Professional transport and taxi

Oskar Svärd (M)

Madam Speaker! We are now debating professional transport and taxi, which are two important issues for Sweden.

At a committee meeting in January this year, representatives for Sveriges Åkeriföretag provided information on current issues within the farming industry, and at a meeting in February this year, representatives for Transportstyrelsen provided information on the agency's work with supervision of the taxi industry. These were two important meetings for us in the committee so that we could gain a broader insight into both the farming industry and the taxi industry.

Madam Speaker! The trucking industry is a central part of Sweden's transport sector and plays a decisive role for both the business community and society. By transporting goods and cargo across the entire country, trucking companies contribute to a functioning trade, industry, and logistics. However, the industry faces major challenges, not least linked to the climate transition and the requirements for reduced emissions. Electrification, biofuels, and more efficient logistics solutions are becoming increasingly important for the trucking industry to be able to transition to a more sustainable operation. At the same time, it is crucial that the infrastructure, including the road network and charging stations, is developed in step with the industry's needs. To ensure a competitive and sustainable trucking industry, continued cooperation between companies, us politicians, and authorities is therefore required.

One of the most important issues linked to today's debate is a fairer competitive situation for Sweden's trucking companies. These are entrepreneurs who are involved in building a stronger Sweden, creating jobs and contributing to growth. Transport must function across the entire country so that we can ensure employment opportunities, growth, and a stronger domestic market.

For this to be possible, it is required that our Swedish trucking companies have the right conditions to compete on equal terms with others. It is simply a better deal for Sweden if companies and drivers operating here also pay tax here instead of money and job opportunities disappearing abroad. It is about taxes, fees, fuel prices, and long-term regulations. We in the Tidö parties are actively working to strengthen the Swedish trucking industry by lowering taxes and fees as well as reducing the reduction obligation so that fuel prices become more competitive.

It is also about ensuring that laws and regulations are complied with. All actors shall follow driving and rest times, take breaks according to the regulatory framework, and have vehicles that are adapted for Swedish roads and weather conditions. It is positive that the flying inspections carried out by police and vehicle inspectors are becoming more frequent and more extensive. It is completely the right way to go to ensure that the rules are followed and that we are at a level that meets the EU's requirements. For this work to be effective even in the long term, we must ensure that the police have the competence and the resources required to carry out these controls of professional transport. The same applies to the authorities responsible for the supervision. Without the right knowledge and sufficient resources, we risk seeing more rule violations and an unhealthy competition where unscrupulous actors escape while the respectable transport companies are affected.

Madam Speaker! There are those who do not behave. Therefore, the government has changed the legislation regarding sanction fees and clamping of vehicles. One simply locks the vehicle's wheels to prevent further travel. Then those who do not follow our laws and regulations get clamped and unusable cars until they make right and rectify their deficiencies. The time limit that existed before is now, therefore, removed.

A referral was also recently sent out regarding stricter rules for winter tires. The purpose of the proposal is to make road users better equipped for changes in weather conditions, and the proposal also includes a section on snow chains. I look forward to reviewing the comments that come in during the referral process.

Madam Speaker! In recent years, digitalization has changed the taxi market as new actors and services have been established. These companies build their business models on digital technology, which has pressured traditional taxi companies to become more efficient and innovative. To maintain a fair and legal market, it is crucial that the regulatory framework and the justice system ensure healthy competition and prevent a black economy from emerging. I know that the government, just as we in the Committee on Transport, follows the taxi industry closely and wants to see a stable taxi industry with healthy conditions.

(Applause)

In this speech, Magnus Resare and Mats Sander (both M) agreed.

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Ulrika Heie (C)

Madam Speaker! I thank Member Svärd for the speech.

There is a broad consensus in the committee that the entire transport industry should be able to operate in a way that is both safe and competitive, based on the existing conditions.

My question concerns something in the report that the member did not mention, namely the possibility of exemptions for heavy transports. Today, it is an extensive administration when one applies to have, for example, heavy cranes transported to a construction site or a port. In addition to applying for an exemption from Trafikverket, the companies must also apply for an exemption from the municipality if they are to travel on municipal roads.

Last week, I listened to representatives from the Acceleration Office, which is under the government, and the theme was to increase the pace because time is money. Now the industry shows that long processing times for heavy transports cost companies 400 million kronor annually, which is an enormous amount of money.

The Government has had a document out for consultation, and the matter is now being prepared within the Government Offices. It is the traditional way of handling something until there is something new to say.

So to my question: Is the member pushing for there to be a clear timetable so that one can quickly receive notification that they are allowed to carry out the heavy transports?

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Oskar Svärd (M)

Madam Speaker! I thank the member for the question but unfortunately must give the notice that the question is being prepared in the Government Offices.

Generally, the Moderaterna always work to make it easier to run businesses in Sweden. This includes, among other things, reducing red tape.

The issue the member has requested, we have raised both here in the Riksdag and with the government in Rosenbad. The short answer, however, must be that the issue is on the table, that we are working on it, and that we will return with a timeline and other details in the future.

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Ulrika Heie (C)

Madam Speaker! The Transport Administration points out that a number of measures can be taken within the agency without specific regulatory changes, but then work is needed from the government's side to ensure that it can go a bit faster.

Now that the Acceleration Office points to increased tempo, which also concerns in what way one gets authorities to both work and be governed, I, as the member representing the Prime Minister's party, become curious as to why the politics does not have higher ambitions for increased tempo. Why is there no push? It is the third year in a row that we stand here and discuss these questions.

BK4 and heavy transports have been recurring issues in this area. The long processing times alone to obtain the opportunity and permits for the really heavy transports cost the companies 400 million kronor. It is not about BK4, but about the extremely heavy transports.

There are regional transport routes where the municipalities are not always fully involved in what it should look like and what needs to be done to ensure that the transports flow as smoothly as possible. I am therefore curious about the member's position. Is one prepared not only to listen while the issue is being prepared in the Government Offices but also to push for a timetable to be put in place? In what way does one want to steer Trafikverket more clearly and not just give sweeping assignments to work towards efficiency? Is one prepared to follow up on this more clearly? I would like to have this clarified.

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Oskar Svärd (M)

Madam Speaker! Thank you, Member, for the follow-up question!

I am repeating a bit from my answer to the first question. The Government is already working at a very high pace in many areas today. I do not think this has escaped anyone's notice. We are working for reduced red tape, and we are working for better business conditions.

The matter is being prepared, and it shall be prepared until we have landed on a product that we can present. At that point, the member will find out what the plans look like and also have the opportunity to criticize or agree with the government parties.

(Applause)

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Ulrika Heie (C)

Madam Speaker! Road transport is extremely important for our country. It can be compared to a circulatory system where the transports ensure that oxygen reaches all companies and shops and everything that allows the whole of Sweden to have the opportunity to develop. In that way, the transport sector is an extremely important industry for the whole of Sweden. It is part of what makes our entire country able to live.

At the same time, there are things we can do to increase the efficiency of the transport system. There are a number of measures we need to take, because it is a tough competitive situation. It is incredibly important that all companies present on the Swedish market are given the opportunity to operate in a constructive and competitive manner.

I think that the member from Moderaterna explained the work against fraud and errors in various ways in an exemplary manner, so I will actually skip that part of my speech. I think it was very wise what was said.

I want to return to what I raised in my question. Now they say that they are working as quickly as possible, but I am still surprised that the Ministry of Rural Affairs and Infrastructure is unable to get more out.

In October, the infrastructure bill was submitted. I have full respect for the fact that it was a heavy task that took up most of the time, but now it is already April 2025. Therefore, it surprises me that things that were essentially left for preparation this summer have still not had the opportunity to become reality, to the extent that proposals for regulatory changes are made but also assignments to authorities.

In the regulatory letter to Trafikverket, it is stated in very sweeping terms in what way one should work to facilitate for companies in different ways. When this sector, with really heavy transports that need exemptions to be carried out, is hit by costs of 400 million kronor as a result of long processing times, I think that the government representatives should also consider it an area where it is urgent to make a difference.

Those who do the heavy lifting in our society are contributing to the green transition. They are contributing to building preparedness. Sometimes they are contributing when serious accidents occur, and to not have a smooth process for granting permits for heavy transports is completely incomprehensible to me.

One seeks an exemption for a vehicle in itself. If, for example, the crane were to break, it cannot be replaced with another; instead, it would become a new handling. It surprises me that the government is not more alert regarding this issue and can at least present when it can be ready.

If the Acceleration Office says that the pace must be increased and also that time needs to be measured, it is incredibly important that the time for the preparation of issues is shortened and that the department does not sit on its hands. They say that they do not do so, but there are a few too many examples of that they are actually not as productive as they pretend to be.

When it comes to the question of the Acceleration Office and measuring the time, the question goes back to the Tidö parties: Are you prepared to state a plan for when and in what way you will carry out the work, or will you say that it takes the time it takes and thereby demonstrate a rather complacent attitude where you do not fully see the companies' needs? You say that you see them, but you do not show it clearly in action.

The second part that I would like to dwell on concerns, overall, obtaining the opportunity for longer and heavier transports on our roads. We know that it is extremely important that one can reclassify long stretches for BK4 transports. Here, it is both Trafikverket and the municipalities that must make the transition.

In order for the regional roads as well as the national transport corridors to be strengthened, it is required that there is a coherent effort for this. We can see that Trafikverket is increasing the possibilities, but many times when one is to reach a port or transshipment node, municipal roads are also involved. Therefore, it is important that the work is carried out in a coordinated manner between the different parts. It will be exciting to hear further Tidö representatives give answers on in what way work is being done to increase the transition to longer and heavier transports.

Madam Speaker! I would finally like to speak very briefly about border obstacles of various kinds. Sweden has a long border with Norway but also a border with Finland. When it comes to transport across borders, a new EU directive has entered into force where it is pointed out that one needs to have very modern tachographs. For those who work right at the border and who need to perform international work, even if it is only in the neighboring municipality, investments of 20,000 or up to 50,000 kronor are required today to install that type of tachograph.

I would wish that we heard from the government parties but also from the Transport Agency that the issue of border obstacles is taken seriously. Therefore, the Center Party has a special statement on the matter.

Madam Speaker! We naturally stand behind all our reservations, but I wish to move for approval only to reservation number 8.

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Magnus Jacobsson (KD)

Madam Speaker! I would like to begin by moving for the approval of the proposal in the report and the rejection of all motions.

This report handles a number of motions and about thirty requests. The requests concern primarily rules and the following of rules, as well as how different authorities handle their oversight responsibility.

Generally speaking, there are many positive ideas in these motions. We agree on the need for fair rules, equality nationally and internationally, and that there must be functioning controls.

It appears from the preparatory work that the government is already doing very much in this area. More resources have been allocated, for example to the police so that it can fulfill its overall responsibility. The government has also on several occasions tasked the relevant authorities to cooperate in order to achieve better control and thereby increased safety on our roads.

Madam Speaker! I am extra pleased that the government in communication 2023/24:59 of December 21, 2023, made the assessment that the taxation of heavy goods traffic will in the long run need to be reviewed. The government considers that one should continue to analyze a distance-based system for heavy goods transport on roads.

This is very pleasing. During the last parliamentary term, I was more or less alone in arguing for a new fuel and vehicle taxation that takes into account the vehicle's environmental performance as well as distance. We Christian Democrats pointed out that such a system should primarily be introduced within the transport sector, as it is good for the environment and creates fair conditions for national and international transport.

Madam Speaker! Another important measure that has been implemented during this mandate period is a review of the reduction obligation. It has changed the conditions for the entire transport sector in the form of lower costs. It has also benefited our trucking companies in competition with international trucking companies, which is good for pure traffic safety reasons but has also benefited us in Sweden through trade and in other ways.

Madam Speaker! Regarding rest and parking areas, I have great understanding for the members' perception. The Government is working on the issue, and there are proposals in the report on how the situation can be improved along our major European roads. But when I make my travels to Ukraine, I cannot help but be impressed by the rest and parking areas that exist in Poland. Here, we simply need to become better.

Madam Speaker! Several motions concern longer and heavier trucks. Even here, I have great understanding for the proponents' view. During the previous parliamentary term, it was I who wrote these types of motions in order to accelerate the work regarding exemptions and a coherent BK4 road network. The work to produce these roads continues, and I believe it will go faster when we, during 2026, make decisions on a new orientation plan for Swedish infrastructure.

Madam Speaker! Several motions concern the taxi industry. It is an industry that is undergoing great change. New business models have emerged, and the competition has intensified.

Previous governments have taken measures to ensure better competition and control after the deregulation of the taxi industry was implemented in 1990. The Transport Agency has received increased resources for expanded controls, and several other agencies are implementing measures to improve the situation in the taxi industry.

It is good that the government has appointed an inquiry into the question of how the platform directive shall be implemented in Swedish law. It is also good that the government is now preparing the proposal from the Delegation against work-life crime regarding more effective measures to counter work-life crime within, among other things, the taxi industry.

Madam Speaker! One of the most important measures to create a good working environment for the transport sector is that we address the maintenance debt that previous governments have allowed to grow. It is therefore good that the government is now increasing the appropriations to Trafikverket by 27 percent, which means that 1,171 billion will be invested in infrastructure over the next twelve years.

It is, however, with surprise that I note that the Social Democrats, in their motion regarding the infrastructure bill, reduce the road maintenance by 45 billion kronor 2026–2037. Such a reduction means that we cannot build away the damage that exists on our road network, which affects everyone who has the road as their workplace.

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Kadir Kasirga (S)

Madam Speaker! I thank Magnus Jacobsson for his speech on this important report.

I welcome the member's enthusiasm for the farming industry and that he touches upon the chaos prevailing in the taxi industry, where people today work under slave-like conditions. This has been uncovered by the newspaper Expressen and also other media. It pleases me to hear that the member thinks that something must be done about this.

I welcome, for example, the platform directive. We Social Democrats look forward to seeing where it will land politically. The delegation against work-related crime is also important. It has come forward with some proposals. But, Madam Speaker, the industry also demands action here and now.

We Social Democrats came to the committee with a committee initiative where we proposed some measures similar to those in Denmark to tackle the unserious taxi companies or app companies. But unfortunately, our committee initiative received no support from the Christian Democrats or the other Tidö parties.

Given this mess, why do you oppose a proper review of the taxi industry? That is what is needed, and that is what the taxi industry demands.

(Applause)

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Magnus Jacobsson (KD)

Madam Speaker! For those listening to this debate: There is an opportunity to take initiative in committees. At the same time, it is the case that those who sit as the majority often have a priority in that they already meet with various organizations and groups.

In this case, we in Kristdemokraterna and certainly several of my other colleagues have met with representatives from the taxi industry and listened to them, so when it comes to that part, I saw no need to make it a committee question.

What the taxi industry highlights is significantly more complicated. We have, I would say, a double situation: On the one hand, it is a fact, I dare say, that individuals working in the platform industry suffer. One must be able to admit and acknowledge that it is a fact. On the other hand, it is also a fact that this entirely new industry that has emerged has created increased mobility.

In the situation I am in right now, I am satisfied that the government is working on the platform directive. They are looking at what has already come in through investigations, and then we will have to continue working from that direction. But there is clearly a conflict of interest here.

I have myself listened with great interest to the representatives of the taxi industry when they have presented how they view the problem. They have also pointed to the Danish model, and I am personally not unfamiliar with carrying that with me in conversations with the minister.

(Applause)

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Kadir Kasirga (S)

Madam Speaker! Thank you for the answer, Magnus Jacobsson!

Member Magnus Jacobsson is one of the Christian Democratic members who is very influential in these issues. The member also sits in a special working group within the Christian Democrats that has come up with some interesting proposals that I, as a Social Democrat, welcome, for example, the phasing out of Bromma Airport and the re-nationalization of Arlanda Express.

Mr. Speaker, I hear from Member Magnus Jacobsson that he is satisfied with what is being done within the government. At the same time, the taxi industry demands action here and now, for example, connecting the app system to the taximeter and introducing seat sensors in the taxis. That is what the taxi industry demands – that and stricter controls. There are also proposals from the Social Democrats, both in our committee motion and in our proposal for a committee initiative. Unfortunately, we were met with a cold shoulder regarding this, despite this warm enthusiasm for the taxi industry and the situation for those who work under slave-like conditions.

Last week, I met with a parliamentary colleague a group that worked for Bolt and Uber. The stories they could tell were frightening. This is not worthy of a country like Sweden. People should not be exploited. We demand that people who come to Sweden should do right and do their duty, but here people are exploited as slaves.

(Applause)

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Magnus Jacobsson (KD)

Madam Speaker! Personally, I would be very cautious about using terms such as that individual companies exploit individual persons as slaves. Those are very powerful terms.

As I said earlier, there is a conflict of interest and a problem with an industry that is now growing in a completely new way. I previously sat on the Committee on Employment and previously raised it from the perspective that it is somewhat difficult to see who has the employer responsibility. That is why the question of the platform directive becomes so important. Is it the one who orders the service who is the employer? Is it the one who owns the digital platform? Is it the one who drives themselves as a self-employed person? Here there is a legal problem that has clearly disadvantaged individual employees and created a very hard pressure within the taxi industry.

If we look at the report, we can see that the government is already doing a lot. It has been taken into account that we should look at the proposals that have emerged in previous investigations, as I mentioned. In other committees and in other contexts, we have increased resources to the police. Some of what the member describes is pure crime. We will, of course, take measures against that. There are examples of people being systematically driven into prostitution and other things. Here we have a problematic situation.

But again: The Government is taking a number of measures, and I am not unfamiliar with the fact that further measures are being introduced.

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Ulrika Heie (C)

Madam Speaker! I thank Member Jacobsson for the speech.

It was welcome that the member highlighted the access to rest areas and so on, not least linked to heavier and longer transports, and that there is a confidence that it will be resolved when the new plan is presented next spring. It is nice with that hope, but it must also become a reality.

I would like to ask about what is waiting to become a reality, namely that which concerns long processing times. As I know Member Jacobsson, I think there is an impatience and a will to get things done. Then I wonder a bit about the possibility of, for example, moving heavy mobile cranes, where costs arise for companies due to long processing times. Then costs are added for everything else, but those can be charged for in different ways. The long processing times cost 400 million kronor. Is the Member aware of the problem, and is the Member also involved in pushing for the need for a medium-term timetable to be able to review how it can be solved?

It also concerns administrative costs linked to transitioning to the BK4 road network. These are also administrative matters that are being worked on. In what way is the ministry currently working with this? Since Jacobsson belongs to the infrastructure minister's party, I imagine he might also have special insight into the way the policy is approaching this. It is not enough to only refer to agencies that have received assignments. It is also about following up that the assignments are reported in an efficient and results-oriented manner.

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Magnus Jacobsson (KD)

Madam Speaker! These are two very important issues. I will begin by answering the one I perceive as the simplest, namely the one regarding BK4. My experience there is that there is great consensus in the Riksdag that we want to expand the network. If we look over time, we see that the network has often been built in such a way that one section has been built, then there has been a pause, and then the next section; then there has been some bridge, and then there has been a pause. Actually, we have not received a functioning system.

Within the Tidö parties, we agree on the problem. I believe and hope that it will be a clear part when we move forward with the infrastructure bill next year.

For the BK4 system to work, it must hang together. Andreas Carlson has, as a minister, on countless occasions spoken about the systems: Regardless of whether it concerns railway or road, it is the systems thinking that must work. Just when it comes to BK4, it is super important. It does not help that we do a reclassification if it still does not lead towards the goals we have.

Regarding the second question, I must admit that I am not up to date on it. However, I know that it was raised already during the previous parliamentary term and that there was a discussion then. The basic stance from us Christian Democrats is, of course, that this should be resolved quickly. The cost picture must be reviewed. There have been major problems when driving into cities to do work, and it takes a long time before one gets permission. One has different counterparties; it can be the municipality as the landowner, the police, or others who are to be involved in making decisions.

I simply have to leave the answer to Member Ulrika Heie. I promise, however, to take the question with me, as it is an important question.

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Ulrika Heie (C)

Madam Speaker! It still sounds as if the policy at least has relatively high ambitions in the area, even if one does not get things to happen. Both the green transition and, not least, the issues of preparedness really make it urgent that this is investigated promptly and in a good way.

I would like to ask a closing question to the member. He also represents Fyrbodal, which borders Norway. The question we raise in our special statement is that in border municipalities, one now needs to make quite large investments in their crane trucks, for example, if one does not have the latest version of tachographs.

It has been said that such a thing does not cost more than 10,000–12,000 kronor. But then I had a conversation with the Transport Agency, which says that it costs 20,000 kronor. If the cabling also needs to be replaced, it can cost significantly more. This is often about small business owners who, for example, are hired in the neighboring municipality. It can be between Strömstad and Halden or further up along the Värmland border. I have also understood that this is actually a problem for local traffic between Sweden and Finland, over to the neighboring municipality.

In what way is the member prepared to look at the issue of border obstacles specifically and raise those questions together with the authorities but also with our neighboring countries?

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Magnus Jacobsson (KD)

Madam Speaker! Member Heie raises an important issue. Just when it concerns cabling and digital technology in individual cranes along the border of Sweden, Norway, and Finland, I must admit that I am not fully informed on this.

When it comes, however, to the more general question of how we have worked within the Nordic region regarding our border relations, one must be honest: We border residents – I live in Uddevalla myself – have actually always, regardless of government, experienced that it takes a bit long.

It became extra clear, Madam Speaker, during the covid pandemic. Then it was incredibly simple here in Stockholm to make decisions about closed borders and different regulations. It then had an incredible effect on trade and on the possibility of getting to work. Many worked in healthcare, in preschools, and so on. When it comes to the more general problem that we do not always understand which decisions we take in relation to border relations, I fully share Member Heies' concern.

When it comes to the crane trucks specifically, I shall read your special statement with interest once more and promise to also reflect on that question.

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Kadir Kasirga (S)

Madam Speaker! Today we are debating the Committee on Transport's report on professional transport and taxis – two important issues. We Social Democrats stand by all our reservations, but for the sake of time, I move for the approval of reservations 1, 9 and 10.

Madam Speaker! We have now passed the halfway point of the parliamentary term, and next year Sweden goes to an election. It is therefore not unreasonable to begin evaluating what the government has actually delivered. In the area of professional transport and taxi, it is clear that the problems are accumulating, but unfortunately, the solutions are missing.

At the same time, I want to take this opportunity to highlight and praise all the professional drivers and serious trucking and taxi companies that keep Sweden rolling every day – on our roads, in our cities, and in the countryside. They ensure that we receive our deliveries, that the transport service functions, that children get to school, and that medical journeys are carried out. Despite a tough reality with unfair competition, unscrupulous actors, and insufficient controls, they fight to do the right thing. They follow laws, pay taxes, and provide their employees with fair conditions. It is for them that we conduct our politics, and it is their voices that we Social Democrats carry into the chamber today.

Madam Speaker! Sweden's roads are a workplace for thousands of people every day. But in many places, we see that the working conditions are far from fair. Unprofessional trucking companies and unprofessional taxi companies compete with dumped prices, low wages, and substandard working environments. This is not only a threat to individual drivers, but this also threatens the entire industry's future.

We Social Democrats stand behind the European mobility package. We have fought for it and ensured that it has been implemented in Sweden. The package strengthens the rules to stop unfair competition. But it is not enough. Therefore, we want a professional transport inspection to be established to coordinate controls and ensure that the rules are actually followed. That this still has not become a reality, we Social Democrats believe, is a betrayal of both drivers and serious companies. And this is also important for the trucking industry.

Madam Speaker! We still see serious problems in the taxi industry. App services have exacerbated an already distorted competition. Fraud involving taxi driver licenses occurs. Working conditions are being dumped. The drivers pay the price with insecurity, stress, unreasonably long work shifts, and slave-like conditions. We also know that transport services, school transport, and medical transport are vital functions in society. Safety is eroded when the drivers are pressured and the companies are not properly audited, and that is not worthy of a welfare society like Sweden.

Therefore, we propose once again that a comprehensive review of the taxi industry should be carried out. It is remarkable that the government, despite all criticism from the industry, trade unions, and users, still refuses to act. What is the government's answer to the taxi crisis? Yes, to lower the age limit for taxi drivers. That is to start at the wrong end. One should have started by cleaning up the taxi industry so that the serious actors remained.

Madam Speaker! We also see major deficiencies in public procurement. Companies with substandard conditions win assignments funded with the help of our tax money, and it affects both drivers and passengers. There must be sharper requirements in procurements, for example, requirements for collective agreements and clearer control of the entire supply chain.

We Social Democrats believe that taxi policy must be developed, not left to its own fate. We need safety and fairness in the entire industry. It is about trust and about people's opportunities to get to healthcare, school, and work.

Madam Speaker! Ordinary people should be able to rely on the fact that the transports work and that those who carry them out have secure jobs and fair conditions.

(Applause)

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Thomas Morell (SD)

Madam Speaker! I thank Kadir Kasirga for the speech. I know that he is passionate about law and order within the taxi industry, and we have had many discussions on the matter.

Kadir Kasirga began his speech by saying that it is time to evaluate the Tidöregeringen, and that is absolutely good. But then one must ask what the previous government did during two terms. I had over a hundred debates with the former infrastructure minister Tomas Eneroth, Morgan Johansson, Anders Ygeman and another couple of members. The debates were about the problem with the crime that surrounds both the taxi industry and professional transport. The serious companies have a huge problem with criminals surrounding the operations. The criminals use the road network for their livelihood and for their logistics transports.

But nothing has happened. The prerequisite for doing something is that a control activity is established that can be out on the roads, stop the vehicles, inspect the transports, and check if the drivers have the correct qualifications, permits, and so on. I raised all of this in over a hundred debates, and absolutely nothing happened. I think it is very good that the Social Democrats have started to react and realize what must be done. But I also ask myself: Why do you insist on going halfway and only proposing a professional transport inspection?

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Kadir Kasirga (S)

Madam Speaker! I thank Member Thomas Morell for the question and his reflection.

I have many times in the debate and in other forums heard Thomas Morell rave about order and tidiness. During the last parliamentary term, Thomas Morell stood here and raved about order and tidiness and decent conditions.

Now that Thomas Morell and the Sverigedemokraterna finally have influence in the government, we see nothing. It is to act passively. It is many words, but nothing in action. When we present committee initiatives after committee initiatives to bring order and clarity, Thomas Morell chooses to act together with the government.

It is not enough to stand here in the chamber and in theory say that we are talking about important issues and that this and that has been done. The Social Democrats laid the foundation, and you were supposed to build upon it. But when you finally have gained access to the toolbox, you have laid down the tools. You have also not accepted the outstretched hand.

A professional transport inspection is a very important issue for the trucking industry. The industry has visited us in the committee, and we have seen the request for a professional transport inspection in their presentation slides. The Sweden Democrats should consider acting together with the Social Democrats and introducing a professional transport inspection.

(Applause)

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Thomas Morell (SD)

Madam Speaker! We have discussed this with the Transport Inspectorate several times. The reason we say no to that specific proposal is that it only goes halfway.

I myself have stood out on the road and performed inspections for twelve years. I know how extensive the legislation is, and I know what requirements are placed on the person who is to perform the inspections out there. In all parts and whatever one undertakes there, one must have the legislation behind them. When one finally discovers errors and deficiencies, one must have support in the legislation to be able to prosecute the individual who has made a mistake. The inspection officer standing out there must have the entire toolbox in hand and have support in the legislation for all measures and steps one chooses to take.

The proposal you have submitted does not go far enough, Kadir Kasirga. That is why we have said no to it. I welcome you to raise the requirements in your proposal, so that the legislation can go all the way. If one gets a professional traffic inspection, the risk is that the reasoning becomes: "Now we have received a control activity. That is good. Now we move on." Then we do not reach the goal of reaching those who commit crimes.

You are welcome to sit down and discuss with us to see how the legislation is structured. We can then take the discussion from there.

I am currently having this discussion with the Minister for Justice. I sincerely hope that in the near future we will be able to present a proposal based on what I have authored and submitted to the department.

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

Kadir Kasirga (S)

Madam Speaker! Now we have passed half of the parliamentary term. Next year we actually enter the election campaign. In fact, it is an election campaign every day for us Social Democrats. We must in some way put a stop to this government's passivity in these important issues.

I welcome Thomas Morell's initiative and efforts, but I hope that it does not just become coffee breaks in the departments and that Thomas Morell and Sverigedemokraterna are not bypassed in these issues. At least, that is how I experience it.

During the previous parliamentary term, the Sweden Democrats stood here in the chamber and promised a lot of things. What do we see? The result is mass unemployment, sky-high food prices, and disorder in the taxi industry. It is a crisis and chaos. It is time to put a stop to it.

But I welcome this and wish you good luck with your efforts at the department, Thomas Morell. I just hope that you do not get outmaneuvered.

(Applause)

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

Magnus Jacobsson (KD)

Madam Speaker! It is correct that we are today discussing professional transport and taxis and that a large part of, more than half of, the parliamentary term has passed.

When it comes to this area, we talk a lot about laws, rules, regulations, and control. But if one is to have a well-functioning professional transport system, it is impossible to avoid the fact that the basic system itself must function, Madam Speaker. With the previous government, not much happened in that area, but above all, we got an infrastructure that had potholes.

I would still like a small answer to the question I asked in my speech. If one now thinks that commercial traffic and infrastructure are important, why is 45 billion less spent on the very foundation for commercial traffic, namely the infrastructure and in this case the roads?

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

Kadir Kasirga (S)

Madam Speaker! Thank you for the question, Member Magnus Jacobsson! It is absolutely relevant.

We must look at it a bit more broadly. When we meet the farming industry, also in the committee, and listen to them, they often talk about how important the railway and the railway's capacity are and about the challenges they face.

The government's proposal for the infrastructure plan and the distribution of the money was surprising. The trains do not run on time, and there is no capacity on the railway. But it is being under-prioritized.

Politics is, of course, about prioritizing. The short answer to Magnus Jacobsson is that for us, all modes of transport are important. They should complement each other. But the railway is very important, even for the agricultural industry and their freight transport, if we are to talk about mobility. It is, therefore, about economic priorities.

(Applause)

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

Magnus Jacobsson (KD)

Madam Speaker! I have immense respect for Kadir's reasoning. There is only one small catch. 80 percent of all freight transport takes place by road, and approximately 90 percent of all transport of people also takes place by road. The government currently in power has also allocated as much money as the Transport Administration itself says they are able to use. It simply does not add up. But I will let that part go, Madam Speaker.

As I said in my speech, I am pleased that we finally have a government that is prepared to look at a new fuel and vehicle taxation system. During the previous parliamentary term, I debated on several occasions with the then Minister for Infrastructure but never actually received an answer as to whether the Social Democrats were prepared to tackle the problems that exist.

A distance-based taxation system would have major environmental effects. It could also resolve the conflict regarding international companies competing with our industry, furthermore without paying their share. Eneroth said in a private conversation that an assessment was that it concerns 3 billion that will not enter the Swedish treasury.

I am, as I said, extremely happy. There was, in fact, quite a lot of resistance to that discussion during the previous parliamentary term. Every time a new change to a system is to be made, there are always those who feel anxious; will it become more expensive for me specifically? But the point with a new system is that one abolishes the old one and introduces a new one.

My concrete question is: Has the Social Democrats sat down and thought a bit more about the idea of a new fuel and vehicle taxation? It would have a more distance-based perspective, achieve such an environmental effect that one can target environmentally unfriendly vehicles and favor the environmentally friendly ones, and ensure that we get a fairer industry.

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

Kadir Kasirga (S)

Madam Speaker! I hear from Member Magnus Jacobsson that the tax model he is speaking about is about being able to reach the foreign farming companies that come here and do not do the right thing when they use our roads. I absolutely welcome that. It is also important for us Social Democrats that those who use our roads shall pay for the wear and tear they cause on them. It is important.

But which model should be implemented and applied and receive our support, we will have to return to, Member Magnus Jacobsson.

(Applause)

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

Helena Gellerman (L)

Madam Speaker! We are now debating the Committee on Transport's report on Professional Transport and Taxi.

Sweden is a country with many international companies and large exports. We are therefore very dependent on a well-functioning transport market. This applies in particular to our road transport. The trucking industry is of great importance for Swedish companies' freight handling and competitiveness, and it simultaneously ensures that shops and grocery stores receive daily deliveries. Professional transport also provides many job opportunities in Sweden. The Liberals have high ambitions when it comes to achieving a shift of freight to rail and maritime transport, but with the current need for freight transport, the trucking industry will for a long time to come account for the majority of freight transport in Sweden.

The Liberals want to see a healthy trucking industry in Sweden and therefore safeguard fair competition conditions and, above all, that the regulations are complied with. Freight transport is cross-border, and there is fierce competition within the transport industry. Therefore, the EU's directives and regulations through the mobility packages are important so that we can have a regulatory framework that also applies to foreign companies and supports serious trucking companies.

For example, there are requirements for smart tachographs version 2 in all heavy trucks from August 21 this year and in light trucks from July 1 next year. This means, among other things, that it should be possible to see when a truck has crossed a national border and thus have better opportunities to monitor its routes. We really must strengthen the work against foreign and Swedish trucking companies that conduct illegal activities. Regulations without follow-up mean that many simply ignore the rules.

Now that the police have been given increased powers, it must be balanced with enough traffic police who can perform extended controls of heavy traffic. Otherwise, cheating with cabotage, driving and rest times, and drunk driving risks increasing. We also need to check the vehicles to ensure they are roadworthy and contain the correct equipment. In addition to the purely traffic-related requirements, trucks in Sweden are also used for criminal activities, such as the transport of narcotics and stolen goods in and out of the country. Therefore, it is pleasing that the issue of being able to scan trucks when they cross the national border is now being reviewed so that this can be seen directly, while simultaneously giving customs personnel greater powers.

In addition to more traffic police, who can increase the number of checks, the country's checkpoints and the need for technical equipment must be reviewed to facilitate the daily work of the traffic police. The report from the Inquiry on more efficient checks of commercial traffic on the road contains many good proposals to counter crime within the transport sector. Furthermore, the government received a report on February 14 this year providing proposals for a clearer division of labor between Trafikverket and Polismyndigheten for our checkpoints in order to streamline the setup and the checks of trucks on the roads.

Safe rest areas are also a prerequisite for increasing road safety on our roads. A driver must be able to rely on being able to rest according to the driving and rest times that apply without being subjected to theft. The rest areas should also not be able to be used as parking spaces over many days and thereby block the opportunities for other professional drivers to find space. Therefore, it is pleasing that the EU in April 2022 decided on new safety requirements for rest areas and that Trafikverket has received a mandate to successively review all our rest areas and make them safer.

Madam Speaker! The trucking industry needs other actors to participate in the transition to fossil-free transport. However, the margins are very small for the industry, and the price difference between an electric truck and a fossil-fueled counterpart is still significant.

The sales of new passenger cars have increased rapidly, and electric cars accounted for approximately one-third of the cars sold in 2024. The number of electric trucks, however, is increasing at a slower pace, and here a number of activities are being undertaken by the government to stimulate the transition.

The government has continued a premium for the purchase of electric trucks paired with a support for charging infrastructure. We also have a three-year support for light trucks. In addition to depot charging, the charging infrastructure along our roads and at rest areas needs to be expanded significantly at the same time. A very positive development is occurring now, as many companies that previously had fossil-free fuels are moving towards offering more and more charging points. Biogas is also interesting for the heavy trucks, and the network of biogas stations is being progressively expanded to meet the increasing demand.

The road network for longer and heavier trucks is increasing progressively. Today, 590 miles are open for longer trucks, which is very positive from a climate perspective. 48 percent of the state roads can handle 74-ton heavy trucks. As mentioned, it is important from a climate point of view but perhaps above all for competitive reasons; then you can carry more load per truck.

Liberalerna are pushing, together with the coalition partners, for increased maintenance and for the expansion of the road network for heavy traffic. Road maintenance has been sidelined for a long series of years, but now we will address the entire maintenance debt over twelve years through the government's bill on the new infrastructure plan. This is important both for industrial transport and for military mobility.

The driver shortage is, however, a major problem for the industry. This applies to both truck transport as well as buses and taxis. A basic prerequisite is that more people take the standard B-license for passenger cars, as it is a gateway to a truck license. Unfortunately, we see problems with the fact that fewer and fewer are ready and pass the driving test on the first attempt. The encouraging thing is that we have an upward trend in the number of licenses among the young.

The light trucks and transport buses become heavier when they are equipped for battery operation. This has further exacerbated the problem with the driver shortage, as one with a standard B-license can at most drive a truck weighing 3,500 kilos. The government has pushed in the EU so that one with a standard B-license shall be able to drive an electric-powered light truck that can weigh up to 4,250 kilos. Last week, the commission presented a final proposal on the new driving license directive which allows the new maximum weight, which is very pleasing.

In the same directive, the age for obtaining a bus driving license is also lowered to 21 years. This is welcomed by the bus industry, which thereby gains further opportunities to access more bus drivers.

The taxi industry has been discussed in a number of posts before mine, and it is being hit very hard by the competition from the illegal market. Compliance must increase, and Transportstyrelsen has therefore received more resources for supervision. A stronger cooperation has also been developed with a long line of authorities in order to be able to identify the companies that do not follow the rules. This is necessary for us to be able to have a healthy taxi industry with a good working environment in the future.

With those words, I move for approval of the committee's proposal for a decision and rejection of all motions.

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

Ulrika Heie (C)

Madam Speaker! I thank Member Gellerman for the speech and would like to ask a question. I have asked a similar question in a previous exchange of remarks. The Member mentioned the transition to färdskrivare 2.0 and that the requirement begins to apply in August after all transitional rules. I also know that the Member is strongly engaged in Nordic issues. In that case, the border obstacle issues become very important to take up.

I share the member's view that it is obviously extremely important that we create smooth systems for long international transports. I previously mentioned the issue of border obstacles when a company on one side of the border receives an assignment in the neighboring municipality on the other side of the border. This can apply between Sweden and Finland or between Sweden and Norway.

It will be a fairly large investment. One already has functioning tachographs today. It is nothing that one actually cheats with. The Transport Agency says that on average it costs 20,000 kronor to replace. If one has a slightly older truck, there may be costs for additional cabling and it could cost up to 50,000 kronor, plus costs for having the truck standing still at the workshop while one does the different parts.

I want to ask the member: In what way does the member think that the border barrier issues, which also affect the sector, should be highlighted? One is keen to solve a problem. But one has not taken into account, not least, the situation of the small farmers along the borders. What can be done? What does the member intend to highlight in various Nordic contexts to rectify this?

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

Helena Gellerman (L)

Madam Speaker! Thank you for the important question!

I have just become a regular member of the Nordic Council, and thus I can pursue these issues. There are different committees. These issues are pursued in the border barrier council and in the committee for growth and development, and I do not sit there. Nevertheless, it is a very important issue. It is the very core of the Nordic Council that we must remove border barriers.

When it comes to transport, there are a number of different issues. This is not least about obtaining transport that runs in corridors across borders, as the member took up. We have interconnected corridors in the Nordic region, for example from Norway across Sweden to Finland.

I am very positive about us having a transport minister council. It has not become a reality yet. There is such a large amount of issues relating to transport specifically, so I believe that a transport minister council is needed.

To get to the specific question, I will take it up myself and speak with the members who sit on the border obstacle council. It is often they who raise these questions. I will also take it up in other contexts.

It became very clear, not least during the pandemic, that all the companies that exist and operate right in the border areas are very hindered by a long series of legislations. This applies especially when one is to cross the borders. I will return to that.

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

Ulrika Heie (C)

Madam Speaker! I truly appreciate Member Gellerman's position on the issue. One could say: Is it that much? For each individual company, it is a fairly large part if it were to cost up to 50,000 kronor plus costs for stationary vehicles.

We also need to have an eye for the smaller companies' opportunities to be able to operate in border areas. I mentioned the border between Sweden and Finland and also the entire long border between Sweden and Norway.

The member also mentions the closures of the border that have occurred in the recent past and how it has made it difficult for people to be able to conduct a sensible business in their companies. I would like to thank the member for the attitude of taking the issue further to those who specifically work with it.

Here is also the Svinesund Committee. It is also a cooperation body that works with cross-border issues. There are several such committees along the entire border.

It is important, just as the member is pointing out, that it becomes part of the unified Nordic small business policy so that it also becomes possible to be a small business owner in border areas.

It is a matter of us not imposing different surcharges on them that make it difficult. This is just a single example. There are many examples of when different forms of regulatory changes are made where the administration increases for small businesses.

I hope that the member also takes with them those parts, to constantly do everything in one's power to reduce the regulatory burden, not least for the small companies.

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

Helena Gellerman (L)

Madam Speaker! It is extremely important with the development at the border in order to be able to have a seamless exchange across the borders. This has been emphasized, not least now, in light of the developments in our global environment.

We need to be able to cross the border and be able to have common rules. Now most are in the EU, so this perhaps applies primarily to Norway. There, perhaps one has more parts that are more problematic.

At the same time, there is a great deal to do. This applies in particular to tax legislation. There are very many rules where each country has its own legislation. It is difficult to find a common basis for that.

It is an area that is highlighted in the Nordic Council in the border barriers council as something that one wants to be addressed. But it also concerns more technical issues. It is a matter of looking at the reality that the small companies live in. What are the things that can cause difficulties?

There is EU legislation, and at the same time, one needs to equip their truck with the tachograph. Therefore, it may be difficult to find specific rules in just that issue. There are many small companies all around our country that do not drive across the border which also need to equip their truck.

I take the questions with me, and I am happy to receive more input.

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

Thomas Morell (SD)

Mr. Speaker! Today we are discussing public transport and taxis. We in the Sweden Democrats stand by all our reservations, but I move for approval of reservation 4.

Mr. Speaker! For professional drivers, it is important that they can take their breaks and rest periods at safe rest areas. Unfortunately, the supply of rest areas along the country's roads is too small, and they are furthermore decreasing in number.

The limit of maximum 24 hours of use of rest and parking areas is rarely respected. It has become a problem for professional drivers who must take their breaks and their daily rest. It is about the possibility for drivers to take their statutory break or daily rest within the prescribed time, as they otherwise risk fines.

It is a matter of them having to take their break or daily rest within a 24-hour period, and otherwise they may be fined. What is worse: the employer also risks high sanction fees. It is a result of the driver being unable to stop and take their break.

With today's situation, it becomes almost impossible for drivers and employers to comply with the requirements of the legislation when the supply of rest areas is so limited.

It gets even worse when roadside rest areas remove parking space for heavy vehicles and instead place charging stations on that space. It further reduces the opportunities for professional drivers to be able to take their breaks.

Trafikverket must therefore urgently invest in additional rest areas along the major roads. The rest areas shall be the place where every vehicle driver can take their rest and rest in a safe manner.

Mr. Speaker! In recent years, the conditions for the serious farming industry have been debated extensively, not least here in the chamber today. The common man has also raised their eyes to the problem. More and more people understand the connection between illegal freight transport and other criminal activities.

It has been noted in the media that stolen goods equivalent to approximately 2 billion kronor are being smuggled out of the country annually, and in that case, we are speaking only about the goods that are insured.

The road is the criminals' most important tool, and it is certainly time to limit the criminals' activities. We Sverigedemokrater have for many years put forward the need for a well-functioning control operation on the road. Now we have a good dialogue with the government regarding both the need and the possibility of developing controls on the road. An effective control is important to protect serious business but also to make it more difficult for criminal networks to acquire economic resources. We know that the money they earn from illegal traffic is then invested in other criminal activities.

Mr. Speaker! I can note with pleasure that more and more parties here in the Riksdag are starting to speak about a more effective control of professional traffic. That is good! More and more of us want to protect serious entrepreneurship within the transport industry and thereby secure the jobs that exist at the serious companies.

Combating illegal traffic also means severely curtailing the criminals' ability to use the logistics system for their internal transport of smuggled goods and stolen goods. With effective controls, one literally throws grit into the machinery of the criminal networks.

Mr. Speaker! The Sweden Democrats want to upgrade the road checks and ensure that well-educated officials inspect professional traffic. We want to place the inspection activities in a special unit directly subordinate to the Police Authority. The unit shall have its own management and its own budget. It shall not be linked to regular police operations but have its own given mission: to perform checks on the road. Transportstyrelsen's company inspections shall also be relocated to the unit. Naturally, the legislation shall also be modernized and the penalties tightened. Discussions are now being held with the government regarding a more effective inspection activity.

Mr. Speaker! An important part of the transport sector is our taxi companies. They live in a situation where the competition from illegal taxis is fierce. The serious taxi companies are in need of support from society, that is to say, controls.

It is indeed time for a change. In several newspaper reports recently, we have been able to read about the widespread cheating – a cheating that literally knocks the legs out from under serious entrepreneurship within the taxi industry. We cannot stand by silently while serious entrepreneurs are knocked out of the market, with the result that drivers are left without work and the state loses out on tax revenues.

The state has an obligation to combat crime and protect its citizens. That obligation must also apply to companies and drivers within professional transport. Combating road-based crime is important from several perspectives. It is obviously important to protect serious business, but it is also important in the fight to combat criminal networks. Increasing road controls is a pure investment for society.

Mr. Speaker! With an effective control activity underway with well-educated officials, Sweden can once again offer the serious transport industry fair conditions. We can also thereby limit the criminal networks' opportunity to use our infrastructure for criminal activities.

Mr. Speaker! Today the sun shines over Stockholm; we see that when we look out through the doors of the chamber. We are heading towards our spring and summer. But winter is not over yet, and we can certainly expect some setbacks.

We can state that the maintenance of our winter roads has been catastrophically poor, with accidents and major disruptions resulting from this. The situation is unacceptable, and many of us have pointed out to Trafikverket that they are failing in the most fundamental part of their mandate, namely to keep our roads passable.

Of course the weather can sometimes be overwhelming, but it can hardly be snow chaos across the entire country at the same time. The incident on E22 came as a gift from above, as even the media understood how bad the situation is with the maintenance of our winter roads.

Our roads are a workplace for very many professional drivers, and they should not have to risk their lives due to poor maintenance of our roads. The roads are also an important part of the supply chain for our industry. Traffic stops automatically mean stops in important production. Professional traffic is an important cog in society's machinery. That is something to keep in mind!

(Applause)

In this speech, Rashid Farivar and Patrik Jönsson (both SD) agreed.

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

Kadir Kasirga (S)

Mr. Speaker! Thanks to Thomas Morell for the speech, which touched on important issues!

We have now debated professional transport and taxi issues, and I want to dwell on the taxi industry's current situation and prevailing conditions. As Member of Parliament Thomas Morell mentioned, it is not so good; the taxi industry is not doing well. The industry demands that politics, and especially the government, act on the issue here and now.

We have previously touched upon the fact that since the deregulation of the taxi industry in the 90s, no review has been conducted of the deregulated taxi market. The newspaper Expressen has reported on what is happening and about the slave-like conditions. There are also fake taxi licenses, and we do not know who is driving. I have met a group of taxi drivers who tell horrific stories about the situation they find themselves in.

The Sweden Democrats have previously said in this chamber that they will fight fraud in the transport sector. But when we submit proposals in the committee regarding committee initiatives, the Sweden Democrats act together with the Tidö government's parties and vote down our proposals, which are also requested by the taxi industry. Are these just words I hear from Thomas Morell? When will you move to action on the issue?

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

Thomas Morell (SD)

Mr. Speaker! Thank you, Kadir Kasirga, for the question!

Let us stick to the taxi industry. The legislation has not been updated for many, many years. We have, for example, the old rest time book – the one called the storybook. It is still an important part in the reporting of the drivers' work, or rather, rest.

There are many parts of the legislation that lag behind from a time that is no longer relevant. We have left that era. It is a concern, which we Sverigedemokrater have pointed out a number of times. The legislation must be updated so that it keeps pace with the society we live in.

But if we are to achieve any effect from the legislation that is being updated, we must simultaneously build up the control activities. One must be able to stop a vehicle and investigate what kind of vehicle it is. Does it have a permit? Who is behind the wheel? Does the driver meet the requirements that are set? Does he or she have the correct authorization? Has the driver had their rest? Does the driver manage the taximeter, and so on?

Then one must have well-educated staff who have legislation behind them so that one can prosecute the person who commits a crime. The system is limping all the way, something that I have pointed out all the time since I entered the Riksdag in 2018. The legislation must be updated, but we must also have a control activity that works.

With all respect for the proposal that you have submitted from the Social Democrats regarding a professional traffic inspection – it is not enough. One does not have enough power in such an operation. You must understand the legislation, how it is designed, and what support the inspection personnel have to be able to prosecute. That is where your proposal falls short, and I truly hope that you sharpen it and come up with something better.

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

Kadir Kasirga (S)

Mr. Speaker! I hear from Member Thomas Morell what should be done in the matter. I can agree with what he says; this with the legislation and so on must be done.

Then my reflection is: Thomas Morell is Sverigedemokraterna, and Sverigedemokraterna constitute the largest base in the Tidöregeringen. They have an enormous influence over the government when it comes to budget issues and also these issues.

Based on what the member has told now, I therefore wonder what the Sweden Democrats have put forward as concrete demands regarding these issues. When, for example, will the changes in the legislation that the member tells about and considers should be made? I have not seen any bill in our committee.

Mr. Speaker! At four o'clock today there is a vote, and we have a proposal regarding a professional traffic inspection. We are doing at least something: We are coming forward with a proposal for a professional traffic inspection that can carry out these effective controls.

But at the vote at four o'clock, the Sweden Democrats will vote no to effective controls. Member Thomas Morell speaks honestly about what should be done in the matter. But I miss the concrete demands on the government from the Sweden Democrats. When will they come?

(Applause)

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

Thomas Morell (SD)

Mr. Speaker! Thank you for the question, member!

The proposal has already been signed and submitted to the department. It therefore already exists.

We will vote no; it is absolutely certain. If we are to address the problems in the professional traffic and the problems that the taxi industry faces, we must, in fact, both sharpen and modernize the legislation and deploy control officers on the road who have the full toolbox to do something about the problems.

Then it must not be the case that they do not have full competence. Under no circumstances may it happen that they cannot do the job fully, because then we stand in the same situation as today. Even if we tighten the legislation, there will be no effect if those who are to perform the control do not have full competence.

You must understand this. You must read up on what the legislation requires for me to even be able to go out and stop a vehicle and perform a check. Above all, I must be able to proceed and prosecute when I discover a violation.

That must not fail, and therefore you must improve your proposal.

I can say plainly that the proposal you have submitted is not sharp enough. I could never stand behind it for that reason, even though the level of ambition is there.

Sit down and read the legislation, and then come back with an updated proposal! That is a piece of advice I can give you. In the meantime, I will continue working with the Minister for Justice.

(Applause)

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

Malin Östh (V)

Mr. Speaker! Today we are debating professional transport and taxis, which is a broad area with several important parts. Just like many others before me, I would however like to use my time in the speaker's chair today to talk about the taxi industry, because there is much to say and also much that needs to be done.

Taxi is an important and flexible part of the transport system. Taxi fulfills several different needs and is used for medical transport, travel services, school transport, and also demand-responsive public transport. It is important that the taxi industry functions throughout the country and also has the conditions to function well. Ensuring that those conditions are in place is the task and responsibility of politics.

From the taxi industry, expectations of politics are great and the message is very clear. This winter, Svenska Taxiförbundet issued a clear appeal to responsible politicians at the national level and said: "Act now – before it is too late!" The same clear message has also come from the parties in the labor market. Transportarbetarförbundet describes a crashed taxi industry, and Transportföretagen says that the taxi industry shows all the signs of becoming a serious social problem.

This is a worrying and unified message from an industry in crisis, describing a taxi market that is not functioning.

Mr. Speaker! For the Swedish taxi industry, there is a clear before and a clear after – a before and an after 1990, when, in a short period of time and on a whim, the Swedish taxi industry was deregulated. At that point, the transition was made from having a strict regulation of the industry to a very extensive deregulation.

Just one year later, in 1991, we from Vänsterpartiet submitted a motion where we highlighted that measures were quickly needed to address the negative consequences of the deregulation. We then pointed to worsened working conditions, usurious prices, over-establishment in some places and under-establishment in others, as well as the problem that serious actors risked being competed out.

Today, almost 35 years later, it is largely the same problems that are still waiting for a solution.

But, Mr. Speaker, there is also another before and after for the taxi industry, and that is what has happened after the platform companies' establishment on the Swedish labor market.

When we debated taxi here in the chamber last time, in October last year, we from Vänsterpartiet raised several examples of the inhuman conditions that have emerged within the gig economy and which have had a major impact on the taxi industry.

This winter, an article series was then published in Expressen about the conditions for taxi drivers who work for platform companies. The article series truly confirmed that picture. The newspaper met drivers who work 200 hours a month and for this receive a salary of 8,000 kronor before tax, which corresponds to an hourly wage of 40 kronor.

After that series of articles, several other investigations on the same theme have emerged. Norrköpings Tidningar highlighted just a few weeks ago another vulnerable group within the gig economy, namely those who work as food couriers for Wolt. The newspaper met people who, after all costs are deducted, are left with a wage of 17 kronor per hour – 17 kronor per hour in Sweden in 2025! It is a disgrace that we allow this to continue.

There are more aspects to this. It also leads to an unhealthy competition situation, where the platform companies dump terms and prices for an entire industry. Long and many working days are also a risk from a traffic safety perspective.

Mr. Speaker! It is obvious that it cannot continue like this. Measures are needed immediately.

Therefore, we from Vänsterpartiet, just as the Socialdemokratern have also done, submitted a committee initiative to the Committee on Transport in February. There, we proposed that the ongoing investigation that the government has appointed after the EU adopted the platform directive should be given a clarified mandate to address the definition of an employee in relation to the platform companies. We also submitted proposals to address price dumping and overpricing, problems that we know are significant in the taxi industry.

Professional transport and taxi

This could have been a step on the way to reversing the development, but our proposals were rejected without discussion and without preparation.

If the government parties do not want to listen to Vänsterpartiet, perhaps they feel more comfortable listening to Expressen's editorial board. They describe the gig economy as our time's shadow society and urge the government to do everything they can to curb the shadow industry that has emerged. One can also listen to the taxi industry and take in their message when they say: Act now – before it is too late!

We have waited for nearly 35 years for the problems in the taxi industry to receive a solution. We do not need to wait another 35 years.

I vote in favor of reservation 9.

(Applause)

The deliberation was hereby concluded.

(Decisions were made under § 17.)

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