Weeks before a government inquiry is due to report, Sweden is debating greater state control, improved transport integration and the possible closure of some regional airports.
Sweden’s airport network could be approaching a significant restructuring. In a joint opinion piece published by Dagens Industri, Peter Norman and KTH professor Göran Cars call for greater state control of the country’s airports. They also argue that the future of some regional airports should be reconsidered.
The timing is significant. Government-appointed investigator Anders Flanking is due to present proposals on the state’s future role as an airport owner and operator by 30 September 2026. His remit also includes the future function of Stockholm Bromma Airport.
No decisions have been made to close individual airports. However, the current debate indicates which issues could shape the forthcoming review of Sweden’s aviation system.
Sweden currently has ten state-owned airports, 31 regional or municipal airports and two privately owned airports. According to Norman and Cars, Stockholm Arlanda is the only airport in the network that consistently operates at a profit.
The authors propose treating the airports as parts of one national system. The state could take over regional or municipal airports considered strategically important or introduce new cooperation models that would allow for more central coordination.
They also suggest examining whether some airports should close. Where two nearby airports are both operating at a loss, they may be competing for the same limited passenger base. Concentrating traffic at one airport could, in their view, support more routes, attract more passengers and improve its financial prospects.
Norman and Cars use Malmö Airport, also known as Sturup, as an example. For many travellers in the Malmö region, Copenhagen Airport offers a more convenient option because of its location, wider route network and transport connections.
This example shows that Sweden’s airport structure cannot be considered in isolation. In southern Sweden, proximity to Denmark and cross-border transport links already influence how international visitors reach the region.
For tour operators, any future changes could affect not only available flights but also transfers, touring routes and programmes combining Sweden with neighbouring Nordic countries.
The authors also want airport planning to be more closely integrated with rail and road transport. They point to Copenhagen Airport as an example of an airport directly connected to both regional and long-distance rail services.
In comparison, they see room for improvement at Stockholm Arlanda. Their concerns include the cost of travelling to the airport by train and the current conditions surrounding its rail connections.
Norman had already addressed these issues in the Arlanda inquiry completed in 2025. Its recommendations included investment in road and rail infrastructure and changes to the conditions governing the Arlanda Express.
The latest proposal extends the discussion beyond strengthening Arlanda. It asks a broader question: what should Sweden’s future airport network look like?
The ongoing government inquiry covers Sweden’s core network of state-owned airports, the state’s role as owner and operator, and the implications of the sharp decline in scheduled traffic at Bromma Airport.
Norman and Cars do not name specific regional airports that should close, nor do they present a proposal for Bromma’s future. Their contribution should therefore be viewed as part of a wider political and transport policy debate rather than an announced change.
For the travel industry, the key development will be Anders Flanking’s recommendations at the end of September – and whether these lead to changes in regional routes, airport capacity or access to Swedish destinations.
More on Sweden's airports.
Header: © Swedavia