport system needs to be developed.

For several decades, the maintenance of our railways has been deprioritized, which has contributed to the problems in the form of delays and lack of reliability that the system suffers from today. These deficiencies affect both ordinary passengers and the business community.

The Government therefore considers it important to address the deficiencies in order to increase the railway's competitiveness and reliability. Increased funds for maintenance and more efficient working methods mean that Trafikverket can now maintain the railway's function and reclaim as much deferred maintenance as is actually feasible.

The government's view is, among other things, that better cost control needs to be achieved. As part of this, the government has noted that projects where the conditions for implementation have deteriorated significantly need to be analyzed specifically and may be subject to reconsideration by the government, which is in line with the planning process.

This may, for example, be based on large cost increases, socio-economic unprofitableness, or other deteriorations of conditions. This was part of the assignment to Trafikverket to develop proposals for a new national plan for the planning period 2026–2037. The assignment also included more overarching starting points; among other things, regional development strategies and orientation documents were to be considered. The Government has not yet taken a position on Trafikverket's proposals.

It is important to have stable and long-term planning conditions. Therefore, the planning process needs to function as intended, with the right expectations from the stakeholders involved.

The Swedish National Audit Office, in its audit report National Plan for Transport Infrastructure – promises more than it can deliver (RiR 2023:25), directed criticism at the previous government for its management of the national plan for the period 2022–2033. The criticism concerns, among other things, that the government, in the assignment to Trafikverket, stated that the then current plan from 2018 would be completed, which prevented Trafikverket from proposing that some planned measures from that plan should be removed. Trafikverket could therefore not even reassess the measures where, for example, costs had increased or benefits had significantly decreased.

Regarding the dialogue with municipalities and regions, it is important for the government to conduct broad dialogues with all stakeholders to capture important issues and priorities. Trafikverket's proposal has now been sent out for broad consultation, with the final response date being December 30. I look forward to receiving views from all actors, such as regions, municipalities, the business community, and civil society.

The collective material will be prepared within the Government Offices. The Government intends to make a decision on the adoption of the new plan during the spring of 2026.

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

Aylin Nouri (S)

Madam Speaker! What the Minister describes as a historic investment is in fact a historic betrayal.

For three years, we have seen a jerky infrastructure policy from the government and the Sweden Democrats. It is three lost years for the infrastructure. First, the plans for new main lines were scrapped. There will be no more necessary rail in Sweden – what our resilience, competitiveness, and growth so desperately need. Then the government cut the railway appropriation by 750 million. After that, an infrastructure plan was presented that was called historic but which involves an increase to railway maintenance of a modest 5 percent. And now come proposals for scrapped investments.

This creates enormous uncertainty all over the country. It affects trust in the state, the willingness to invest, and people's actual life opportunities. For people all over the country, this is not about any technical plans or calculations, but it is about their everyday lives. It affects people in their daily lives when the trains do not run, when the road is not finished, or when the delivery gets stuck between regions. It is about families trying to manage their daily lives, about commuters who do not make it to work, and about companies that were ready to invest but are now hesitating. Everywhere, people ask why the state is backing away from its promises.

When the Sweden Democrats and the government withdraw already decided projects – projects that people across the country have already planned for and invested in – they are not just withdrawing the rails, they are withdrawing trust. This is not about any prestige projects being put on hold either, it is about measures to remove the most critical bottlenecks in the country – those that hinder our growth, development, and resilience.

From north to south, this means longer travel times, missed deliveries, and missed investments. It means that housing is not being built, jobs are not being created, and companies hesitate to invest – and this, Madam Speaker, in a situation where Sweden is already suffering from a capacity crisis. Our roads and railways are running at maximum capacity, and a small disruption in a fully loaded system causes the entire system to stop. It is not responsible. It is short-sighted, and it is people who pay the price.

Madam Speaker! The Minister spoke about cost control. Cost control, however, is not about cutting but about building wisely. With our proposals, we show that it is possible through better productivity, through better procurement, and by promoting innovation capacity in construction. Here, the government has no concrete proposals. Let us therefore be honest: This is not cost control, but it is cuts.

The Minister remains answerable: How are we to achieve a robust infrastructure in our country with this erratic policy? How can people trust the state when the state shows that it cannot be trusted? Let me remind the Minister that this is not about any calculations in a plan. It is about people's everyday lives, and it is about our country actually functioning.

(Applause)

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

Åsa Eriksson (S)

Madam Speaker! Västmanland is one of Sweden's most export-intensive counties. Here, new technology, future energy solutions, and world-leading products are developed. We export drill rigs and cutting tools from Fagersta, trains and nuclear fuel from Västerås, and innovations that all of Sweden lives off.

Without functioning infrastructure, however, this engine risks coming to a standstill. Mälarbanan is a national artery that connects millions of people. It carries a labor market region where four out of ten Swedes live or work. It carries almost half of Sweden's GDP, as it is created here. Ignoring necessary measures on Mälarbanan hampers the growth of the entire country.

Madam Speaker! If the plan proposal becomes a reality, it will have three serious consequences for Västmanland and negative effects for the whole of Sweden.

Firstly, the lack of measures on Mälarbanan, including double tracks between Örebro and Västerås as well as a modernization of the Västerås rail yard, leads to the fact that today's bottlenecks persist. This means continued delays, lack of punctuality, and difficulties in commuting. Companies find it harder to find competence, people find it harder to get to work and studies, and the labor market in Mälardalen is fragmented. It hampers growth in the country's most productive region.

Secondly, a neglected Mälarbana weakens our national preparedness. After Sweden's entry into Nato, reliable redundant connections between west and east were needed, and Mälarbanan is such a backbone. Without necessary investments, we risk being left with an infrastructure that cannot support Sweden in the event of a crisis.

Thirdly, the lack of investments in the railway naturally means more transport by road. This results in increased emissions, missed climate goals, and lost competitive advantages for the business sector. Mälarbanan is the key to ensuring that more people can choose to take the train for both work and studies, and that more deliveries can be made by rail.

Madam Speaker! With the right infrastructure investments in Västmanland, we can contribute even more to Sweden's growth, to the achievement of climate goals, and to increased security for our country. We Social Democrats demand that the government acts and ensures that Trafikverket prioritizes promised growth-creating transport investments, as this strengthens the entire country's competitiveness.

My question to the Minister for Infrastructure is: Does the Minister intend to act so that the growth-important Mälarbanan will receive the planned measures required for all of Sweden to be able to grow?

(Applause)

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

Kenneth G Forslund (S)

Madam Speaker! I live in Kungälv. It is there that I have the foundation for my entire political activity. There I have been a part of the municipal executive board. There I have worked for better communications – through Kungälv, to Kungälv and from Kungälv – and I continue to do so in various ways.

People and companies are moving to Kungälv. Kungälv is growing. There are many who want to live there. Houses are being built even now, which should please the minister and the government. Companies that run operations and are growing are moving there. New industrial premises are being built. A number of new roads are also actually being built.

But for decades, actually ever since I was part of the municipal board in Kungälv, we have needed a new road, a new cross-connection from the E6 in the direction out towards Marstrand, in order to enable further growth in Kungälv and in Sweden. These negotiations are still ongoing. So far, not even the slightest spade has been turned.

The municipality is also negotiating with Trafikverket regarding taking over or perhaps even buying one of the state's roads. It is a question of an important connection in Kungälv that Trafikverket unfortunately does not invest sufficiently in, which hampers growth. It means that people cannot convert their summer cottage into a year-round residence or cannot build a new house to move to Kungälv. It also means that companies cannot expand. That is what a lack of investment in infrastructure leads to.

We also need to have a shift of traffic from heavy transport traffic on the E6 to freight transport on the railway. We have needed this for a long time, and soon the need will be acute. We will soon practically have traffic congestion on the E6 from Gothenburg to Oslo and from Oslo to Gothenburg. Gothenburg's port is not only Sweden's largest export port for goods. It is also Norway's largest export port for goods.

The people of Kungälv pay car tax. They pay income tax. They also earn slightly above average, I believe, which means they pay slightly more income tax. The successful companies operated in Kungälv pay corporate tax. All of us who drive into Gothenburg or through central Gothenburg pay congestion tax. Now, Trafikverket is proposing a new zone for the congestion tax in the Gothenburg region. In that case, it practically leads to the people of Kungälv having to pay tax just to leave the municipality.

Now I will pose my important questions to the Minister for Infrastructure. Does the government intend to reinvest in the Bohusbanan, so that we can shift freight traffic from the E6 to the railway? Does the government intend to support Trafikverket's proposal for a new congestion tax zone? And how many times is it reasonable for the people of Kungälv to pay to drive on the roads, according to the Minister for Infrastructure?

(Applause)

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

Linnéa Wickman (S)

Madam Speaker! Many in Gävleborg and Västernorrland were shocked to learn of Trafikverket's proposal for a national plan. The double-track expansion on the Ostkustbanan is being halted for decades instead of being completed by 2035, which was a sharp promise from both the Prime Minister and the infrastructure minister's party leader Ebba Busch. If the double track is not completed, it will have major consequences for the entire country's railway system. I and very many others expect that the Ostkustbanan receives the comprehensive approach that a line like it actually deserves.

Three governments of different political colors have allocated more resources to double-tracking on the Ostkustbanan than Trafikverket has proposed. It is also exactly that which the Infrastructure Minister must now ensure happens again. For those who are not so well acquainted with the Ostkustbanan, I can say that it is Sweden's longest single-track line – 27 miles between Gävle and Härnösand that connects north and south.

In Hudiksvall, the track goes through the city hotel. Yes, you heard correctly: the track goes through the city hotel. One of Sweden's most heavily used railway sections, of crucial importance for exporting companies and industries in Norrland to get their goods out into the world and for travelers to be able to travel between north and south in our country, literally goes through a hotel. We can call it the bottleneck of bottlenecks – such is the Ostkustbanan today.

In the proposal that Trafikverket has submitted, planned stages in the expansion of the double track, such as Kubikenborg–Dingersjö and Gävle–Kringlan, are removed or scaled back. Instead, simpler solutions such as passing tracks and lowered speed standards are proposed. If the double track is not completed, Ostkustbanan will continue to be the gigantic bottleneck in the railway system that it is today.

The situation will become even more acute when the Norrbotniabanan and the four-track line between Uppsala and Stockholm are completed. Sweden will be split in two. Furthermore, Sweden will then also fail to meet the EU's requirements for the completion of the backbone network by 2030. Ostkustbanan is already in the worst position in the Swedish part of the European TNT network. It risks leading to Sweden being forced to pay back EU co-financing.

As if this were not enough, it would be both a breach of promise and a breach of contract if the government stops the expansion. There are agreements between Gävle kommun, Region Gävleborg and the state. The region and the municipality are upholding their parts of the agreement. A new train station, an entirely new residential area, and an entirely new logistics area at the E4 are being planned. For this to be able to be implemented, it is based on the state also financing its parts. In that case, it is primarily about Gävle–Kringlan.

For many years, municipalities along the stretch have planned, co-financed, and incurred costs linked to the expansion based on the direction that has been held by four prime ministers in a row. It is fundamentally about how municipalities and regions can rely on the state when we are to build the country together.

The least that must be expected now is that the government makes decisions that remove bottlenecks and do not exacerbate them, that it honors entered agreements and that it invests to strengthen growth, competitiveness and security and does not hinder them.

My question is simple: Will the Minister for Infrastructure prioritize the double track on the Ostkustbanan and change Trafikverket's proposal?

(Applause)

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

Ola Möller (S)

Madam Speaker! This debate is about trust in the state. What are the state's promises worth? What are a government's promises worth?

In Helsingborg, I became a municipal councilor over ten years ago. One of the largest items in the budget management was always the advance payment for Maria station – 300 million kronor. Year in and year out, we were dragged along by this item in the budget. Finally, it resulted in the expansion of Maria station. By then, we had torn up the entire village of Ödåkra and had people move; we redeemed plots so that it could become double track up to Maria station.

But from Maria station down to Helsingborg central, it is still single track. The entire Västkustbanan is built with double track today, except for this small section. Approximately 100 billion has been invested in Västkustbanan. Hallandsåsen is a part of this. We have made our way through Hallandsåsen with everything that it entailed. And so we have a small, small section left. That section has been in the plan, and the municipality has done everything it could to make this happen.

When the national plan was presented by Trafikverket and it suddenly was to be revised, the emotions were therefore confusion, despair, betrayal, and anger. The people of Helsingborg could not understand why this little stump was to be omitted.

One must keep in mind that Helsingborg has the country's third highest unemployment, an unemployment that has been allowed to grow for two decades under Moderate and Christian Democratic rule. Compared to Malmö, which also has a high unemployment, it has increased. Helsingborg's unemployment has thus grown faster than Malmö's – this is because Helsingborg is repeatedly deprioritized by the state. This also applies to the airport in northwestern Skåne, which we have been forced to municipalize.

If the Västkustbanan were completed, we would get 30 instead of 10 trains per hour to Halmstad, Varberg, Gothenburg and Oslo. It would mean that the people in Helsingborg could attend that education at the University of Halmstad which leads to jobs, and thus unemployment in Helsingborg would decrease. The whole northwestern Skåne would actually be connected to Halland and the Västra Götaland region in a completely different way. Even the delays for people from Malmö when they travel to Campus Helsingborg would decrease. We would get a system that hangs together, and we could look at the Hallandsåstunneln and think that it was terribly difficult but still worth it because we got a complete system.

For the people of Helsingborg, the sense of betrayal is enormous. I hope that the Minister for Infrastructure can say that this is an error by Trafikverket and that the government does not accept it but puts the section of Västkustbanan between Maria station and Helsingborg Central back into the plans. If this does not happen, I am inclined to agree with Carl-Johan Sonesson, Moderate regional board chairman in Skåne, who at the beginning of the mandate period called Andreas Carlson's party leader very arrogant and unserious. I hope that I can avoid calling Andreas Carlson the same thing.

(Applause)

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

Mattias Jonsson (S)

Madam Speaker! I am a resident of Gothenburg and have followed the Västlänken project for many years, and I am convinced that the Minister is also well acquainted with the challenges surrounding this railway tunnel. It is about scandalous cost increases of 65 percent, in addition to the inflation that has occurred. In 2009's monetary value, Västlänken would cost 20 billion. In 2009's monetary value, the bill now stands at 34 billion, which in today's money is 56 billion. This is the taxpayers' money and the people of Gothenburg's money, and the confidence in Trafikverket in Gothenburg and the Gothenburg region is seriously damaged.

Madam Speaker! For two years, Trafikverket has assured us that conversations and dialogue have been held and that the situation would be resolved jointly. But now we see the result of the so-called joint conversations, and it is that they are moving forward with a unilateral proposal to extend the congestion tax in Gothenburg. They are dumping billions in costs on the people of Gothenburg to cover their own failures. This is something we can never accept.

Madam Speaker! Let us look back at history. The introduction of the congestion tax in Gothenburg was not uncontroversial. A referendum was held which said no, and there has been a steady dissatisfaction with the congestion tax for over a decade now. The people of Gothenburg did, however, agree to a congestion tax after a promise from the state that it would exist for a maximum of 25 years. That was the agreement and the deal. Despite the opposition, all parties in Gothenburg accepted, with a broad majority, that the congestion tax should be introduced. It was considered regrettable but necessary to get, above all, the railway tunnel Västlänken in place, which is now spiraling in cost.

Let me remind the Minister and the Government that Västlänken is a state project. The state has full responsibility for the budget, timeline, and implementation. But now Trafikverket is trying to change the rules of the game in the proposal for a new national plan, completely unanchored, without local support and without basis in a single agreement, and extend the congestion tax by several years – all to finance its own failure.

Madam Speaker! Trafikverket's procurement model for Västlänken is a textbook example of how one should not handle such a multi-billion project. Billion after billion has been plowed down without a single day's time saving. There are only new delays and cost controls, and the implementation has not been achieved. Västlänken was supposed to be finished next year, but now it is being pushed into the future and no answers at all are given as to when it can be completed.

What does the government intend to do? How should one act? Can the government promise the people of Gothenburg that this state failure will not affect the people of Gothenburg themselves?

(Applause)

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

Peter Hultqvist (S)

Madam Speaker! Dalarna is a fantastic county with 286,546 inhabitants. Large investments are taking place in Sälen, Malung, and the Trysil area for tourism. We have large investments in Idre, an expanding industry through Hitachi in Ludvika, and large steel factories in Borlänge and Avesta. We have a college that is expanding, a regiment in Falun under major construction, and several state agencies. Commuting within the county and to and from the county is extensive; Dalarna is one of the counties where the most commuting takes place. In terms of area, the county is the fourth largest in the country.

We do, however, have some problems that we should get help with. On the Dalabanan, they used to run X2000 once upon a time, but now it is older train sets. Sometimes people ask why one is running a museum railway in Dalarna, which of course is less flattering. Furthermore, we have the question of catering. Usually, there is no catering on the trains, but when there is, it is advertised as "Now we have catering!" as a positive news item. In other parts of Sweden, it is a given. I think it is good those times when you have it.

Hitachi in Ludvika can transport 52 transformers per year, and this occurs during the night between Saturday and Sunday. This is due to the capacity on the railway between Ludvika and the coast. This is too poor because the incoming orders and demand are greater than that.

So, it is about upgrading the Dalabanan, which is the major commuting artery between Mora and Stockholm, so that it goes reasonably fast and the trains have a sensible carriage standard. Then we can get rid of the discussion about a museum railway. Meeting the expanding industry in Ludvika and its order volume is another incredibly important matter for Sweden. These are two messages from me to the minister. What do you intend to do on these two points?

There are many other current projects in our county. If we broaden the discussion to also include the road area, I would particularly like to mention the regional development funds we receive. It is now 75 million kronor per year for the next four years. At such a level, it is hardly possible to do anything. A bicycle path that one invests in can, for example, cost 50 million kronor. There are such examples.

With a level where only marginal investments can be achieved on an annual basis, a conflict is created in the county over where the money should go. I have sat in those types of situations many times during my years in politics. I just want to mention this as a problem that should be taken more seriously.

Finally: 40 percent of passenger trains arrive late. Punctuality may be higher on short distances, but on longer distances, it is often a problem. We have a maintenance debt of 90 billion kronor – an enormous amount. It will take time to rectify.

What is substantial, what do you intend to do to resolve the situation?

(Applause)

(ANDRE VICE TALMANNEN: I just want to remind you to address the minister as "the minister" or "the state councillor", not with "you".)

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

Zara Leghissa (S)

Madam Speaker! When we now see Trafikverket's proposal for a new national plan for the transport infrastructure, it is unfortunately obvious that the government is failing Norrbotten. Despite all the promises of investments throughout the country and despite all the talk about the industry's green transition, Norrbotten is left without the investments needed to build a robust and reliable transport system with redundancy here and now and for the future.

Many parts of the proposal are good, but it is not enough. Norrbotten is the engine of the green industrial revolution. There, fossil-free steel is manufactured, we are developing hydrogen production, and thousands of jobs are being created. These companies account for a large part of Sweden's future climate solutions and export revenues. This transition requires something from the state, namely reliable, functioning, and safe roads and railways and a public transport system that people can use and that runs on time.

Malmbanan, which is extremely heavily trafficked and has high wear and tear from the heavy transports that run there, is the pulse of our entire mining and steel industry, but it still does not receive the resources required for double tracks and increased capacity. Malmbanan is important not only for Sweden but also for the EU's and NATO's ability to defend the Nordic region. Double tracks are therefore a prerequisite to meet the needs along the route.

Norrbotniabanan, which the Social Democrats initiated, has unclear timeframes and risks being further delayed and failing to meet the industry's requirements. The acute situation on existing tracks is pushed into the future, even though every train delay and capacity shortage affects both commuters and the business sector every day. And removed projects such as fencing systems and wildlife passages also do not guarantee good traffic safety.

Madam Speaker! We Social Democrats see infrastructure as a fundamental societal investment. It binds the country together, creates jobs, strengthens the climate, and gives people freedom. But this government seems to view Norrbotten as a cost instead of an opportunity. It is short-sighted politics. For every year the government waits to invest in the railway, Sweden loses competitiveness. For every year that Norrbotten is deprioritized, the green transition, which is meant to take us away from the dependence on fossil fuels, is slowed down.

Madam Speaker! It is about justice. Why should people in Luleå, Boden, Kiruna, and Gällivare have to put up with worse roads and longer travel times? We Social Democrats have always had a clear line: All of Sweden shall live and grow. That means investments in both northern and southern Sweden and in both city and countryside. It means investments in the Norrbotniabanan, modernization of the Malmbanan, better roads for commuters and climate-smart transport, not more cuts and delays.

I want to ask the minister: When does the government intend to take Norrbotten seriously? When will we see a national plan that actually reflects Sweden's needs?

(Applause)

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

Lena Bäckelin (S)

Madam Speaker! Thank you, Minister, that we are allowed to have this important debate!

As a Härjedaling and a resident of the inland of Norrland, I see the Inlandsbanan as the inland's main line. In the proposal for the national plan for transport infrastructure 2026–2037, Inlandsbanan risks falling into the shadows. This is deeply worrying, because today that railway is more important than it has been in a long time, both for defense, for the business sector, and for the people who live in the inland. The strategic importance of Inlandsbanan for Sweden can and must not be underestimated.

Madam Speaker! Capacity is preparedness. We live in a time where preparedness is crucial. In a security policy situation where robustness, redundancy, and national supply capacity are in focus, the Inlandsbanan is a critical part of the total defense infrastructure. The Inlandsbanan is therefore not just a regional issue but a national security matter. It can carry both military and civilian transports, strengthen supply capacity, and give our country a security that cannot only be measured in economic terms.

We know that coastal transport routes can be vulnerable in a tense security situation. Therefore, Sweden needs alternative transport routes through the interior – roads and railways that function even when other routes do not. The Inlandsbanan is a natural part of the Swedish transport system and is an excellent alternative when there is a need to divert traffic. In the event of accidents and other unforeseen incidents, there is the possibility to utilize the Inlandsbanan's tracks on short notice.

Not prioritizing the Inlandsbanan, which constitutes 10 percent of the Swedish railway network with its approximately 105 miles of rail from Mora to Gällivare, is like closing one's eyes to the entire inland's role in the future. It is a lifeline for industrial development and for people and companies.

Inlandsbanan is a national resource of decisive importance in many cases, and it is an important transport route through the interior. Therefore, funds must also be allocated to the railway to increase the load-bearing capacity and to accommodate the modern freight trains, which are longer because they must have longer passing points. We have approximately 1,000 level crossings where safety must be increased.

Madam Speaker! We have seen time and again how our main lines along the coast are affected by problems. When forest fires closed the Norra stambanan, when derailments stopped traffic on the Malmbanan, and when the Mittbanan had to be closed after floods, the Inlandsbanan stood there and contributed to a functioning railway network. This shows something important: the Inlandsbanan has been used as an alternative when the country has needed it most, to keep freight transport running and to secure the industry's deliveries.

The problem does not only exist on the railway, but it is also about the lack of load-bearing capacity on many of our roads in the north. This means that companies lose jobs, time, and money. Therefore, we need a functioning inland railway that can take over heavy freight when the roads are insufficient.

Based on this reasoning, I would like to ask the Minister a question: How does the government intend to ensure that the Inlandsbanan is prioritized as part of the total defense's strategic infrastructure?

(Applause)

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

Åsa Karlsson (S)

Madam Speaker! On September 30, Trafikverket presented the proposal for a national plan regarding the transport infrastructure for the next twelve years. I would like to say a few words about this today.

The plan unfortunately shows a now well-known trend: that it cannot be relied upon that already decided projects will be built. In the plan, previously promised projects have been removed. These are projects that have been prepared for a long time and for which a lot of time and large sums of money have already been spent. Not least, the municipalities concerned have invested a lot to plan and prepare for these objects. Now a wet blanket is being placed over them, and nothing will happen with these projects in the coming twelve years. It is not good for trust in the state. Infrastructure takes time to plan and build, and then one must be able to rely on that the cards are on the table.

I want to remind of the importance of the fact that the whole of Sweden is connected. When objects that have existed in the previous national plan, which saw the whole of Sweden as a whole, are removed, one simply does not get out the capacity of the railway that one could obtain. This applies to large parts of Sweden, from the northernmost to the southernmost parts of the country.

The bottlenecks that are preserved in and by this proposal separate northern and southern Sweden from each other, which is deeply unfortunate as we have great needs for functioning infrastructure between the country's different parts for the Armed Forces, for freight traffic, and for passenger traffic.

This affects my region where I live, Västerbotten. All of Sweden is connected, and railway sections cannot be seen as individual objects that are not socio-economically profitable but must be seen for what they are: a coherent system that must hang together to function.

Madam Speaker! To focus on Västerbotten, I am pleased that the investments in the Norrbotniabanan and Förbifart Skellefteå, as well as the investment in double track between the stations in Umeå, are included in the plan. But unfortunately, the E4 in Västerbotten is deprioritized in Trafikverket's proposal.

So, there are two stretches between Umeå and Skellefteå where there are no longer any plans to separate the road. Of the six stages that remain to be separated, two stretches in the middle have been removed, two stretches where you are only allowed to drive at 80 kilometers per hour – on the E4!

We are rectifying two sections, removing the next section, rectifying a further two, and removing the last one. It concerns the section between Grimsmark and Broänge, which is 15.5 kilometers long, as well as the section between Ljusvattnet and Yttervik, which is a further 10 kilometers.

A European route should not have such long stretches at 80 kilometers per hour when it can be rectified and has been planned to be rectified. It is not worthy to have it that way on a European route along the Norrland coast. I would therefore like to ask the Minister for Infrastructure: Does the Minister for Infrastructure consider it socio-economically profitable to have such long 80-km/h stretches on a European route?

Northern Sweden are the losers in Trafikverket's proposal for a new infrastructure plan. We cannot accept that.

(Applause)

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

Eva Lindh (S)

Madam Speaker! In Östergötland, commuting has increased explosively between Linköping and Norrköping and south from Linköping towards Mjölby and further. We have become a common labor market region, exactly as we want it to be, where people live in one city and work in the other and travel further towards Stockholm.

But at the same time as the number of travelers increases, the waiting times are getting longer. It is extremely crowded on the tracks. On Linköping's platforms, people stand and wait and wait for delayed trains. Departures are cancelled because the tracks are overloaded. The capacity is exhausted.

This is the reason why Ostlänken is truly needed. It is absolutely crucial for the entire future of Östergötland, for growth, for the climate, to hold the region together, and to strengthen Sweden. But instead of progress, we now see delays. Trafikverket's new plan shows that Ostlänken further through Östergötland will not be completed even until 2037.

It is news that hits incredibly hard against our entire region. The municipalities in Östergötland have planned their development, their investments, and their residential areas based on promises of state infrastructure. Now the government is pulling the rug out.

This is not just a betrayal of Östergötland. It is a betrayal of all of Sweden, because when the state does not stand by its decisions and projects are stopped and postponed, both growth and trust are undermined. The business community hesitates to invest. Municipalities are left with years of planning in ruins, and ordinary people lose faith that the train will arrive on time.

This is not the first time. I will go into that in my second post.

When the government now calls its decisions historical infrastructure investments, well, one must ask: historical in what respects? In reality, the government has reduced the appropriations for railways by 750 million, and now the announcement comes that many of the long-awaited investments will not happen even in the near future. In people's everyday lives, it was intended that ten years into the future is a very long time. Now, one cannot even know when it will happen.

For us in Östergötland, Ostlänken is not a vision. It is a necessity. It connects the region with the capital. It strengthens the business sector, reduces emissions, and creates jobs. Therefore, the government cannot speak of growth and responsibility while simultaneously tearing up decisions that entire regions build their future on. Sweden and Östergötland deserve better than a government that stands still on the platform while the train leaves. It is time to get moving in Östergötland and in Sweden.

(Applause)

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

Kadir Kasirga (S)

Madam Speaker! I would like to thank Aylin Nouri for this important interpellation and thank Andreas Carlson for the answer.

Madam Speaker! We see and hear here that there are very many engaged Members of Parliament from different regions who are concerned about items that have been removed in Trafikverket's proposal for the national infrastructure plan.

I am a member of Parliament from Stockholm. This obviously also affects the Stockholm region, indirectly but also directly.

For example, in Trafikverket's proposal, there are several projects that have been prioritized based on socio-economic benefit. This includes, among other things, investments in Stockholm Central and Tomteboda and accessibility to Arlanda. These are important investments, not just for Stockholm but for the entire country. At the same time, we must speak plainly: A functioning transport policy requires that the entire system hangs together. It is therefore not the time for a new motorway construction in the multi-billion class, which Trafikverket itself has assessed as robustly unprofitable. Such a project would crowd out many other pressing investments, both in the Stockholm region and in the rest of the country, for a long time to come.

Madam Speaker! When it comes to Södertörnsleden, the project is fortunately included, but it has been heavily trimmed. Following the government's decision to pause the start of construction, Trafikverket has been forced to propose savings, which risk destroying parts of the utility. Municipalities and Region Stockholm have warned that these cuts hit the accessibility of public transport hard, especially for the express buses that are to connect the southern and northern Stockholm regions via Förbifart Stockholm. With the savings, there will be poorer stop possibilities, poorer accessibility, and in practice, less utility from the entire investment.

In Södertälje, one of the region's most strategic points, Trafikverket has chosen to include the measure concerning reinforcing the current bridge for future capacity. It is positive but insufficient. It is not enough for the entire transport system's robustness and for the business sector's transport. The vulnerability remains. I therefore mean that the question of a new connection in Södertälje must be raised as a prioritized investigation ahead of upcoming planning periods.

Södertälje municipality has already produced a consolidated impact assessment, but it has not yet been approved by Trafikverket. We Social Democrats believe that it is high time that the issue receives higher priority.

Madam Speaker! The Government describes its plan as historically great. But how much is a larger framework worth when important projects are still removed or trimmed, as we hear here in the chamber? Sweden does not need more press releases. We need functioning corridors and sustainable decisions.

How does the Minister intend to ensure that removed objects in other counties do not lead to bottlenecks that directly affect Stockholm and, in the long run, also the Mälardalen region?

(Applause)

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

Per-Arne Håkansson (S)

Madam Speaker! Investments in infrastructure and growth are linked. It is important that we see both the connection between infrastructure and growth as well as the importance of development.

I represent Skåne. Skåne is a multi-centered region with both large cities and countryside and is also a transit region between the rest of Sweden and the continent. When the Fehmarn Bält tunnel between Denmark and Germany opens in 2029 – or whenever it is now intended, perhaps some year later – great opportunities for growth will be created. But it will also mean a large increase in freight traffic, and that puts pressure on the region for transit and for strengthening imports and exports. Therefore, it is important to ensure that the Öresund region does not become a bottleneck for freight and long-distance trains that push away much of the growth and development that I believe large parts of Sweden and the Nordic countries benefit from.

I can also remind in this context that a jubilee is being celebrated in Båstad in December. Perhaps the Minister for Infrastructure will be there. It is then ten years since the Hallandsåstunneln was put into operation.

The Hallandsåstunnel was an extensive project. It took many years. It was paused for eight years but resumed, and the tunnel was inaugurated in 2015. In total, the project took 23 years. This investment was a way to connect the western parts of Scandinavia, such as Oslo and Gothenburg, and achieve faster passage down to the continent.

But there still remains a small passage, namely a double track in Helsingborg between Maria station and Helsingborg central. This has now been removed from Trafikverket's proposal and replaced with something called a "re-take" (omtag). Great disappointment and frustration is expressed among municipal representatives in the Helsingborg family, consisting of eleven municipalities, that this bottleneck appears to persist for the foreseeable future.

I also want to highlight the Skånebanan, the connection between western and eastern Skåne. There, double tracks have been requested for a long time. Already in 2017, the municipalities along Skånebanan, from Helsingborg via Bjuv, Åstorp, Klippan, Perstorp, Hässleholm and Kristianstad to Bromölla, reached a common agreement to work forward on this, and it has also been included in the arguments and plans that have been developed. We see, however, that a great deal still remains here as well. This concerns above all the section Hässleholm–Kristianstad, which is one of the most frequently used train routes in Sweden if I have understood the matter correctly.

There are, therefore, many projects that need to be strengthened in order to counteract further increased unemployment and strengthen growth.

The training for track workers, train drivers, and technicians that is important for this to be implemented is located at Trafikverksskolan in Ängelholm. The Minister for Infrastructure may have been there. There is potential for further investments when it comes to strengthening training and development in the area.

I would like to ask the Minister for Infrastructure how he views the connection between growth and infrastructure from the perspective of Skåne and the national level.

(Applause)

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

Infrastruktur- och bostadsministern Andreas Carlson (KD)

Madam Speaker! Today's debate shows a strong commitment to infrastructure. I am the first to sign on to the fact that there are great needs in the Swedish infrastructure, which the members from the Social Democrats emphasize.

I will not be able to answer all parts in my approximately four-minute short answer. I note, however, that several members are asking for very concrete answers today on questions that I already, in my opening answer, Madam Speaker, said we will return to when we have listened to all regions and municipalities, the business community and civil society. The total defense is also an important part of this, as several members have pointed out.

In order not to preempt the referral bodies and so to speak short-circuit the process we have – I have understood that the Social Democrats support that we have a solid process for the long-term infrastructure planning – I will not be able to answer all questions. I ask for the members' respect for that.

Aylin Nouri said that this is not about calculations. That explains the matter in many ways, Madam Speaker. The calculation for the current plan, which the previous government made a decision on, simply did not add up. The government inherited a plan that was heavily over-subscribed with many underfunded projects that did not even end with the twelve-year plan but extended even further into the future.

The government came to a table that was anything but well-furnished. Only crumbs remained after generations of politicians who for decades have taken the easy way out. Remaining on the table was the maintenance mountain that I believe Peter Hultqvist was the only member who truly addressed in his contribution – 90 billion on the railway side, 35 billion on the road side.

What the government has now done in its infrastructure bill, which is the direction for the national plan, is to let approximately half of the 1,200 billion go towards catching up on deferred maintenance. It is clear that it would have been fun, Madam Speaker, to stand and discuss a lot of new objects and projects for the money we have today, but it is not possible to promise everything to everyone before one catches up with the maintenance debt that various parts of the political field have been guilty of creating for decades. The maintenance debt on the railway side grew by almost 40 billion kronor in just four years between 2018 and 2022.

We are now tackling this. For the first time, there is a plan to eliminate the maintenance debt on the road side by 2037 and on the railway side by 2050.

What the members have not raised, Madam Speaker, is that the Social Democrats want to cut the government's 350 billion SEK for road maintenance by a whole – hold on now – 45 billion SEK. The Social Democrats want to remove this from maintenance measures on the roadside. One moves – in terms of calculations, Madam Speaker – from one row in the Excel sheet to another and puts it on railways, something that the Transport Administration assesses cannot be implemented in practice. The only thing it will do is that money goes back to the state treasury, while at the same time there will be potholes and roads that do not meet the standard in all the regions represented here today.

It would be interesting to hear before the next round how one can look the voters in the eye, how one can stand here and promise things for the future, and at the same time neglect maintenance. We know the consequences now, that is, that neglect of maintenance means growth barriers, vulnerabilities in our defense capability, and that life is made difficult for ordinary people. The Social Democrats must take responsibility if maintenance is neglected again.

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

Aylin Nouri (S)

Madam Speaker! I regret that the Minister cannot provide any information and that one chooses to hide behind a referral process. I therefore regret that government representatives, including the Prime Minister himself, have time and again promised the Swedish people to prioritize these objects. Now one hides behind referral processes, and it seems that infrastructure will also belong to one of the breaches of promise that the government will be guilty of.

The Minister also wants answers on how we Social Democrats view the neglected railway maintenance. Let me speak a little about this. It is good that the government continues with the previous S-government's calculations to catch up with the massive railway maintenance. But considering the inflation in recent years, the cost increases it has entailed, and how seriously neglected Swedish infrastructure is in a very concerning security policy situation, this is not enough. The level of ambition is too low.

Sweden has a maintenance debt of over 90 billion kronor. It grows every year, and it holds people and development back. When the Minister says that the problem is being addressed, I want to remind the Minister that a modest increase of 5 percent is an all-too-low level.

In the proposal from Trafikverket, which is based on the government's directive, it is stated that the maintenance debt will be caught up by around 10 percent during the planning period. Then, in some magical way, the remaining 90 percent of the maintenance debt is to be caught up in the same amount of time. It is not realistic. A 5 percent increase for railway maintenance is not sufficient. It is a symbolic bandage on a very deep wound.

We Social Democrats show that it is possible to do things in a different way. We see the enormous needs in the railway and that we need to equip and repair the tracks for the future. That is why we choose to invest 45 billion more than the government during the upcoming planning period to pay off the railway maintenance. The proposal was voted down, and I can only regret that. We show that it is possible to combine responsibility with faith in the future. It is possible to invest in building away the large, massive railway maintenance and at the same time not compromise on the public finances.

This is the difference between a policy that has a clear direction and a policy that we have seen from this government and the Sverigedemokraterna. It has been three years of inconsistency and of scrapped projects. It does not lead Sweden forward, but rather it leaves our country in a more vulnerable position.

I can also question in what way the government thinks it is reasonable to borrow to lower the tax by billions for the very richest but not see investments in the railway, in our roads and in the climate for our entire country in the same way.

The capacity issue remains. The government also needs to answer how we are not only to care for what we have but also ensure that Sweden will grow in the future as well.

(Applause)

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

ANDRE VICE TALMANNEN

Åsa Eriksson, Socialdemokraterna, has announced that she waives her second contribution.

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

Kenneth G Forslund (S)

Madam Speaker! I thank the Minister for Infrastructure for the answers. I can understand that there are many questions and that it is not possible to answer all of them at once, but the Minister for Infrastructure is entitled to a further couple of remarks.

I understand that the Prime Minister does not want to answer questions about individual objects, but I still perceive a need to look at the issue of Bohusbanan in order to reach the shift between freight traffic from the E6 to the railway, which will be completely necessary to carry out. Otherwise, it will result in a traffic infarction.

The question of congestion pricing remains. Does the government intend to support Trafikverket's ideas on introducing an additional zone for congestion pricing around Gothenburg? In practice, this means a situation where the residents of Kungälv have to pay congestion pricing to leave the municipality. How many times does the Minister for Infrastructure think the residents of Kungälv should pay to travel on the roads?

(Applause)

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

Linnéa Wickman (S)

Madam Speaker! I have some understanding that there will be no announcements regarding individual objects in the debate. But a question that I think needs to be touched upon is how socio-economic profitability is calculated today. Here, the government has a responsibility to weigh in more than just narrow calculations. Here we know that the benefit of freight transport's contribution to the Swedish economy is undervalued.

After Trafikverket's proposal for a national plan was released, companies in Gävleborg stated that if the government does not change the proposal, they will probably have to move jobs from Gävleborg to other parts of the world. That would be truly harmful for Sweden's economy, not least for my county which has one of the highest unemployment rates in the country.

The double track on Ostkustbanan is one of the country's most planning-mature projects. Here, the cost for the expansion of the railway per kilometer is several billion lower than in other parts of the country. The company Nya Ostkustbanan has also submitted several proposals on how the expansion could be carried out in a more cost-effective way, so that costs are cut while the entire section is completed. An important point is that inconsistency, instead of taking a holistic approach, also costs money. It is an important perspective.

The double-track expansion of the Ostkustbanan is the single most important issue for Gävleborg and Västernorrland. It is about a labor market expansion that would be significant for the counties' future. It is not just a regional wish, but it is also a national investment.

My message is that the promise must be fulfilled and the New East Coast Line must be completed. I have a strong hope that the government will manage to do this.

(Applause)

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

Ola Möller (S)

Madam Speaker! I also express understanding that the Minister finds it difficult to address all individual items. But it is important to send the signal that when the state has given promises, so that work has been initiated regionally and locally and municipalities have invested, they must be fulfilled.

Regionsamverkan Sydsverige has been forced to handle 28 billion in cuts in the national plan – in 2025 prices. That is more than half of what was included in the previous plan. Southern Sweden is being completely sawed off, level with the heels in the proposal. In that case, it does not help to fix potholes when the four-track line between Hässleholm and Lund is not finished – the most important railway section in the entire country to get freight through Skåne and then out of the country. This must be completed as soon as possible, before the Fehmarn Bält connection is finished. There lies 3 billion, compared to previously 30 billion.

I do not think one can stand and say that there is no money and talk about what is socio-economically profitable when we in here have received 5,000–6,000 kronor in tax cuts every month from this government since it took office and when the banks have reported 134 billion in profit during the first nine months this year without the government collecting a single extra krona of those funds. We borrow for tax cuts, but we are not prepared to borrow in order to be able to build for growth and combat unemployment. It is irresponsible. It falls straight on this government.

(Applause)

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

Mattias Jonsson (S)

Madam Speaker! I thank the Minister for the answer and thank Aylin Nouri for the initiative to the debate.

I took note of what the Minister said, Madam Speaker, about listening. This is an absolutely excellent opportunity to listen to what the opposition has to say in the debate on the infrastructure and the national plan. It simply cannot be so – to return to the question of Västlänken – that the worker in Frölunda, the engineer in Hisingen, and the nurse in Kortedala should pay for Trafikverket's failure. That order is completely unacceptable, Madam Speaker.

If the government were to accept Trafikverket's proposal, a new principle is established in Sweden: that authorities can fail and then send the bill directly to the citizens. It is in conflict with the agreement and in conflict with trust. I would like to assert that it also stands in conflict with common sense.

The Gothenburg City Council is completely united from right to left. I am completely convinced that West Swedish authorities will reject Trafikverket's proposal. The government has a unique chance to listen, make a decision, and resolve the situation. The government must clearly and well in advance of the decision on the national plan clarify how the cost increases in Västlänken will be financed without extending the congestion tax. It is a message to be listened to.

(Applause)

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

Peter Hultqvist (S)

Madam Speaker! It is a fact that my party has proposed 45 billion more for the railway over a twelve-year period to address the maintenance debt. It is a fact that one cannot escape regardless of how one twists and turns it and regardless of how one calculates in different tables. It is important that this is underlined and said in a proper way.

This is rooted in a reality where 40 percent of all passenger trains are delayed. Punctuality is higher on shorter distances and lower on longer distances. Stationary trains and significant delays powerfully affect confidence in the railway as a means of transport. During the summer of 2025, we had a very clear and extreme example in Bastuträsk with a nine-hour delay due to an electrical fault. Faults in overhead lines and signaling errors cause large knock-on delays on various trains. It thus affects a large transport system.

This upsets people in their daily lives. People see that they are unable to commute by train where they would like to depending on the delays. They do not want to risk arriving late to work. Then we have 60 operators who are to share a timetable and be part of the large transport system. It is a challenge of a qualified nature. The privatization of the railway has thus created additional problems.

I am a Member of Parliament for Dalarna. I reserve the right to speak about the Dalabanan. I reserve the right to speak about Hitachi. I reserve the right to say that we need major reinforcements on the Bergslagsbanan. I assume that the Minister listens to this and uses the debate as a basis in the referral process. We who represent different parts of the country must present ours.

(Applause)

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

Zara Leghissa (S)

Madam Speaker! This is about faith in the future, equality, and climate responsibility. The government likes to talk about growth and jobs, and we see the result after three years. We Social Democrats demand that the government takes responsibility, not just in words but also in action. Without investments in the infrastructure in the north, the green industry will never get the conditions it needs.

We in Norrbotten are advocates for new technology and innovation, and we do not fear transition. Norrbotten must receive its investments in a timely manner. The infrastructure must be expanded and maintained, so that all of Sweden has the opportunity to live and grow. The alternative is that companies go bankrupt or move abroad, that unemployment rises further, and that our welfare becomes even worse in our country. So, we obviously cannot have that.

I thank the interpellator Aylin Nouri and Infrastructure Minister Andreas Carlson for the debate. I sincerely hope that Carlson and the government are responsive to the views, demands, and expectations of the people of Norrbotten. I also have a small message for the Infrastructure Minister: Don't forget that the light comes from the north!

(Applause)

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

Lena Bäckelin (S)

Madam Speaker! I thank the Minister again for the answer. I also thank Aylin very much for the important interpellation she has submitted.

But I must say that the Minister's answer is not enough for me today. I expected some word from the government regarding the Inlandsbanan, which is the inland's main line. If the government is serious about the whole of Sweden living, one must not continue to treat the Inlandsbanan as a regional issue. It is a national security matter.

I represent Jämtlands län, but I also represent Dalarna, Västerbotten, and Norrbotten when we talk about the railway. This is the inland's main line. It is important for those of us who live and work there, for the future of the green industry, for the total defense's logistics, and much more. To upgrade and ensure the operational security of Inlandsbanan is not just about railways. It is about security, jobs, and faith in the future for the whole country.

Therefore, I expect the government to show that it is serious and give the Inlandsbanan the priority it deserves in the national plan, as well as for the government to read, reflect upon, and take to heart the Inlandsbanan's referral response and what I have presented in this debate today.

(Applause)

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

Åsa Karlsson (S)

Madam Speaker! What we are now discussing is Trafikverket's proposal for an infrastructure plan for the next twelve years. The proposal is out for consultation until December. The Government will receive many submissions for changes to the plan. I truly hope that the Government takes its responsibility and considers the interests of the entire country when it now goes through the consultation responses and decides on any changes to the plan. If the whole country is to live, it also requires that investments are made in the whole country and that investments are made in the infrastructure in all of Sweden, so that Sweden hangs together.

It is required that the government stops viewing individual objects as socio-economically unprofitable and instead looks at building sustainable corridors and strengthening the capacity and redundancy in our railway systems.

We must also have a long-term plan for the infrastructure. It only becomes bad to remove already decided objects. It creates concern and frustration among municipalities and regions, among commuters, and not least among the companies that want to know their conditions for the future.

It also becomes clear today when we see the turnout in this interpellation debate. We see members from large parts of the country who are here to tell how Trafikverket's proposal affects the infrastructure in their specific part of the country, those who live there, and the conditions for the business sector.

With that, I would like to thank Aylin Nouri for taking the initiative for the debate, and I would also like to thank the Minister for the debate.

(Applause)

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

Eva Lindh (S)

Madam Speaker! Already in December 2022, the government gave Trafikverket the mandate that it should no longer plan for new main lines south and west from Linköping. It also gave the instruction that it should not even plan rail out of Linköping, which was completely insane. It cast a wet blanket over the planning for Linköping Municipality.

We nevertheless felt a joy that the section between Linköping and Norrköping and northwards, where we have major capacity problems and it is full on the stretch, remained. Judge the frustration, disappointment and sorrow we feel when we see that even that is to be pushed into the future.

Now I am also hearing and receiving reports that Sverigedemokratiska MPs are traveling around and saying that one should not spend money on Linköping station. What information does the Minister have to give to the people of Linköping, the people of Östergötland, regarding what is going to happen in the future and if we can even hope for any Ostlänken in the future?

It creates enormous anxiety. Even where there is still joy that stretches, roads, and parts remain in the plans, one begins to feel anxiety about what actually applies. Will the promises really be kept?

I ask the Minister: Hear the frustration, hear the concern, and also hear the cry for better conditions to create growth and faith in the future in Sweden!

(Applause)

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

Kadir Kasirga (S)

Madam Speaker! Sweden needs more railway for transport, for freight transport and passenger transport and also for the climate transition. Therefore, we also need to build more railway and also pay off the maintenance debt.

When Minister Andreas Carlson speaks about railway maintenance, he avoids mentioning the elephant in the room. The truth is that we in Sweden have one of the world's most privatized railway maintenance systems. That is the elephant in the room.

Regardless of how much money will be injected into the maintenance debt, the system errors themselves will mean that one will not be able to pay off the maintenance debt in a systematic way. It is very important that we also take back control over the railway maintenance.

Madam Speaker! When projects disappear or are reconsidered, long-term planning for housing, the labor market, and the climate transition is affected. This does not only concern local road sections or railways. It is about entire national corridors that connect Sweden.

When one removes an object in Dalarna, Gävleborg or Östergötland, the availability to Stockholm is also directly affected. It is the same passenger trains, the same commuting flows and the same business community that use the infrastructure. To say that the plans are historically large does not help if the confidence is historically low.

Madam Speaker! I truly hope that Minister Andreas Carlson takes our points from the debate with him. I would like to once again express my thanks to Member of Parliament Aylin Nouri for this interpellation. I wish you a pleasant weekend, and I hope that Andreas Carlson can say a few words that can calm the anxiety among the municipal and regional politicians across the country.

(Applause)

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

Per-Arne Håkansson (S)

Madam Speaker! I would like to thank the interpellor and the Minister for Infrastructure for initiating and participating in this debate.

I want to highlight the green transition, which is a crucial issue for the future for us and coming generations. Infrastructure is the key in this context.

I represent, as I mentioned earlier, Skåne. I can refer to the Sydsvenska industri- och handelskammarens collective assessment where, in their action plan, they highlight precisely infrastructure and growth as priority areas.

I previously mentioned a number of municipalities that are collaborating in this. Just this type of question regarding infrastructure and planning is something that usually unites municipal politicians from right to left, where they look at the collective strength to develop their own municipalities and their region.

This may not be an issue that the Minister for Infrastructure primarily needs to highlight as a polarized debate. It is about the care for Sweden and about our common future.

I perhaps perceived the Minister for Infrastructure's speech as being a bit too focused on what previous governments have achieved and not particularly focused on what he himself sees as the development potential here.

I have mentioned the Sydsvenska industri- och handelskammaren. The Southern Main Line (Södra stambanan) has been mentioned here. I can highlight the importance of its completion.

I asked a question to a company located in Älmhult, Ikea: How important is it for them that the Södra stambanan is completed? It is a crucial question.

It is an example of the importance of how infrastructure and jobs are linked to growth and future focus.

(Applause)

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

Infrastruktur- och bostadsministern Andreas Carlson (KD)

Madam Speaker! My contribution was not intended to be polarizing. However, there are few areas in politics that are so affected by previous decisions or the absence of previous decisions as long-term infrastructure planning.

The national plan that is still in effect in Sweden is the one that the previous government decided on. Therefore, I believe it is important as a matter of factual information to state that many of the problems we have today have accumulated over decades. If we are to tackle them, they need to be addressed.

That is why I thought it was very positive, as I mentioned, that Peter Hultqvist mentioned, among other things, the gigantic maintenance debt. I also want to emphasize that no one here in the chamber has deprived the members of the right to highlight the needs they see in different parts of the country.

Madam Speaker! I also said in my introduction that I emphasize that the needs are greater than the resources we have. This is considering that maintenance has been neglected for such a long time and that the funding for projects that have been in the planning stage has been postponed.

For example, several of the projects that are in the plan and for which decisions have been made previously have not been funded. This is something that the Swedish National Audit Office criticized very harshly in the audit report that had the title National plan for transport infrastructure – promises more than it can deliver. I think it is important to keep that in mind.

We will not make the same mistake again. We prioritize maintenance, so that people can rely on the railways and the roads in Sweden.

I believe it is important for the debate that one is clear. It is said that you are investing 45 billion kronor in railway maintenance. That is a fact, said Peter Hultqvist. But an equally clear fact is that you are proposing a reduction in road maintenance of 45 billion kronor.

What the government is doing with the historically large investment in railway maintenance is not just a five percent increase, but we are also cleaning up the appropriations. This might become a bit technical, Madam Speaker, but we are strengthening budget discipline and transparency and ensuring that money intended for railway maintenance does not continue to go towards Trafikverket's administrative costs and personnel. This was previously embedded in the account.

If one compares apples to apples and not apples to pears, and instead compares with how large the increase in railway maintenance is in our proposal, one sees that it is in fact an increase of 18 percent. Trafikverket assesses this to be what they can maximally implement in practice.

If one is to be credible about cutting 45 billion on road maintenance, I think one should speak about which roads will continue not to meet the standard in Sweden now that the government is removing the road maintenance debt in just twelve years.

It is equally important to state which railway lines are to be closed entirely, because that is what needs to be done in order to be able to maintain for 45 billion and get these funds out into operational work. The Government has had the objective that more maintenance must be carried out faster while at the same time passenger traffic and freight transport need to run.

So far this year, 1,700 maintenance measures have been carried out in the Swedish railway system, which is more than ever before. We see positive trends in the form of increasing punctuality, and Trafikverket points out that this is due to maintenance work beginning to make a difference. Next year, which will also be a record year, 1,800 track closures will be made for maintenance work. Step by step, we are tackling the maintenance debt.

On the roadside, 2,000 kilometers more paving work has been carried out this year. This corresponds to a distance between Haparanda and Hamburg, which is an increase from 3,000 kilometers last year. It is therefore a powerful reinforcement of the railway maintenance as we now ramp up to ensure that one can rely on the infrastructure in Sweden.

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

Aylin Nouri (S)

Madam Speaker! The Minister used a large part of his speech for a blame game against previous governments without taking responsibility for the fact that the government has soon governed for a mandate period. We have seen the result: Abolished main lines, cuts in the railway budget, and now proposals to remove critical investments.

This debate is important – it is truly important. We Social Democrats have tried to show that all of Sweden is affected when already decided objects disappear. It affects housing construction negatively. It increases the already high unemployment that Sweden has. And it does not lead to more trains or a more robust infrastructure.

Let me also remind the Minister that infrastructure is not a single cost item. It is an investment. In addition to the 45 billion that we are putting into more railway appropriations, we have proposed more for road and rail in budget item after budget item in our autumn budgets than the government has.

The Minister accused me of talking about how calculations need to be rooted in people's everyday lives and in the needs of Sweden AB. I stand by that. It is serious that we have such a neglected infrastructure, and it affects people in their everyday lives. The business community is crying out for more infrastructure, and the defense and Nato point out that Sweden's skill is insufficient.

We will, of course, have respect for every tax krona, and we show with our proposals that one can combine capacity reinforcements with addressing the maintenance debt while we do more to achieve the cost control that Sweden must have. Here, the government still has no solutions.

(Applause)

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

Infrastruktur- och bostadsministern Andreas Carlson (KD)

Madam Speaker! I thank you for the debate. I think that we, as several have pointed out, have had a constructive tone. I have full respect for the fact that people want to raise different issues, and I have underlined that the needs are great in Swedish infrastructure.

Madam Speaker! I would have, however, wished for a bit more self-reflection when, just four years ago, a report from the National Audit Office was received with the heading National plan for transport infrastructure – promises more than it can keep. The National Audit Office pointed out in the report that the costs for the measures turned out to exceed the available financial framework within the planning period. The list of measures was too long. One had to continue to neglect maintenance and cut back on the digital signaling system, which threatens the functionality of the railway, by many billions. One ignored various investments that were necessary to increase the capacity on the Malmbanan and the Öresund Bridge.

When the government aborted the planning for the new main line for high-speed trains, the Swedish National Audit Office showed that it saved 162 billion in upcoming plans. Yes, that's right, Aylin Nouri – you just have to read the Swedish National Audit Office's report!

It should be put into relation to the fact that we can now address the maintenance debt and make necessary investments, not least to strengthen the robustness of the Swedish infrastructure.

I am not here for any blame game today, but I believe it is very important to say that this has built up over decades. Therefore, it is also important with a political accountability when we now look to get more money for infrastructure and get more infrastructure for the money.

In addition to the budget of 1,200 billion kronor, which is historically large in constant prices, the government has announced an alternative implementation of infrastructure projects. We also have a pot for civil defense totaling 50 billion kronor, where a significant part can go to infrastructure.

This will of course be important when we arm Sweden strongly. One must be able to rely on the infrastructure in our elongated country. The government is now taking responsibility for that.

The interpellations debate was hereby concluded.

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