How To Plan For A More Sustainable Transport System In Norway

Transcription

1 The Proposed Norwegian National Transport Plan International meeting at Park Inn Hotel, Oslo Airport Gardermoen 13 April 2012 Content: English summary Charts of financial framework and priorities Maps AVINOR JERNBANEVERKET KYSTVERKET STATENS VEGVESEN

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3 Proposal for National Transport Plan mary Effective transport is a prerequisite for welfare and economic growth. The main goal of transport policy is to provide an effective, accessible, safe and environmentally friendly transport system that meets society s need for transport and promotes regional development. Population growth, combined with economic growth and increasing incomes, will result in a strong increase in the demand for transport. This gives rise to a number of challenges. The capacity of the transport system must be expanded. At the same time, the Government s climate goal must be met and the transport system must become more environmentally friendly. Although population growth in the largest urban regions represents a challenge, it also provides opportunities to develop denser urban centres and a transport system in which public transport, walking and cycling absorb the growth in local travel. This will help reduce the emissions of climate gases from transport. The transport authorities, including Avinor, propose a three-part policy: In the largest urban areas, the growth in local travel must be absorbed by public transport, walking and cycling. In the cities priority is therefore given to appropriate public solutions and measures to facilitate walking and cycling. The Government must provide financial frameworks for municipalities and counties to expand their public transport systems. Further government funding is required. At the same time, restrictions must be placed on the use of private cars. Examples include congestion charges and higher parking fees. Measures will be taken to promote regional growth, by creating more robust residential and employment areas. Development of the rail lines in the InterCity area and around the major cities and of the road networks in the regions are measures that can help promote regional growth and development. The transport system will be upgraded between cities and regional areas to reduce costs for industry and the inhabitants. This will help promote economic growth and regional development. A unified and rational national transport network with efficient hubs will help ensure that more long-distance cargo is transported by sea or rail, instead of by road. More effort must be put into operations and maintenance throughout the entire transport network, since the infrastructure must become more robust to withstand climate change and other challenges. Traffic volumes and demands for reliability are growing, and the installations to be operated and maintained are becoming increasingly technically complicated. The lack of sufficient maintenance over a prolonged period of time has resulted in an increasing need for renewal of the infrastructure. To obtain a more reliable and robust infrastructure, the standard of the infrastructure must be brought to a level where accessibility and safety are ensured and deterioration is minimised. This will help reduce costs for infrastructure owners, road users and operators alike. Today, far too many people are killed or severely injured in road traffic. Efforts to improve traffic safety and achieve Vision Zero in all forms of transport must be strengthened. The transport authorities propose an ambitious target for the road sector: in 2024, the number of fatalities should not exceed 100, and the total number of fatalities and severe injuries should not exceed

4 In the National Transport Plan (NTP ), the financial framework for transport sector measures was increased by NOK 100 billion from the level in the preceding plan. This increased level of activity presents great challenges to the construction and consultancy industries in terms of planning and implementation. The transport authorities cooperate with these industries to promote competence development and expand implementation capacity in order to achieve shorter planning periods and new contract strategies. Long-term, predictable funding is also required to ensure rational development of transport. With sufficient and predictable funding and more effective planning processes, the transport infrastructure can be developed to a good standard in the course of a 20-year period. NATIONAL STRATEGIES In order to reach transport policy goals, the transport authorities base their priorities in the National Transport Plan (NTP ) on national strategies in a number of fields. Traffic growth in the largest urban areas must be absorbed by environmentally friendly forms of transport In the large urban areas, the goal is for growth in local travel to take place within public transport, walking and cycling. In some areas, current levels of car use must be reduced to improve local air quality. In practice, urban residents must change their transport behaviour. There is a need for large investments and increased operating subsidies for public transport. The costs exceed what the county authorities and Oslo Municipality alone are able to cover with their current revenues. The Government should therefore increase allocations to enable the county authorities to develop a high-quality public transport system. Further funding is also required for operations. Each additional journey using public transport increases the need for government funding by at least NOK 10. The transport policies proposed will entail a substantial growth in the volume of public transport. The transport authorities propose that conditions are established for binding agreements between the government, the county authorities and the municipalities with regard to the development of and allocations for transport schemes in the urban areas. Measures to reduce transport costs and promote regional expansion and development To improve accessibility, reduce transport costs and promote regional development, the transport authorities propose to develop infrastructure between the regions and the cities, with a view to reducing bottlenecks that have an impact on regularity and punctuality for transport on land and sea, and to implementing measures that can improve air transport and other forms of public transport within as well as between the regions. Good international connections are also essential in this context. On the railways, the strategy to increase capacity for cargo transport is continued. The transport authorities propose an efficient and unified development of the InterCity rail lines with optimal progression. For sea transport, the fairways will be upgraded and measures implemented to improve the ports. For air transport, the capacity of the largest airports will be expanded, and the proposal outlines an airport structure that can provide a better availability of flights, including more direct flights to Oslo. Air transport is of key importance in enabling Norwegian enterprises with a global engagement to implement their business model and ensure further expansion. During the planning period, capacity needs will necessitate a decision on whether to construct a third runway at Oslo Airport Gardermoen and a second runway at Bergen Airport Flesland. In the road network, priority is given to continuous development and improvement of routes E6, E16, E18 and E39. To reduce bottlenecks for industry, priority is given to increasing the width of the narrowest roads (less 2

5 than 6 metres wide) that have no yellow centre line. To establish a unified national transport network, the plan proposes measures to strengthen national inter-modal hubs. Long-distance cargo should be transported by ship or rail wherever possible The transport authorities propose measures directly targeting the cargo volume that can be relocated from road to sea and rail transport. There is a need for efficient terminals with specially adapted areas for forwarding agents and service enterprises. The efforts to improve the infrastructure and increase punctuality in the railway network must continue, while the accessibility to important terminals is enhanced. Improvement of access lanes to selected seaports and ports designated in the national transport grid must be given priority. Taxes and fees on sea transport must be further reduced. The transport authorities propose a new incentive scheme to encourage cargo transport by sea and railway, and further efforts for competence development in the field of cargo transport. To channel more cargo transport to ships and railways, the cargo streams must be concentrated to reduce logistics-related costs. This involves a number of challenges and will require measures in fields that are outside the transport authorities area of responsibility. The transport authorities believe that a broad analysis of possibilities and measures is required to ensure more efficient cargo transport and better use of shipping and railways on long-distance transport routes. Large increases in funding for operations, maintenance and measures to counteract deterioration The infrastructure must be operated at a level that ensures good reliability, safety and accessibility in an environmentally friendly manner. Operation costs will increase in pace with increasing traffic volumes. In addition, costs are increasing because installations are becoming increasingly technically complicated, and because society sets high requirements to permanent availability and high quality of the infrastructure. Climate change increases the need for preparedness. For all the transport authorities with the exception of Avinor, insufficient maintenance over a prolonged period has resulted in deterioration and made the infrastructure more vulnerable. This applies also to the county road network. Maintenance must be kept at a level that prevents increased deterioration, roads must be renewed and measures taken to reduce deterioration. Climate change, with more frequent extreme weather episodes, further strengthens this need. Broad traffic safety efforts to reduce the number of fatalities by half Vision Zero for traffic safety envisions no accidents leading to fatalities or serious injury. In road transport, there has been a marked reduction in the number of serious accidents in recent years. Targeted efforts by all actors involved in traffic safety improvement are required in order to continue this development. The transport authorities propose to give priority to investment programmes to prevent head-on collisions, driving off the road and accidents involving pedestrians and cyclists. Measures targeting road users are mainly directed at high-risk groups, with a special focus on reducing driving speed, increasing the use of seatbelts and reducing the incidence of driving under the influence of intoxicants. In the other forms of transport it is essential to maintain and increase current high safety standards. In sea transport, many initiatives are underway to improve safety. In Avinor, air transport safety has high priority for investment policy and operations. In rail transport, measures will be implemented to prevent accidents involving fatalities and serious injuries. This includes technical as well as operational measures. Airport structure The background for the assessment of a future airport structure includes elements such as better roads and the phasing-out of the Dash 8-100/200 aircraft by Altogether 19 of 23 small airports have a limited technical, operative and market basis for the runway extensions intended for larger aircraft types. All proposals for new airports are financially unprofitable for Avinor and require extraordinary financing. Several new airports will be profitable from a socioeconomic perspective if 3

6 they can replace two or three smaller airports. In Lofoten and Helgeland, a new airport in combination with a reduction of the total number of airports is recommended. A study of the demand for air transport in the context of future oil and gas extraction is proposed for the western part of Finnmark county. In Western Norway, no changes are proposed for the time being. It is proposed to assess the future role of Fagernes Airport in consultation with local authorities. The study on airport structure is based on local airport initiatives and is mainly concerned with local airports. It is recommended that a renewed structural assessment be undertaken during preparations for the next NTP. Follow-up of the strategy for the High North To further the Government s strategy for the High North, the transport authorities give priority to increasing the capacity of the Ofoten and Nordland rail lines. The transport authorities will assist in the development of hubs, for example by improving road access to Tromsø port and possibly the provision of a new port in Kirkenes. The access lanes to the ports in Rana, Bodø and Tromsø will be upgraded. Parts of Euroroutes E6, E8, E10, national road no. 94 and Euroroute 105 will be upgraded. Changes are proposed in the airport structure in Helgeland and Lofoten. Transit traffic from neighbouring countries in the Arctic region is increasing and may require construction on the Norwegian side of the border. Enhanced implementation capacity To enhance the implementation capacity, more efficient and faster planning is required. A more efficient organisation for construction management should be developed, to include project and implementation strategies that can facilitate increased competition and efficient production. The transport authorities believe that a new planning regime for large governmental infrastructure projects should be considered. Project funding ought to be long-term and predictable. The expansion of road and rail networks should be undertaken on long and continuous stretches to ensure more rational construction as opposed to building many short unconnected sections with no overall timeframe. Predictable funding is a precondition for adequate implementation capacity. Reduced emissions of climate gases and a better environment To meet the established climate goals, each vehicle, ship and aircraft must reduce its emissions, the use of bio-fuels must be considerably increased and parts of the vehicle stock must be electrified. There is a need to reduce transport volumes and to change the distribution among the various modes of transport in the cities. The growth in local travel must be absorbed by public traffic, walking and cycling. In the cities, efforts must be devoted to public and non-motorised transport combined with restrictions on private car use. This will also help reduce local levels of air pollution and noise. The transport authorities will give priority to measures to preserve biological diversity and comply with the directive for water management. Operations will be better adapted to the environment. Universal design of complete travel chains To allow the population growth in the cities and their adjacent areas to be absorbed by environmentally friendly forms of transport such as public transport, walking and cycling, a transport system based on universal design principles will be required to make these forms of transport attractive and accessible to as many people as possible. The transport authorities give priority to universal design of complete travel chains. This will require coordination of a large number of actors. Measures in the main public transport grid, larger hubs and railway stations are given priority. In air transport, this priority is reflected in construction and upgrading of airport terminals. 4

7 More pedestrians and cyclists An increase in walking and cycling will reduce congestion and improve public health and the environment. In order to increase the number of pedestrians and cyclists, there is a need for more and better infrastructure with fewer obstructions for greater safety. This will require increased investments by the government as well as the county authorities. In the cities, programmes for pedestrians and cyclists must be included in binding agreements on coordinated package solutions that cut across the level of public administration. Collaboration between the national, county, and municipal authorities, schools, commerce and industry, tourism, sports associations and others must be established to develop a culture in which walking and cycling will be a natural choice of mode of transport for increasing numbers of people. Greater numbers of cyclists and pedestrians will oblige motorists to show more consideration, which in turn will improve safety and motivate even more to walk or cycle. New technology and ITS (Intelligent Transport Systems) ITS will play an increasingly prominent role in the transport system. ITS and the introduction of new technological solutions, allowing for a better exploitation of available infrastructure, will contribute significantly to reaching the goals for traffic flow, traffic safety, environmental impact and accessibility. The transport authorities will promote solutions that are open and straightforward. Reduced vulnerability and more adaptation to climate change Precipitation, temperature and wind have a strong impact on transport infrastructure and traffic management. Extreme weather, with strong winds, storm surges, heavy rains and temperature fluctuations, imposes increased demands on infrastructure. Large sections of the current transport network are not sufficiently resilient to withstand such increased strains. The infrastructure must be made more robust and emergency preparedness must be improved. Transport programmes for development of tourism The transport authorities give priority to better infrastructure and information, as well as simpler ticket purchases and toll road payment schemes, to provide favourable conditions for the tourism industry. Initiatives to enhance the tourist experience, for example along the National Tourist Routes and the Flåm and Rauma rail lines, will be sustained. Avinor will continue its comprehensive collaboration with the tourism industry. Intensified R&D To face future challenges, the transport sector remains entirely dependent on research and development. In a long-term perspective dominated by comprehensive needs for investment and maintenance, large gains can be obtained by making use of new knowledge and technology. The transport authorities have a sectoral responsibility for research in their respective areas, and contribute to a significant production of knowledge. There is a large potential for inter-agency cooperation. This will ensure that research is undertaken in fields that are of common interest to the agencies and to society as a whole, and allow for a more efficient use of research funds. The agencies have ample opportunities to embed parts of their research projects, pilot projects and demonstration projects in their operation, maintenance and construction activities. This will help ensure a safer and faster implementation of new knowledge and enhance innovative capability in the industry. Setting priorities within the given financial framework In light of the national goals and strategies presented above, the Norwegian National Rail Administration, the Norwegian Coastal Administration and the Norwegian Public Roads 5

8 Administration propose to prioritise the use of funds within the given financial framework in the following order: 1. Operation of infrastructure Operations must be specified at a level which is sufficient to ensure that the infrastructure functions in the best possible manner from a socioeconomic perspective. An optimal operational standard will provide a more robust and reliable infrastructure, good traffic flow, high safety and wide accessibility in an environmentally friendly manner. A socially optimal level indicates a higher operational standard than at present as a result of increased traffic volumes and higher levels of activity. The population, industry and transport enterprises also have increasing expectations with regard to the standard and accessibility of the infrastructure. In addition, climate change will increase the need for preparedness throughout the transport sector. Costs have also been rising because of the need to operate installations of an increasingly complicated technical nature and due to large cost hikes for new operational contracts in the market. The transport authorities proposal implies that the allocations for operations must be increased significantly for the Norwegian National Rail Administration, the Norwegian Coastal Administration and the Norwegian Public Roads Administration in relation to the National Transport Plan. 2. Maintenance of infrastructure Maintenance must be kept at a level that prevents deterioration of the infrastructure. In 2011, the level of maintenance in the road sector was at a level that according to technical estimates was assessed as equal to the needs. New estimates undertaken in connection with this NTP show, however, that the maintenance level in the road sector must be raised to prevent increasing deterioration. For the other modes of transport as well, maintenance must be intensified in relation to current levels. Maintenance costs are increasing because of greater traffic volumes, more complicated installations and higher demands to robustness and reliability. Climate change can be expected to result in increased maintenance costs already in the coming planning period. Deterioration of the infrastructure amplifies the effects of climate change and entails increased costs for operation as well as maintenance. 3. Renewal and measures to reduce deterioration The infrastructure must retain a standard that makes it possible to keep it operating at a sufficiently high level without excessive extra costs. In all forms of transport with the exception of aviation, priority is given to renewal and upgrading of infrastructure that has deteriorated considerably. The financial framework will decide the amount of time needed for this task. In addition to ensuring safety, the railways must prioritise renewal in order to reach the goals for the punctuality of rail traffic. Furthermore, the transport authorities will prioritise upgrading of drainage systems, road and rail foundations and breakwaters, which will help make the infrastructure more resilient to the consequences of climate change. Considerable efforts are also required to upgrade tunnels and bridges. 4. Planning To be able to implement the required investment projects it is essential to devote sufficient resources to planning. This will help optimise the use of the available funding and ensure the quality of the investments. The transport authorities are seeking to increase the pace and efficiency of the planning processes, which requires additional resources. 6

9 5. Programme area measures Within the designated programme areas, the authorities give highest priority to measures to enhance safety. On the railways, this includes removal of level crossings, construction of avalanche/landslide barriers and other safety-related measures. The Norwegian Public Roads Administration prioritises construction of roads with a central divider and measures to prevent serious incidents of driving off the road and accidents involving pedestrians and cyclists. Other priorities for the road sector include construction of lanes for public transport and facilities for cyclists and pedestrians, as well as universal design of bus/tram stops and traffic hubs. In addition, priority is given to widening the narrowest roads to allow for a yellow centre line. On the railways, emphasis is given to measures in hubs and stations, as well as capacity enhancement. As a contribution to an environmentally friendly development in the cities through coordinated urban package solutions, the transport authorities propose to devote NOK 13 billion of the programmearea funding in the road sector to environmentally friendly transport solutions in the urban areas if the financial framework is increased by 45 per cent. 6. Major investment projects As regards major projects, the implementation of established project commitments will be given first priority. These include projects that have been initiated or approved prior to the start of the planning period. After the completion of these projects, priority is given to investment projects that will benefit industrial cargo transport. New, large investment projects in addition to those described in the NTP can only be given priority within a larger financial planning framework. On the railways, the capacity for cargo transport is increased by up to 20 per cent in the base plan alternative, while the increase can reach per cent if the framework is increased by 45 per cent. This can be achieved by implementing measures to upgrade both railway lines and terminals. In addition to enhanced capacity for cargo transport by rail, priority is primarily given to the construction of double-track lines in the InterCity area in Eastern Norway, provided that the financial framework is increased by 45 per cent. On the national road network, priority is given to expansion and upgrading of the roads that are important for industry (E6, E18, E16 and E39) in order to reduce costs and improve safety. To facilitate cargo transport by ship and rail, priority is also given to upgrading of links to national roads from ports and rail terminals. EFFECTS OF THE PRIORITIES Seen as a whole, the net socioeconomic benefit is negative in the base plan alternative as well as if funding is increased by 45 per cent. For railway projects, the negative net benefit is NOK 18 billion or NOK 38 billion respectively, and for road projects NOK 13 billion or NOK 16 billion respectively. These estimates are fraught with great uncertainty. The large investments foreseen in the base plan alternative represent total savings of NOK 55 billion (net present value over a period of 25 years). If the framework is increased by 45 per cent, transport costs will be reduced by NOK 150 billion. Better reliability and punctuality are achieved in the transport system through improved operations and maintenance, measures to counteract deterioration and the construction of avalanche/landslide barriers. Expansion and upgrading of the infrastructure will result in shorter travel time and reduced costs. Travel time by rail from Oslo to Halden, Lillehammer and Trondheim will be reduced by approximately 30 minutes. The base plan alternative includes the construction of 150 km of new four-lane roads, increasing to 440 km if the framework is augmented by 45 per cent. The base plan alternative also includes the construction of 280 km of two/three-lane roads with a central divider, increasing to 470 km if the financial framework is augmented by 45 per cent. Pedestrians and cyclists 7

10 will have better accessibility through the provision of 280 km or 580 km of walking and cycling routes respectively. Upgrading of roads and railways will contribute to regional growth and development. To reach the ambitious goals for reductions in the number of traffic fatalities and serious injuries, a broad range of initiatives and instruments must be deployed by a large number of actors. Investments on national roads have been estimated to help reduce the number of fatalities and serious injuries by 47, increasing to 84 if the financial framework is augmented by 45 per cent. Expected traffic growth and new road projects will have a negative impact on the environment, while increased use of railways and environmentally friendly transport in the cities, as well as the transfer of cargo from roads to sea and rail, will have a positive effect. The climate goals for the transport sector will require powerful instruments to change the distribution of the modes of transport, promote low-emission technologies and reduce car traffic. LARGE-SCALE STRATEGIC PROGRAMMES In the consultation report from February 2011, the studies of the main networks for road and sea transport and the analysis of perspectives for the railways, the transport authorities have described what will be needed to bring the transport infrastructure up to a high standard in terms of safety, capacity, quality and environmental impact. With the aid of targeted and strategic efforts, much of the infrastructure can be upgraded to this level over a period of 20 years. The implementation will depend on long-term funding and effective planning and decision-making processes. In addition to upgrading of the infrastructure, a description of the need for resources devoted to public transport in the largest urban areas is provided. FRAMEWORK CONDITIONS AND PRIORITIES FOR AVINOR Avinor has a different type of affiliation with the Ministry than the other transport authorities. This enterprise is self-financing and is not included in the financial framework for the NTP. Priorities for funding of investments are determined by the enterprise in accordance with prevailing regulations and framework conditions. Following the investments associated with air transport safety in the entire airport network in recent years, the enterprise is now facing a period when priority must be given to capacity expansion at the largest airports. The challenges Avinor is facing are not as great as for the other transport authorities with regard to infrastructure maintenance and measures to counteract deterioration. Approximately one-fourth of the investment volume has been set aside for such measures in the planning period, which will ensure sustainable operations in accordance with prevailing norms and regulations in the current situation. Continued traffic growth is essential for Avinor s financial strength and for the implementation of its planned investments. However, financially the enterprise has limited room for manoeuvre within the current framework in respect of prioritising new airports or other measures. 8

11 Rail investments -20 per cent Basis +20 per cent Freight Total budget frame Operation Maintenance ERTMS Other renewal operation and maintenance Budget framework Investments not allocated by corridor New ground route Traffic routing etc Capacity with new material Safety and environement Stations and passanger hubs Capacity and freight Investments allocated by corridor per cent Person per cent ERTMS/ testing line Capacity in the Oslo area Follobanen Double track Sandbukta-Moss-Såstad Capacity and freight (passing) corridor Capacity and freight (passing) corridor Double track Sandnes-Stavanger Ganddal freight terminal Barkåker-Tønsberg Holm-Holmestrand-Nykirke Farriseidet-Porsgrunn New double track parcel Capacity and freight (Sørlandsbanen) corridor Ulriken tunnel (incl. Arna passing) Freight terminal Bergen Capacity and goods corridor Eidsvoll-Hamar (Langset-Kleverud) New double track parcel (Kleverud-Sørli) Alnabru container terminal (part 1) Freight terminal Trondheim New logistic centre Trondheim Capacity and freight (Dovrebanen) Capacity and freight (Gjøvikbanen) corridor Distance control Mosjøen-Bodø Hell-Værnes (new bridge/double track) Trønderbanen electrification Capacity and freight corridor Narvik station Rombak converter station Bjørnfjell passing Rombak passing Capacity and freight corridor

12 All figures in NOK 2012-kr Measures to improve fairways and shipping lanes - 20 per cent Basis + 20 per cent + 45 per cent Period: Kolonne1 Disposable framework Icebreaking Approach Oslo Olstokvær, Meløy, Nordland Approach Ålesund, Møre og Romsdal Approach Borg part II, Fredrikstad og Hvaler, Østfold Approach Bodø, Nordland Approach Tromsø, Troms Small fairways and marking measures, corridor Polarbase, Hammerfest, Finnmark Approach Bergen, Askøy, Hordaland Approach north Bergen,Askøy/Meland, Hordaland Inner harbour Ålesund, Møre og Romsdal Hjertøysundet, Molde, Møre og Romsdal Small fairways and marking measures, corridor Vaulane, Herøy, Møre og Romsdal Hummelråsa, Vikna, Nord-Trøndelag Risværflu, Nærøy, Nord-Trøndelag Ringholmen, Aure, Møre og Romsdal Approach north Ålesund, Møre og Romsdal Small fairways and marking measures, corridor Grøtøyleden, Steigen, Nordland Leirpollen, Tana, Finnmark Approach Grenland, Porsgrunn/Bamble, Telemark Ytre Steinsund, Solund, Sogn og Fjordane Raftsundet, Vågan/Hadsel, Nordland Ulvesundet, Vågsøy, Sogn og Fjordane Djupflua, Giske, Møre og Romsdal Tjeldsundet, Harstad, Troms Leiskjærsgrunnen, Åfjord, S-Trøndelag Approach Rana, Nordland Stabbsundet, Meløy, Nordland Approach Måløy, Bremanger, Sogn og Fjordane Approach Sandnessjøen, Alstahaug, Nordland Alstahaugfjorden, Alstadhaug, Nordland Approach Risavika, Stavanger, Rogaland Åmøy, Rødøy/Meløy, Nordland Florø øst for Nekkøya, Flora, Sogn og Fjordane Risøyrenna, Andøy, Nordland Approach Farsund, Vest-Agder Hamarøygrunnen, Lødingen, Nordland Inner harbour Stavanger, Rogaland Approach Østre Svolvær, Vågan, Nordland Small fairways and marking measures, corridor Approach Kragerø, Telemark Landegode, Bodø, Nordland Bognes - Lødingen, Ballangen, Nordland Flåm, Aurland, Sogn og Fjordane 11 11

13 All figures in NOK 2012-kr. -20 per cent Basis + 20 per cent + 45 per cent NOK 976 mill. NOK mill. NOK mill. NOK mill. Fishing ports Disposabel framework, new measures Sommarøy, Tromsø, Troms Napp, Flakstad, Nordland Mehamn, Gamvik, Finnmark Båtsfjord, Finnmark Fosnavåg, Herøy, Møre og Romsdal Årviksand, Skjervøy, Troms Kristoffervalen, Karlsøy, Troms Breivikbotn, Hasvk, Finnmark Kamøyvær,Nordkapp, Finnmark Gjerdsvika, Sande Møre og Romsdal Røst, Nordland Arnøyhamn, Skjervøy, Troms Andenes 1), Nordland Sørvær, Hasvik, Finnmark Skjærvøy, Troms Skarsvåg, Nordkapp, Finnmark Kiberg, Vardø, Finnmark Vengsøy, Tromsø, Troms Roald, Giske, Møre og Romsdal Hovden, Bø, Nordland Gamvik, Finnmark Brenesholmen, Tromsø, Troms Kalvåg, Bremanger, Sogn og Fjordane Engenes, Ibestad, Troms Gjesvær, Nordkapp, Finnmark Tromvik, Tromsø, Troms Various jetty repairs Troms og Finnmark Svartnes, Vardø, Finnmark Laukvik, Vågan, Nordland Kvaløyvåg, Tromsø, Troms 7 1) Three alternatives from NOK 165 mill. to NOK 495 mill.

14 Item 30 National roads investments B -20 per cent Basis +20 per cent +45 per cent stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other NOK mill kr 1. Oslo - Svinesund/Kornsjø E6 National border/svinesund - Oslo with connections Rv 22 Lillestrøm - Fetsund (x) Rv 110 Simo - Ørbekk E6 Manglerud prosject Programme area, planning etc Deterioration corridor Oslo - Ørje/Magnor E18 National border/ørje - Oslo E18 Melleby - Momarken x E18 Sydhavna x E18 Knapstad - Akershus border and National border - Ørje E18 Østfold border - Vinterbro (start) Programme area, planning etc Deterioration corridor 2a Rv 2 (E16) National border/magnor - Kløfta and rv 35 (E16) Jessheim - Hokksund with connections Rv 2 (E16) Kongsvinger - Slomarka x Rv 2 (E16) Kongsvinger - Slomarka, refund x Rv 2 (E16) Herbergåsen - Nybakk Rv 35 (E16) Olum - Jevnaker - Eggemoen Rv 2 (E16) Slomarka - Herbergåsen Programme area, planning etc Deterioration corridor 2b Oslo - Grenland - Kristiansand - Stavanger E18 Oslo - Kristiansand and E39 Kristiansand - Stavanger with connections E18 Gulli - Langåker x E18 Gulli - Langåker, refund x E18 Sky - Langangen x E18 Varodd bridge Rv 23 Oslofjord tunnel with adjacent road E18 Lysaker - Høvik E18 Bommestad - Sky, incl. refund (x) E18 Rugtvedt - Dørdal E39 Eiganes tunnel, incl. refund (x) Rv 23 Dagslett - Linnes Rv 41/rv 451 Entry Kristiansand airport, Kjevik Oslopakke 3 (Buss terminal Oslo) E39 Gartnerløkka - Breimyrkrysset E39 Livold - Fardal E39 Hove - Sandved E39 Smiene - Harestad E18 Hovet-, Brattås- and Kjørholt tunnel E18 Tvedestrand - Arendal E39 Lindelia - Døle bridge - Livold (start) E39 Udland - Oftedal E39 Drangsdalen - Heskestad E39 Omlegging Vikeså E39 Ålgård - Hove Rv 23 Linnes - x E Programme area, planning etc Deterioration corridor

15 4. Stavanger - Bergen - Ålesund - Trondheim E39 Stavanger - Bergen - Ålesund with connections E39 Nyborgkrysset, refund x E39 Vågsbotn - Hylkje x E39 Lavik ferry quay x E39 Kvivsvegen x E39 Kvivsvegen, refund x E39 Drægebø - Grytås and Birkeland - Sande N (x) E39 Svegatjørn - Rådal (x) E39 Bjørset - Skei E39 Eikefet - Romarheim E39 in Sogn og Fjordane E39 Blindheim tunnel Rv 555 Sotrasambandet Rv 555 Kolltveit tunnel E39 Rogfast E39 Nyborg - Klauvaneset E39 Kjøs bridge - Grodås Programme area, planning etc Deterioration corridor 4a E39 Ålesund - Trondheim E39 Astad - Knuset, refund x E39 Høgkjølen - Harangen (x) E39 Høgkjølen - Harangen, refund (x) E39 Betna - Vinjeøra - Stormyra E39 Ørskogfjellet, slow lane E39 Lønset - Hjelset Programme area, planning etc Deterioration corridor 4b Rv 9 Kristiansand - Haukeligrend and rv 13/rv 55 Jøsendal - Hella - Sogndal Rv 9 Krokå - Langeid x Rv 9 Krokå - Langeid, refund x Rv 13 Hardanger bridge x Rv 13 Vossapakken x Rv 13 Vossapakken, refund x Rv 9 Setesdal Programme area, planning etc Deterioration corridor 4c Oslo - Bergen/Haugesund with connection via Sogn to Florø E134 Drammen - Haugesund with connections E134 Skjold - Solheim x E134 Gvammen - Århus (x) E134 Haugalandspakka E134 Stordal tunnel Rv 13 Ryfast E134 Strømså tunnel E134 Damåsen - Saggrenda Rv 36 Skyggestein - Skjelbredstrand E134 Haukelitunnelane (start) Programme area, planning etc Deterioration corridor 5a Rv 7 Hønefoss - Brimnes and rv 52 Gol - Borlaug Rv 7 Sokna - Ørgenvika x Rv 7 Sokna - Ørgenvika, refund x Rv 7 Bugjelet - Bu, third construction phase, refund x Programme area, planning etc Deterioration corridor 5b

16 E16 Sandvika - Bergen with connections E16 Nes tunnel x E16 Road restructured at Voss x E16 Fønhus - Bagn (x) Rv 5 Loftesnes bridge (x) E16 Sandvika - Vøyen E16 Bagn - Bjørgo E16 Sætre- and Bjørkhaug tunnel E16 Bjørum - Skaret - Rørvik E16 Fagernes - Hande E16 Oppheim - Voss (start) Programme area, planning etc Deterioration corridor 5c Oslo Trondheim with connection to Måløy, Ålesund and Kristiansund E6 Oslo - Trondheim with connections E6 Dal - Minnesund, incl. Skabdalen, refund x E6 Minnesund - Skaberud x E6 Sentervegen - Tonstad x Rv 706 Nordre relief road, refund x E6 Nidelv bridge - Grillstad x Rv 150 Uvensplitten - Sinsen x E6 Cross Flyplassvegen, refund (x) E6 Oppdal center (x) E6 Frya - Sjoa (x) Rv 4 Lygna south (x) E6 Vindalsliene - Korporals bridge Rv 191 Entry Alnabruterminalen, part Rv 706 Sluppen - Stavne E6 Kolomoen - Brumunddal E6 Ringebu - Frya E6 Sjoa - Otta E6 Jaktøya - Klett - Sentervegen Rv 4 Gran - Jaren E6 Ulsberg - Berkåk - Løklia (start) E6 Støren - Skjerdingstad Rv 4 Hagan tunnel Programme area, planning etc Deterioration corridor 6a Rv 3 Kolomoen - Ulsberg with connections Rv 3 Åsta bridge with adjacent road x Rv 3 Korsan - Gullikstad Rv 3/rv 25 Ommangsvollen - Grundset/Basthjørnet Programme area, planning etc Deterioration corridor 6b Rv 15 Otta - Måløy Programme area, planning etc Deterioration corridor 6c E136 Dombås - Ålesund with connections E136 Tresfjord bridge x E136 Oppland grense - Rødstøl E136 Breivika - Lerstad E136 Flatmark - Monge - Marstein Programme area, planning etc Deterioration corridor 6d Rv 70 Oppdal - Kristiansund with connections Rv 70 Tingvoll - Meisingset Programme area, planning etc Deterioration corridor 6e

17 7. Trondheim - Bodø with connections to Sweden E6 Trondheim - Fauske with connections E6 Værnes - Kvithamar x E6 Harran - Nes bridge x Rv 80 Løding - Vikan x Rv 80 Løding - Vikan, refund x E6 Helgeland, north (x) E6 Helgeland, south Rv 80 Hunstadmoen - Thallekrysset E6 Være-, Stavsjø- and Hell tunnel E6 Brattås - Lien E5 Selli - Asp Sem E6 Kvithamar - Åsen (start) E6 Sørelva - Borkamo Programme area, planning etc Deterioration corridor Bodø - Narvik - Tromsø - Kirkenes with connection to Lofoten and Sweden, Finland and Russia E6 Fauske - Nordkjosbotn with connections E6 Hålogaland bridge (x) E8 Sørbotn - Laukslett E8 Entry Tromsø havn, Breivika E6 Ballangen center E6 Kråkmofjellet south and north E6 Ulvsvågskaret E10/rv 85 Tjeldsund - Gullesfjordbotn - Langvassbukt (start) Programme area, planning etc Deterioration corridor 8a E6 Nordkjosbotn - Kirkenes with connections E105 Storskog - Elvenes x E6 Tana bridge E105 Elvenes - Hesseng (x) Rv 94 Skaidi - Hammerfest E6 Nordkjosbotn - Hatteng E6 Sørkjosfjellet Programme area, planning etc Deterioration corridor 8b item 30 National roads investments Item 31 Avalanche protection B -20 per cent Basis +20 per cent +45 per cent stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other 3. Oslo - Grenland - Kristiansand - Stavanger E18 Oslo - Kristiansand and E39 Kristiansand - Stavanger with connections E39 Holmenfoss - Try corridor Stavanger - Bergen - Ålesund - Trondheim E39 Stavanger - Bergen - Ålesund with connections E39 Hjartåberga x corridor 4a

18 Rv 9 Kristiansand - Haukeligrend and rv 13/rv 55 Jøsendal - Hella - Sogndal Rv 13 Bugjelet - Brimnes, refund x Rv 13 Skjervet, refund x Rv 13 Deildo Rv 13 Joberget (Øvre Vassenden) Rv 13 Vik - Vangsnes Rv 13 Låtefoss Rv 13 Odda - Tyssedal corridor 4c Oslo - Bergen/Haugesund with connection via Sogn to Florø E134 Drammen - Haugesund with connections Rv 13 Tysdalsvatnet x Rv 13 Tysdalsvatnet, refund x corridor 5a Rv 7 Hønefoss - Brimnes and rv 52 Gol - Borlaug Rv 7 Kyskredo corridor 5b E16 Sandvika - Bergen with connections E16 Bergsund (x) E16 Kvamskleiva E16 Nærøydalen Rv 5 Kjøsnesfjorden E16 Kråkeberget corridor 5c Oslo Trondheim with connection to Måløy, Ålesund and Kristiansund Rv 15 Otta - Måløy Rv 15 Knutstugugrove Rv 15 Strynefjellet corridor 6c E136 Dombås - Ålesund with connections E136 Vågstrand tunnel x E136 Dølsteinfonna and Fantebrauta corridor 6d Rv 70 Oppdal - Kristiansund with connections Rv 70 Oppdølstranda x corridor 6e Trondheim - Bodø with connections to Sweden E6 Trondheim - Fauske with connections E6 Langnesberga corridor Bodø - Narvik - Tromsø - Kirkenes with connection to Lofoten and mot Sweden, Finland and Russia E6 Fauske - Nordkjosbotn with connections E10 Solbjørnneset - Hamnøy x E10 Trældal - Leirvik (x) E10 Vest-Lofoten E8 Lavangsdalen corridor 8a E6 Nordkjosbotn - Kirkenes with connections E6 Indre Nordnes - Skardalen E69 Skarvberg tunnel Rv 93 Kløfta corridor 8a item 31 Avalanche protection

19 Item 35 Bjørvika B -20 per cent Basis +20 per cent +45 per cent stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other 3. Oslo - Grenland - Kristiansand - Stavanger E18 Oslo - Kristiansand and E39 Kristiansand - Stavanger with connections E18 Bjørvikaprosjektet x item 35 Bjørvika Item 36 E16 Filefjell B -20 per cent Basis +20 per cent +45 per cent stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other 5. Oslo - Bergen/Haugesund with connection via Sogn to Florø E16 Sandvika - Bergen with connections E16 Smedalsosen - Maristova - Borlaug x E16 Varpe bridge - Otrøosen - Smedalsosen E16 Øye - Eids bridge item 36 E16 Filefjell Item 37 E6 west of Alta B -20 per cent Basis +20 per cent +45 per cent stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other stat other 8. Bodø - Narvik - Tromsø - Kirkenes with connection to Lofoten and Sweden, Finland and Russia E6 Nordkjosbotn - Kirkenes with connections E6 Møllnes - Kvenvik - Hjemmeluft x E6 Halselv - Sandelv - Møllnes (x) E6 Storsandnes - Langnesbukt item 37 E6 west of Alta investments

20 R85 R83 Evenes E6 E10 R85 R827 R827 Narvik Measures, Ofotbanen Værøy Bodø R80 R77 Mo i Rana Rail Projects Mosjøen E12 Nordlandsbanen R73 E6 Elektrification, Trønderbanen Steinkjer R70 E39 Trondheim E14 Rail terminal Basis E39 Molde +45 percent R15 Florø R5 E39 R658 E39 E39 E39 R5 R55 R13 Åndalsnes Raumabanen E136 R15 R5 R70 Tynset Dombås Rørosbanen Otta Dovrebanen Lillehammer R3 Røros Bergensbanen Gjøvik Hamar Dovrebanen Kleverud- Sørli Langset- Kleverud Bergen Ulrikken tunnel Voss R13 R7 R52 Bergensbanen E16 R25 Hamar Gjøvik R25 Solørbanen R4 R20 Oslo Kongsvingerbanen Alnabru Alnabru, part1 Haugesund E39 Stavanger Sandnes R7 E134 R13 E134 Arendal Sørlandsbanen Drammen R13 R44 R9 R40 R41 R42 Larvik Kristiansand Kilometer R35 E16 R23 E18 E18 Alnabru Oslo R22 Østfoldbanen Moss E19 R19 R111 R110 R21 R2 E16 Porsgrunn Farriseidet- Porsgrunn Østfoldbanen Drammen Drammen- Kobbervik Vestfoldbanen Holm- Holmestrand- Nykirke Barkåker- Nykirke Larvik eller Tønsberg Sandefjord Follobanen Oslo-Ski Vestfoldbanen R36 Grenland Moss Sandbukta- Moss-Såstad Fredrikstad Halden Kilometer

21 Sørvær Polarbase Breivikbotn Gjesvær Skarsvåg Hammerfest Melkøya Gamvik Mehamn Kamøyvær Honningsvåg Leirpollen Båtsfjord Kiberg Svartnes Årviksand Kristoffervalen Skjervøy Arnøyhamn Vengsøy Kvalsundet Tromvik Tromsø Sommarøy Brensholmen Alta Kirkenes Andenes Engenes Risøyrenna II Hovden Harstad Tjeldsundet Laukvik Raftsundet Narvik Napp Svolvær Bognes-Lødingen Hamarøygrunnen Grøtøyleden Røst Landegode Approach Bodø Stabbsundet Olstokvær Åmøysundet Bodø Approach Mo i Rana Mo i Rana Approach to Sandnessjøen Alstahaugfjorden-Tjøtta Nm Development and maintenance Fairways Fishing ports National ports Coastal network

22 Risværflu Hummelråsa Leiskjærsgrunnen Tjeldbergodden Ringholmen Kristiansund Nyhamna Hjertøysundet Measures Ålesund Roald Djupflua Vaulane Fosnavåg Ålesund Gjerdsvika Trondheim Approach Ulvesundet Kalvåg Florø Måløy Skatestraumen-Bremagrunnen Flora Ytre Steinsund Mongstad Approach Flåm Sture Skjellangersundet Færøyfluene Bergen Karmsund Kårstø Stavanger/Sandnes Approch Stavanger Moss Tønsberg Grenland Borg Approach Grenland Larvik IApproach nnseiling Borg Approach Kragerø Approach Oslo Oslo Drammen Egersund Approach Farsund Kristiansand Nm Development and maintenance Fairways Fishing ports National ports Coastal network

23 Road Projects Rv 94 Skaidi - Hammerfest Rv 94 E69 E75 E69 Skarvbergtunnelen E6 Tana bru E8 Adkomst Tromsø havn, Breivika E8 Sørbotn - Laukslett E8 Lavangsdalen E6 Nordkjosbotn - Hatteng E6 Storsandnes - Langnesbukt E6 Halselv - Sandelv - Møllnes E8 Rv 92 E6 Rv 93 Kløfta E6 Sørkjosfjellet E6 Indre Nordnes - Skardalen E8 Riksgrensen - Skibotn E6 E105 E105 Elvenes - Hesseng Rv 92 E10/rv85 Tjeldsund - Gullesfjordbotn - Langvassbukt (start) E10 Vest-Lofoten (andre delstrekninger) E10 Solbjørnneset - Hamnøy E10 Rv 83 E6 E6 Hålogalandsbrua E10 Trældal - Leirvik E6 Omlegging forbi Ballangen sentrum Rv 827 E6 Ulvsvågskaret E6 Kråkmofjellet sør og nord Rv 93 Rv 80 Hunstadmoen - Thallekrysset Rv 80 E6 Rv 77 E6 Sørelva - Borkamo E6 Helgeland, nord E12 E6 Helgeland, sør Rv 73 E6 Brattås - Lien E6 Helgeland, sør E6 Harran - Nes bru E6 Langnesberga E6 Selli - Asp - Sem E6 Kvithamar - Åsen (start) E14 E6 Være-, Stavsjø og Helltunnelen Km Avalanche protection measures (basis) Avalanche protection measures (+20%) Avalanche protection measures (+45%) Projects that are prioritized (basis) Projects that are prioritized (+20%) Projects that are prioritized (+45%)

24 Rv 706 Sluppen - Stavne E6 Nidelv bru - Grillstad E39 Høgkjølen - Harangen E39 Betna - Vinjeøra - Stormyra E39 Rv 70 Tingvoll - Meisingset E39 Lønset - Hjelset E39 E14 E6 Sentervegen - Tonstad E6 Jaktøya - Klett - Sentervegen E6 Støren - Skjerdingstad E6 Vindalsliene - Korporals bru Rv 70 OppdølE6 Ulsberg - Berkåk - Løklia (start) E136 Tresfjordbrua stranda E39 Ørskogfjellet, krabbefelt Rv 3 Korsan - Gullikstad E136 Vågstrandstunnelen E136 Breivika - Lerstad E136 Dølsteinfonna og E39 Blindheimstunnelen E6 Oppdal sentrum Fantebrauta E136 Flatmark - Monge - Marstein E136 Oppland grense - Rødstøl E39 Hjartåberga E39 Kjøs bru - Grodås E39 i Sogn og Fjordane (andre delstrekninger) E39 Bjørset - Skei Rv 15 Rv 3 Rv 15 Strynefjellet Rv 15 Knutstugugrove Rv 15 E39 E6 Sjoa - Otta Rv 5 Kjøsnesfjorden Rv 5 E6 Frya - Sjoa E39 Drægebø - Grytås E6 Ringebu - Frya og Birkeland - Sande N Rv 5 Loftesnesbrua Rv 3 Rv 55 E39 Lavik ferjekai E16 Varpe bru - Otrøosen - Smedalsosen Rv 13 Vik - Vangsnes E16 Øye - Eids bru Rv 25 E16 Smedalsosen - Maristova - Borlaug E16 Kvamskleiva E6 Rv 13 E16 Fagernes - Hande E16 Nærøydalen Rv 3 Åsta bru med tilstøtende veg E39 Eikefet - Romarheim E16 E16 Bagn - Bjørgo E16 Sætre- og Bjørkhaugtunnelen E16 Oppheim - Voss (delstrekninger) Rv 3/25 Ommangsvollen E16 Bergsund E6 E39 Nyborg - Klauvaneset Grundset/Basthjørnet E16 Fønhus - Bagn Rv 13 Joberget E16 Kråkeberget E6 Kolomoen - Brumunddal Rv 555 Sotrasambandet Rv 7 Kyskredo Rv 555 Kolltveittunnelen E39 Vågsbotn - Hylkje Rv 4 Lygna sør Rv 4 E6 Minnesund - Skaberud Rv 4 Gran - Jaren Rv 13 Deildo E39 Svegatjørn - Rådal E16 Olum - Jevnaker - Eggemoen E6 Kryss Flyplassvegen E16 Rv 13 Odda - Tyssedal E16 Slomarka - Herbergåsen Rv 7 Sokna - Ørgenvika E16 Kongsvinger - Slomarka Rv 4 Hagantunnelen Rv 13 Låtefoss E134 E16 Herbergåsen - Nybakk E16 Bjørum - Skaret - Rørvik Rv 191 Adkomst Alnabruterminalen E16 Sandvika - Wøyen E39 E134 Haukelitunnelene Rv 22 Lillestrøm - Fetsund E18 Lysaker - Høvik E134 Stordalstunnelen Rv 150 Ulvensplitten - Sinsen E18 Bjørvikaprosjektet (andre etappe) E134 Haugalandspakka E6 Manglerudprosjektet Rv 23 E134 Damåsen Saggrenda E134 Skjold - Solheim Oslopakke 3 (Bussterminal Oslo) (andre delstrekninger) E134 Gvammen E18 Sydhavna Rv 13 E134 Strømsåstunnelen Århus E18 Melleby - Momarken E6 Rv 9 Setesdal Rv 23 Linnes - E18 (start) E18 Riksgrensen - Ørje E18 Knapstad - Akershus grense Rv 23 Dagslett Linnes Rv 19 E39 Rogfast E18 Østfold grense - Vinterbro (start) Rv 13 Tysdalsvatnet E18 Gulli Langåker E39 Smiene - Harestad Rv 23 Oslofjortunnelen med tilstøtende veg Rv 36 Skyggestein E39 Eiganestunnelen Rv 13 Ryfast Rv 110 Simo - Ørbekk Skjelbredstrand E39 Hove - Sandved E18 Bommestad - Sky E39 Ålgård - Hove E18 Hovet-, Brattås- og Kjørholttunnelen Rv 41 E18 E18 Rugtvedt - Dørdal E39 Omlegging Vikeså Rv 42 E39 E39 Drangsdalen - Heskestad E18 Tvedestrand - Arendal (start) Rv 9 E39 Udland - Oftedal E39 Livold - Fardal E39 Lindelia - Døle bru - Livold (start) Km Avalanche protection measures (basis) Rv 41/451 Adkomst Kjevik E18 Varoddbrua E39 Gartnerløkka - Breimyrkrysset E39 Holmenfoss - Try Avalanche protection measures (+20%) Avalanche protection measures (+45%) Projects that are prioritized (basis) Projects that are prioritized (+20%) Projects that are prioritized (+45%)

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28 National Transport Plan secretariat Postal address: Vegdirektoratet Postboks 8142 Dep. NO-0033 OSLO Phone: