The future of Bromma Stockholm Airport hangs in the balance as major airline Bra announces its departure, leaving a significant void in the airport’s operations. Swedavia, the state-owned company managing the airport, views Bra’s exit as a pivotal moment, questioning the airport’s long-term viability and profitability. With reduced passenger traffic and the prospect of significant financial losses, Swedavia has expressed its concerns to the government, suggesting that continued operation of Bromma, at least within the framework of national basic services, is no longer commercially justifiable. The company has already initiated layoffs, reflecting the anticipated downturn in activity. The departure of Finnair further compounds the issue, leaving Västflyg, a regional airline connecting Stockholm to Trollhättan-Vänersborg, as the sole scheduled carrier operating from Bromma.
This shift in the aviation landscape prompts a broader discussion about the role and importance of Bromma Airport, especially concerning regional connectivity and accessibility. Västflyg’s CEO, Anna Petre, emphasizes the airport’s crucial role in facilitating business travel for companies in her region, highlighting the speed and convenience of accessing central Stockholm compared to the more distant Arlanda Airport. She also raises concerns about the potential impact on other regions, like Växjö and Kristianstad, which may lose their direct air links to Stockholm, and the increased travel times for passengers commuting between Visby and the capital. Petre questions the feasibility of alternative transportation options like trains and anticipates a shift towards private vehicles, echoing her own past experiences with unreliable train commutes.
The impending changes force Västflyg to adapt, requiring the airline to secure a new partner for handling baggage and check-in procedures and adjust its flight schedule to comply with Bromma’s potentially revised operating hours. Grafair, a company specializing in private and ambulance flights, emerges as a potential partner. Grafair’s CEO, Johan Emmoth, champions Bromma’s current operational efficiency, advocating for the airport’s continued existence and evening operating hours. He cautions against reducing Bromma’s operational capacity, arguing that Arlanda Airport lacks the infrastructure and capacity to absorb the displaced traffic, particularly concerning aircraft parking for extended durations.
Despite Swedavia’s pessimistic outlook, the Swedish government, backed by the Sweden Democrats, remains committed to keeping Bromma operational for the current parliamentary term, extending to September 2026. Infrastructure Minister Andreas Carlson emphasizes the airport’s significance beyond commercial airlines, highlighting its role in essential services like ambulance flights. He acknowledges the need to strengthen domestic air travel for both business and personal needs and assures that the government is analyzing strategies to achieve this goal. While the airport currently operates at a loss, with the anticipated increase in financial burden following Bra’s departure, the government’s position underscores a commitment to Bromma’s continued operation.
The Sweden Democrats echo the government’s stance, emphasizing Bromma’s importance, particularly for emergency preparedness, and the potential emergence of new operators in the future. Thomas Morell, Vice-Chairman of the Riksdag’s Traffic Committee, acknowledges the financial challenges but cautions against hasty decisions, pointing out the significant costs associated with restarting operations should the airport be closed. This highlights the complex balancing act between economic realities and the strategic value of maintaining a functional airport in close proximity to the capital. The future of Bromma Airport remains a subject of ongoing debate, with stakeholders weighing the economic viability against the airport’s vital role in regional connectivity, emergency services, and potential future opportunities.
Bromma Airport’s history adds another layer to the current debate. Opened in 1936, it served as Stockholm’s primary airport until the gradual shift of major airlines like SAS and Linjeflyg to Arlanda Airport in the 1960s and 1980s. A period of dormancy for scheduled flights followed, with the airport catering primarily to general and business aviation until the deregulation of Swedish air travel in 1992. This deregulation marked a revival for Bromma, with the return of domestic scheduled flights. A land-use agreement between the Swedish Civil Aviation Administration (LFV) and the City of Stockholm, valid until 2038, further complicates the decision-making process, highlighting the long-term implications of any decision regarding the airport’s future. The airport’s current predicament underscores the challenges faced by smaller airports in a rapidly evolving aviation industry, forcing a reassessment of their role and viability in the face of changing market dynamics and economic pressures.
