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
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 500. 1
In the National Transport Plan 2010-2019 (NTP 2010-2019), 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
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 2030. 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
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
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
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 2010-2019 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
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 2010-2019 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 50-100 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
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
Rail investments -20 per cent Basis +20 per cent Freight Total budget frame 37780 43080 80860 42905 58165 101070 50651 70629 121280 46320 74960 121280 66941 79609 146550 Operation 11600 17400 29000 12000 18000 30000 12400 18600 31000 12400 18600 31000 13000 19500 32500 Maintenance 4920 7380 12300 4920 7380 12300 4920 7380 12300 4920 7380 12300 4920 7380 12300 ERTMS 1000 6000 7000 1000 6000 7000 1000 6000 7000 1000 6000 7000 2000 6000 8000 Other renewal 8200 12300 20500 9000 13500 22500 9000 13500 22500 9000 13500 22500 9000 13500 22500 operation and maintenance 25720 43080 68800 26920 44880 71800 27320 45480 72800 27320 45480 72800 28920 46380 75300 Budget framework 12060 0 12060 15985 13285 29270 23331 25149 48480 19000 29480 48480 38021 33229 71250 Investments not allocated by corridor 1202 0 1202 4127 7520 11647 4545 8780 13325 5477 10280 15757 4985 9440 14425 - New ground route 625 625 625 625 625 625 625 625 625 625 - Traffic routing etc. 100 100 100 1800 1900 100 2300 2400 100 2300 2400 100 2300 2400 - Capacity with new material 0 0 200 800 1000 300 1200 1500 300 1200 1500 500 1500 2000 - Safety and environement 177 177 1600 2400 4000 1680 2520 4200 1680 2520 4200 1760 2640 4400 - Stations and passanger hubs 100 100 680 1020 1700 1840 2760 4600 1840 2760 4600 2000 3000 5000 - Capacity and freight 200 200 922 1500 2422 0 932 1500 2432 0 Investments allocated by corridor 10858 0 10858 11858 5765 17623 18786 16369 35155 13523 19200 32723 33036 23789 56825 2014-2017 +20 per cent Person 2018-2023 +45 per cent ERTMS/ testing line 93 93 93 93 93 93 93 93 93 93 Capacity in the Oslo area 0 1500 1500 1500 1500 1500 1500 1500 1500 Follobanen 0 0 0 11700 11700 14250 2350 16600 Double track Sandbukta-Moss-Såstad 0 0 0 0 5000 5000 Capacity and freight (passing) 0 0 100 250 350 0 100 250 350 corridor 1 93 0 93 93 1500 1593 193 1750 1943 93 13200 13293 14443 9100 23543 Capacity and freight (passing) 0 0 200 200 400 0 200 200 400 corridor 2 0 0 0 0 0 0 200 200 400 0 0 0 200 200 400 Double track Sandnes-Stavanger 92 92 92 92 92 92 92 92 92 92 Ganddal freight terminal 36 36 36 36 36 36 36 36 36 36 Barkåker-Tønsberg 205 205 205 205 205 205 205 205 205 205 Holm-Holmestrand-Nykirke 2757 2757 2757 2757 2757 2757 2757 2757 2757 2757 Farriseidet-Porsgrunn 5630 5630 5630 5630 5630 5630 5630 5630 5630 5630 New double track parcel 0 0 0 3000 3000 3000 3000 Capacity and freight (Sørlandsbanen) 0 0 400 800 1200 0 400 800 1200 corridor 3 8720 0 8720 8720 0 8720 9120 800 9920 8720 3000 11720 9120 3800 12920 Ulriken tunnel (incl. Arna passing) 0 1000 1265 2265 2265 2265 2265 2265 2265 2265 Freight terminal Bergen 0 0 600 600 0 600 600 Capacity and goods 0 0 450 800 1250 0 450 800 1250 corridor 5 0 0 0 1000 1265 2265 2715 1400 4115 2265 0 2265 2715 1400 4115 Eidsvoll-Hamar (Langset-Kleverud) 1917 1917 1917 1917 1917 1917 1917 1917 1917 1917 New double track parcel (Kleverud-Sørli) 4200 4200 200 200 Alnabru container terminal (part 1) 0 3000 3000 2000 6000 8000 3000 3000 2000 6000 8000 Freight terminal Trondheim 0 0 250 250 0 250 250 New logistic centre Trondheim 0 0 500 500 0 500 500 Capacity and freight (Dovrebanen) 0 0 400 630 1030 0 400 700 1100 Capacity and freight (Gjøvikbanen) 0 0 200 200 400 0 200 200 400 corridor 6 1917 0 1917 1917 3000 4917 4767 11530 16297 1917 3000 4917 4767 7600 12367 Distance control Mosjøen-Bodø 128 128 128 128 128 128 128 128 128 128 Hell-Værnes (new bridge/double track) 0 0 400 400 400 400 400 400 Trønderbanen electrification 0 0 0 0 1000 1000 Capacity and freight 0 200 200 400 0 200 200 400 corridor 7 128 0 128 128 0 128 728 200 928 528 0 528 728 1200 1928 Narvik station 277 277 277 277 Rombak converter station 293 293 293 293 Bjørnfjell passing 228 228 228 228 Rombak passing 265 265 265 265 Capacity and freight 489 489 489 489 corridor 8 0 0 0 0 0 0 1063 489 1552 0 0 0 1063 489 1552
All figures in NOK 2012-kr Measures to improve fairways and shipping lanes - 20 per cent Basis + 20 per cent + 45 per cent Period: 2014-2017 2018 2023 2014-2017 2018 2023 2014-2017 2018 2023 Kolonne1 Disposable framework 605 1 130 836 1 478 1 066 1 823 1 488 2 455 Icebreaking 24 36 24 36 24 36 24 36 1 Approach Oslo 182 182 182 182 2 Olstokvær, Meløy, Nordland 66 66 66 66 3 Approach Ålesund, Møre og Romsdal 6 6 6 6 4 Approach Borg part II, Fredrikstad og Hvaler, Østfold 296 296 296 296 5 Approach Bodø, Nordland 32 89 121 121 121 6 Approach Tromsø, Troms 72 72 72 72 7 Small fairways and marking measures, corridor 8 20 20 20 30 40 40 60 8 Polarbase, Hammerfest, Finnmark 78 31 47 78 78 9 Approach Bergen, Askøy, Hordaland 23 23 23 23 10 Approach north Bergen,Askøy/Meland, Hordaland 220 220 117 103 220 11 Inner harbour Ålesund, Møre og Romsdal 57 57 13 44 57 12 Hjertøysundet, Molde, Møre og Romsdal 35 35 35 35 13 Small fairways and marking measures, corridor 7 15 10 20 25 35 30 50 14 Vaulane, Herøy, Møre og Romsdal 25 25 25 25 15 Hummelråsa, Vikna, Nord-Trøndelag 13 13 13 13 16 Risværflu, Nærøy, Nord-Trøndelag 7 7 7 7 17 Ringholmen, Aure, Møre og Romsdal 15 15 15 15 18 Approach north Ålesund, Møre og Romsdal 30 30 30 30 19 Small fairways and marking measures, corridor 4 10 10 10 15 15 20 20 20 Grøtøyleden, Steigen, Nordland 73 73 73 73 21 Leirpollen, Tana, Finnmark 147 147 147 56 99 22 Approach Grenland, Porsgrunn/Bamble, Telemark 113 113 113 113 23 Ytre Steinsund, Solund, Sogn og Fjordane 20 20 20 20 24 Raftsundet, Vågan/Hadsel, Nordland 32 168 168 168 25 Ulvesundet, Vågsøy, Sogn og Fjordane 37 37 37 26 Djupflua, Giske, Møre og Romsdal 10 10 10 27 Tjeldsundet, Harstad, Troms 141 141 141 28 Leiskjærsgrunnen, Åfjord, S-Trøndelag 187 187 187 29 Approach Rana, Nordland 22 47 47 30 Stabbsundet, Meløy, Nordland 45 45 31 Approach Måløy, Bremanger, Sogn og Fjordane 6 6 32 Approach Sandnessjøen, Alstahaug, Nordland 11 11 33 Alstahaugfjorden, Alstadhaug, Nordland 24 24 5 Approach Risavika, Stavanger, Rogaland 11 11 34 Åmøy, Rødøy/Meløy, Nordland 9 9 35 Florø øst for Nekkøya, Flora, Sogn og Fjordane 7 7 36 Risøyrenna, Andøy, Nordland 66 66 37 Approach Farsund, Vest-Agder 34 34 38 Hamarøygrunnen, Lødingen, Nordland 9 9 39 Inner harbour Stavanger, Rogaland 6 6 40 Approach Østre Svolvær, Vågan, Nordland 28 28 41 Small fairways and marking measures, corridor 3 15 15 42 Approach Kragerø, Telemark 99 99 43 Landegode, Bodø, Nordland 18 18 44 Bognes - Lødingen, Ballangen, Nordland 12 12 45 Flåm, Aurland, Sogn og Fjordane 11 11
All figures in NOK 2012-kr. -20 per cent Basis + 20 per cent + 45 per cent NOK 976 mill. NOK 1 209 mill. NOK 1 451 mill. NOK 1 753 mill. Fishing ports 2014-2017 2018 2023 2014-2017 2018 2023 2014-2017 2018 2023 Disposabel framework, new measures 11 430 96 556 302 865 449 1 086 1 Sommarøy, Tromsø, Troms 11 38 49 49 49 2 Napp, Flakstad, Nordland 25 25 25 25 3 Mehamn, Gamvik, Finnmark 46 22 24 46 46 4 Båtsfjord, Finnmark 96 96 96 96 5 Fosnavåg, Herøy, Møre og Romsdal 45 45 45 45 6 Årviksand, Skjervøy, Troms 30 30 30 30 7 Kristoffervalen, Karlsøy, Troms 69 69 11 58 69 8 Breivikbotn, Hasvk, Finnmark 19 19 19 19 9 Kamøyvær,Nordkapp, Finnmark 32 32 32 32 10 Gjerdsvika, Sande Møre og Romsdal 30 108 108 38 70 11 Røst, Nordland 102 102 102 12 Arnøyhamn, Skjervøy, Troms 6 6 6 13 Andenes 1), Nordland 25 275 495 14 Sørvær, Hasvik, Finnmark 12 12 15 Skjærvøy, Troms 22 22 16 Skarsvåg, Nordkapp, Finnmark 12 12 17 Kiberg, Vardø, Finnmark 18 18 18 Vengsøy, Tromsø, Troms 21 21 19 Roald, Giske, Møre og Romsdal 30 30 20 Hovden, Bø, Nordland 13 13 21 Gamvik, Finnmark 17 17 22 Brenesholmen, Tromsø, Troms 22 22 23 Kalvåg, Bremanger, Sogn og Fjordane 66 66 24 Engenes, Ibestad, Troms 4 4 25 Gjesvær, Nordkapp, Finnmark 6 6 26 Tromvik, Tromsø, Troms 12 12 27 Various jetty repairs Troms og Finnmark 10 44 28 Svartnes, Vardø, Finnmark 11 29 Laukvik, Vågan, Nordland 94 30 Kvaløyvåg, Tromsø, Troms 7 1) Three alternatives from NOK 165 mill. to NOK 495 mill.
Item 30 National roads investments B -20 per cent Basis +20 per cent +45 per cent 2014-2017 2018-2023 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. 2012-kr 1. Oslo - Svinesund/Kornsjø E6 National border/svinesund - Oslo with connections Rv 22 Lillestrøm - Fetsund (x) 340 340 340 340 340 340 340 340 Rv 110 Simo - Ørbekk 200 100 200 100 200 100 200 100 200 100 200 100 E6 Manglerud prosject 800 2000 800 2000 1300 3700 1300 3700 Programme area, planning etc. 120 30 260 50 380 80 260 70 430 150 690 220 460 90 720 140 1180 230 300 600 900 Deterioration 40 220 260 260 300 560 330 480 810 330 480 810 corridor 1 160 370 480 50 640 420 520 410 930 250 1450 660 790 430 2200 2240 2990 2670 830 440 2380 3700 3210 4140 2. Oslo - Ørje/Magnor E18 National border/ørje - Oslo E18 Melleby - Momarken x 160 160 160 160 160 160 160 160 E18 Sydhavna x 90 170 90 170 90 170 90 170 90 170 90 170 90 170 90 170 E18 Knapstad - Akershus border and National border - Ørje 900 400 900 400 800 400 100 900 400 E18 Østfold border - Vinterbro (start) 1000 1500 1000 1500 Programme area, planning etc. 180 360 50 540 50 260 20 440 30 700 50 300 20 460 30 760 50 270 480 750 Deterioration 20 100 120 70 40 110 80 50 130 80 50 130 corridor 2a 450 170 460 50 910 220 580 190 480 30 1060 220 630 190 1410 430 2040 620 1400 570 1630 1500 3030 2070 Rv 2 (E16) National border/magnor - Kløfta and rv 35 (E16) Jessheim - Hokksund with connections Rv 2 (E16) Kongsvinger - Slomarka x 360 150 360 150 170 340 170 340 360 150 360 150 360 150 360 150 Rv 2 (E16) Kongsvinger - Slomarka, refund x 200 200 200 200 200 200 200 200 Rv 2 (E16) Herbergåsen - Nybakk 800 1200 800 1200 400 1200 400 800 1200 Rv 35 (E16) Olum - Jevnaker - Eggemoen 430 900 430 900 400 900 220 380 620 1280 Rv 2 (E16) Slomarka - Herbergåsen 720 1080 720 1080 Programme area, planning etc. 200 430 630 340 720 1060 430 950 1380 690 1440 2130 Deterioration 20 110 130 140 130 270 140 170 310 140 170 310 corridor 2b 580 150 740 1320 150 850 340 850 1700 340 1130 150 2350 2100 3480 2250 2190 2250 2950 1460 5140 3710 3. Oslo - Grenland - Kristiansand - Stavanger E18 Oslo - Kristiansand and E39 Kristiansand - Stavanger with connections E18 Gulli - Langåker x 470 280 470 280 370 380 370 380 470 280 470 280 470 280 470 280 E18 Gulli - Langåker, refund x 220 220 220 220 220 220 220 220 E18 Sky - Langangen x 20 20 20 20 20 20 20 20 E18 Varodd bridge 600 600 600 600 150 450 600 150 450 600 Rv 23 Oslofjord tunnel with adjacent road 1200 300 1500 1200 300 1500 1200 300 1500 1200 300 1500 E18 Lysaker - Høvik 300 2500 300 2500 1100 3400 1100 3400 600 1000 500 2400 1100 3400 E18 Bommestad - Sky, incl. refund (x) 100 1800 570 730 670 2530 370 2180 300 670 2180 570 2180 100 670 2180 E18 Rugtvedt - Dørdal 350 900 350 900 1550 1250 1550 1250 1200 1250 350 1550 1250 E39 Eiganes tunnel, incl. refund (x) 175 1100 725 900 1100 475 930 395 870 930 775 930 95 870 930 Rv 23 Dagslett - Linnes 100 800 300 300 400 1100 300 1100 100 400 1100 300 1100 100 400 1100 Rv 41/rv 451 Entry Kristiansand airport, Kjevik 100 500 100 500 100 500 100 500 100 500 100 500 Oslopakke 3 (Buss terminal Oslo) 200 200 200 200 E39 Gartnerløkka - Breimyrkrysset 500 1500 500 1500 500 1500 500 1500 E39 Livold - Fardal 360 360 360 360 E39 Hove - Sandved 110 350 110 350 110 350 110 350 E39 Smiene - Harestad 550 550 550 550 550 550 550 550 E18 Hovet-, Brattås- and Kjørholt tunnel 1300 1300 E18 Tvedestrand - Arendal 300 400 2300 700 2600 1100 E39 Lindelia - Døle bridge - Livold (start) 900 900 900 900 E39 Udland - Oftedal 500 500 500 500 E39 Drangsdalen - Heskestad 200 200 200 200 E39 Omlegging Vikeså 250 250 250 250 E39 Ålgård - Hove 750 1450 750 1450 Rv 23 Linnes - x E18 650 2150 650 2150 Programme area, planning etc. 750 50 1590 80 2340 130 1070 80 2200 130 3270 210 2150 290 3150 380 5300 670 1670 3250 4920 Deterioration 80 450 530 480 730 1210 830 1030 1860 830 1030 1860 corridor 3 1540 1530 2640 380 4180 1910 2535 5360 5875 5360 8410 10720 4985 5980 9895 8230 14880 14210 7575 8690 14075 11400 21650 20090
4. Stavanger - Bergen - Ålesund - Trondheim E39 Stavanger - Bergen - Ålesund with connections E39 Nyborgkrysset, refund x 30 30 30 30 30 30 30 30 E39 Vågsbotn - Hylkje x 180 180 180 180 180 180 180 180 E39 Lavik ferry quay x 80 80 80 80 80 80 80 80 E39 Kvivsvegen x 20 20 20 20 20 20 20 20 E39 Kvivsvegen, refund x 45 45 45 45 45 45 45 45 E39 Drægebø - Grytås and Birkeland - Sande N (x) 490 490 200 290 490 460 460 460 460 E39 Svegatjørn - Rådal (x) 200 550 1750 1900 1950 2450 590 2370 1350 1940 2370 1330 2370 610 1940 2370 E39 Bjørset - Skei 500 500 500 500 300 200 500 E39 Eikefet - Romarheim 400 400 900 900 E39 in Sogn og Fjordane 500 500 1000 1000 E39 Blindheim tunnel 400 400 400 400 400 400 400 400 Rv 555 Sotrasambandet 400 2600 400 2600 200 300 200 2300 400 2600 Rv 555 Kolltveit tunnel 200 200 200 200 E39 Rogfast 200 2000 800 5000 1000 7000 E39 Nyborg - Klauvaneset 500 2000 500 2000 E39 Kjøs bridge - Grodås 150 150 Programme area, planning etc. 400 820 120 1220 120 620 1020 1640 980 1480 2460 970 1730 2700 Deterioration 140 740 880 700 1000 1700 1010 1500 2510 1010 1500 2510 corridor 4a 850 2095 120 2945 120 2030 550 4605 1900 6635 2450 3350 2370 6775 3000 10125 5370 4780 4670 8235 9700 13015 14370 E39 Ålesund - Trondheim E39 Astad - Knuset, refund x 15 15 15 15 15 15 15 15 E39 Høgkjølen - Harangen (x) 400 100 400 100 320 320 320 320 E39 Høgkjølen - Harangen, refund (x) 100 100 100 100 100 100 E39 Betna - Vinjeøra - Stormyra 500 500 500 700 1200 E39 Ørskogfjellet, slow lane 100 100 100 100 E39 Lønset - Hjelset 300 300 300 300 Programme area, planning etc. 200 390 590 330 550 880 410 840 1250 410 950 100 1360 100 Deterioration 70 70 160 160 230 230 230 230 corridor 4b 215 460 675 845 100 710 1555 100 845 1670 2515 1445 2180 400 3625 400 Rv 9 Kristiansand - Haukeligrend and rv 13/rv 55 Jøsendal - Hella - Sogndal Rv 9 Krokå - Langeid x 10 10 10 10 10 10 10 10 Rv 9 Krokå - Langeid, refund x 10 10 10 10 10 10 10 10 Rv 13 Hardanger bridge x 20 30 20 30 20 30 20 30 20 30 20 30 20 30 20 30 Rv 13 Vossapakken x 15 15 15 15 15 15 15 15 Rv 13 Vossapakken, refund x 105 105 105 105 105 105 105 105 Rv 9 Setesdal 200 40 300 60 500 100 Programme area, planning etc. 140 280 20 420 20 210 20 350 560 20 320 20 550 870 20 380 610 990 Deterioration 20 90 110 120 170 290 150 220 370 150 220 370 corridor 4c 215 30 475 20 690 50 490 50 520 1010 50 630 50 770 1400 50 890 70 1130 60 2020 130 5. Oslo - Bergen/Haugesund with connection via Sogn to Florø E134 Drammen - Haugesund with connections E134 Skjold - Solheim x 50 80 50 80 50 80 50 80 50 80 50 80 50 80 50 80 E134 Gvammen - Århus (x) 300 300 500 1050 1550 1310 200 1510 1510 1510 E134 Haugalandspakka 80 50 80 50 80 50 80 50 80 50 80 50 80 50 80 50 E134 Stordal tunnel 120 160 120 160 120 160 120 160 120 160 120 160 Rv 13 Ryfast 300 4500 200 700 500 5200 300 4500 200 700 500 5200 300 4500 200 700 500 5200 E134 Strømså tunnel 600 600 600 600 E134 Damåsen - Saggrenda 1050 2150 1050 2150 1050 2150 1050 2150 Rv 36 Skyggestein - Skjelbredstrand 180 190 180 190 180 190 180 190 E134 Haukelitunnelane (start) 600 1000 600 1000 Programme area, planning etc. 470 790 20 1260 20 780 20 810 1590 20 1120 20 1230 2350 20 1060 1580 2640 Deterioration 50 230 280 210 310 520 310 470 780 310 470 780 corridor 5a 570 80 1400 70 1970 150 1840 4600 2570 910 4410 5510 3090 4600 4130 3250 7220 7850 4660 7130 3450 1700 8110 8830 Rv 7 Hønefoss - Brimnes and rv 52 Gol - Borlaug Rv 7 Sokna - Ørgenvika x 350 160 350 160 250 260 250 260 350 160 350 160 350 160 350 160 Rv 7 Sokna - Ørgenvika, refund x 350 350 350 350 350 350 350 350 Rv 7 Bugjelet - Bu, third construction phase, refund x 70 70 70 70 70 70 70 70 Programme area, planning etc. 40 110 150 80 170 250 90 180 270 120 290 410 Deterioration 30 220 250 160 240 400 200 290 490 200 290 490 corridor 5b 490 160 680 1170 160 910 260 410 1320 260 1060 160 470 1530 160 1090 160 580 1670 160
E16 Sandvika - Bergen with connections E16 Nes tunnel x E16 Road restructured at Voss x 20 100 20 100 20 100 20 100 20 100 20 100 20 100 20 100 E16 Fønhus - Bagn (x) 100 220 100 220 100 220 100 220 70 110 70 110 70 110 70 110 Rv 5 Loftesnes bridge (x) 210 210 180 180 180 180 E16 Sandvika - Vøyen 100 1100 580 920 680 2020 100 1100 580 920 680 2020 100 1100 580 920 680 2020 E16 Bagn - Bjørgo 700 300 700 300 500 200 200 100 700 300 E16 Sætre- and Bjørkhaug tunnel 400 400 200 200 400 E16 Bjørum - Skaret - Rørvik 950 1550 950 1550 E16 Fagernes - Hande 750 650 750 650 E16 Oppheim - Voss (start) 300 300 Programme area, planning etc. 280 570 850 390 710 1100 600 970 1570 640 1310 1950 Deterioration 110 590 700 550 850 1400 810 1190 2000 810 1190 2000 corridor 5c 410 100 1260 220 1670 320 1160 1420 2350 920 3510 2340 1780 1310 3840 1220 5620 2530 2520 1510 5480 3220 8000 4730 6. Oslo Trondheim with connection to Måløy, Ålesund and Kristiansund E6 Oslo - Trondheim with connections E6 Dal - Minnesund, incl. Skabdalen, refund x 50 50 50 50 50 50 50 50 E6 Minnesund - Skaberud x 1390 690 1390 690 1390 690 1390 690 1390 690 1390 690 1390 690 1390 690 E6 Sentervegen - Tonstad x 80 80 80 80 80 80 80 80 Rv 706 Nordre relief road, refund x 185 20 205 205 205 205 205 205 205 E6 Nidelv bridge - Grillstad x 80 230 80 230 80 230 80 230 80 230 80 230 80 230 80 230 Rv 150 Uvensplitten - Sinsen x 100 210 100 210 100 210 100 210 100 210 100 210 100 210 100 210 E6 Cross Flyplassvegen, refund (x) 100 100 100 100 100 100 100 100 E6 Oppdal center (x) 260 260 260 260 230 230 230 230 E6 Frya - Sjoa (x) 200 700 1550 1750 1750 2450 1350 2250 360 1710 2250 1620 2250 90 1710 2250 Rv 4 Lygna south (x) 100 100 70 70 70 70 E6 Vindalsliene - Korporals bridge 450 220 450 220 450 220 450 220 350 220 100 450 220 Rv 191 Entry Alnabruterminalen, part 1 80 220 80 220 80 220 80 220 80 220 80 220 Rv 706 Sluppen - Stavne 300 400 300 400 300 400 300 400 300 400 300 400 E6 Kolomoen - Brumunddal 300 900 300 900 1320 1980 1320 1980 E6 Ringebu - Frya 900 900 900 900 E6 Sjoa - Otta 1000 1000 1300 1300 E6 Jaktøya - Klett - Sentervegen 840 1260 840 1260 840 1260 840 1260 Rv 4 Gran - Jaren 440 1300 440 1300 440 1300 440 1300 E6 Ulsberg - Berkåk - Løklia (start) 1000 500 1000 500 E6 Støren - Skjerdingstad 600 2100 600 2100 Rv 4 Hagan tunnel 500 500 Programme area, planning etc. 970 820 1840 1340 2810 2160 1170 980 2160 1570 3330 2550 1920 1020 3160 1600 5080 2620 1610 820 3290 1290 4900 2110 Deterioration 50 270 320 250 380 630 420 610 1030 420 610 1030 corridor 6a 2825 2030 2490 1340 5315 3370 3705 2890 5120 4160 8825 7050 6255 5780 8100 4600 14355 10380 7405 7060 10190 6490 17595 13550 Rv 3 Kolomoen - Ulsberg with connections Rv 3 Åsta bridge with adjacent road x 200 200 200 200 200 200 200 200 Rv 3 Korsan - Gullikstad 150 150 150 150 Rv 3/rv 25 Ommangsvollen - Grundset/Basthjørnet 880 2020 880 2020 Programme area, planning etc. 110 220 330 190 310 500 310 460 770 360 750 1110 Deterioration 20 40 60 60 70 130 60 90 150 60 90 150 corridor 6b 330 260 590 450 380 830 570 700 1270 620 1870 2020 2490 2020 Rv 15 Otta - Måløy Programme area, planning etc. 110 220 330 140 240 380 230 350 580 290 540 830 Deterioration 20 30 50 40 60 100 50 70 120 50 70 120 corridor 6c 130 250 380 180 300 480 280 420 700 340 610 950 E136 Dombås - Ålesund with connections E136 Tresfjord bridge x 290 170 290 170 230 230 230 230 290 170 290 170 290 170 290 170 E136 Oppland grense - Rødstøl 100 100 100 100 E136 Breivika - Lerstad 350 1450 350 1450 350 1450 350 1450 E136 Flatmark - Monge - Marstein 600 600 Programme area, planning etc. 50 130 180 150 200 350 180 260 440 200 380 580 Deterioration 70 70 30 70 100 50 100 150 50 100 150 corridor 6d 340 170 200 540 170 410 230 270 680 230 520 170 810 1450 1330 1620 640 170 1430 1450 2070 1620 Rv 70 Oppdal - Kristiansund with connections Rv 70 Tingvoll - Meisingset 300 300 Programme area, planning etc. 40 50 90 80 60 140 90 60 150 140 180 320 Deterioration 70 70 110 110 130 130 130 130 corridor 6e 40 120 160 80 170 250 90 190 280 440 310 750
7. Trondheim - Bodø with connections to Sweden E6 Trondheim - Fauske with connections E6 Værnes - Kvithamar x 30 30 30 30 30 30 30 30 E6 Harran - Nes bridge x 40 40 40 40 40 40 40 40 Rv 80 Løding - Vikan x 20 20 20 20 20 20 20 20 Rv 80 Løding - Vikan, refund x 45 45 45 45 45 45 45 45 E6 Helgeland, north (x) 550 250 550 250 300 300 550 250 850 550 750 550 100 850 550 750 550 100 850 550 E6 Helgeland, south 570 300 570 300 500 200 200 200 700 400 500 200 200 200 700 400 Rv 80 Hunstadmoen - Thallekrysset 1000 150 400 150 1400 1000 150 400 150 1400 150 1400 150 1400 E6 Være-, Stavsjø- and Hell tunnel 200 1300 1500 200 1300 1500 E6 Brattås - Lien 500 300 500 300 100 300 600 700 300 E5 Selli - Asp Sem 250 250 E6 Kvithamar - Åsen (start) 500 500 500 500 E6 Sørelva - Borkamo 350 150 350 150 Programme area, planning etc. 490 290 970 40 1460 330 760 290 970 40 1730 330 1210 290 1040 40 2250 330 1160 1290 2450 Deterioration 160 900 1060 740 1440 2180 1050 1720 2770 1050 1720 2770 corridor 7 785 290 2420 290 3205 580 1935 1590 3680 990 5615 2580 3845 2040 5010 940 8855 2980 4045 2450 6310 850 10355 3300 8. Bodø - Narvik - Tromsø - Kirkenes with connection to Lofoten and Sweden, Finland and Russia E6 Fauske - Nordkjosbotn with connections E6 Hålogaland bridge (x) 300 200 1120 690 1420 890 1150 340 190 1340 340 1340 340 1340 340 E8 Sørbotn - Laukslett 550 500 550 500 550 500 550 500 550 500 550 500 E8 Entry Tromsø havn, Breivika 100 100 100 100 100 100 E6 Ballangen center 50 50 50 50 E6 Kråkmofjellet south and north 450 450 300 150 450 E6 Ulvsvågskaret 370 370 370 370 E10/rv 85 Tjeldsund - Gullesfjordbotn - Langvassbukt (start) 1000 500 1000 500 Programme area, planning etc. 220 500 720 290 590 880 500 1250 1750 580 1680 2260 Deterioration 150 850 1000 660 1160 1820 970 1580 2550 970 1580 2550 corridor 8a 370 1350 1720 1250 200 3520 1190 4770 1390 3170 840 3990 7160 840 3790 840 4880 500 8670 1340 E6 Nordkjosbotn - Kirkenes with connections E105 Storskog - Elvenes x E6 Tana bridge 300 300 300 300 240 60 300 240 60 300 E105 Elvenes - Hesseng (x) 300 300 280 280 280 280 300 300 300 300 Rv 94 Skaidi - Hammerfest 450 450 450 450 E6 Nordkjosbotn - Hatteng 500 500 E6 Sørkjosfjellet 750 750 Programme area, planning etc. 230 470 700 380 570 950 700 890 1590 550 1050 1600 Deterioration 90 450 540 530 780 1310 740 870 1610 740 870 1610 corridor 8b 320 1220 1540 1210 1650 2860 1960 2570 4530 2110 3680 5790 item 30 National roads investments 10620 5080 19000 2540 29620 7620 20980 18190 34390 15710 55370 33900 34980 24070 55300 27460 90280 51530 46770 36010 71370 44450 118140 80460 Item 31 Avalanche protection B -20 per cent Basis +20 per cent +45 per cent 2014-2017 2018-2023 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 150 150 150 150 60 90 150 60 90 150 corridor 3 150 150 150 150 60 90 150 60 90 150 4. Stavanger - Bergen - Ålesund - Trondheim E39 Stavanger - Bergen - Ålesund with connections E39 Hjartåberga x 40 40 40 40 40 40 40 40 corridor 4a 40 40 40 40 40 40 40 40
Rv 9 Kristiansand - Haukeligrend and rv 13/rv 55 Jøsendal - Hella - Sogndal Rv 13 Bugjelet - Brimnes, refund x 35 35 35 35 35 35 35 35 Rv 13 Skjervet, refund x 90 90 90 90 90 90 90 90 Rv 13 Deildo 200 40 240 200 40 240 240 240 240 240 Rv 13 Joberget (Øvre Vassenden) 140 160 20 160 160 140 160 20 160 160 160 160 160 160 160 160 160 160 Rv 13 Vik - Vangsnes 300 300 300 300 300 300 300 300 Rv 13 Låtefoss 50 50 50 50 Rv 13 Odda - Tyssedal 500 500 corridor 4c 465 160 360 825 160 465 160 360 825 160 525 160 350 875 160 825 160 550 1375 160 5. Oslo - Bergen/Haugesund with connection via Sogn to Florø E134 Drammen - Haugesund with connections Rv 13 Tysdalsvatnet x 50 50 50 50 50 50 50 50 Rv 13 Tysdalsvatnet, refund x 260 260 260 260 260 260 260 260 corridor 5a 310 310 310 310 310 310 310 310 Rv 7 Hønefoss - Brimnes and rv 52 Gol - Borlaug Rv 7 Kyskredo 50 50 50 50 corridor 5b 50 50 50 50 E16 Sandvika - Bergen with connections E16 Bergsund (x) 100 100 100 100 100 100 100 100 E16 Kvamskleiva 250 250 250 250 250 250 250 250 E16 Nærøydalen 290 290 700 700 700 700 700 700 Rv 5 Kjøsnesfjorden 400 400 100 500 600 E16 Kråkeberget 100 100 corridor 5c 100 540 640 100 950 1050 100 1350 1450 200 1550 1750 6. Oslo Trondheim with connection to Måløy, Ålesund and Kristiansund Rv 15 Otta - Måløy Rv 15 Knutstugugrove 70 70 70 70 70 70 Rv 15 Strynefjellet 400 400 400 400 600 600 corridor 6c 470 470 470 470 670 670 E136 Dombås - Ålesund with connections E136 Vågstrand tunnel x 85 90 85 90 85 90 85 90 85 90 85 90 85 90 85 90 E136 Dølsteinfonna and Fantebrauta 100 100 100 100 100 100 100 100 corridor 6d 85 90 100 185 90 85 90 100 185 90 85 90 100 185 90 85 90 100 185 90 Rv 70 Oppdal - Kristiansund with connections Rv 70 Oppdølstranda x 220 220 220 220 220 220 220 220 corridor 6e 220 220 220 220 220 220 220 220 7. Trondheim - Bodø with connections to Sweden E6 Trondheim - Fauske with connections E6 Langnesberga 200 200 200 200 200 200 corridor 7 200 200 200 200 200 200 8. Bodø - Narvik - Tromsø - Kirkenes with connection to Lofoten and mot Sweden, Finland and Russia E6 Fauske - Nordkjosbotn with connections E10 Solbjørnneset - Hamnøy x 160 160 160 160 160 160 160 160 E10 Trældal - Leirvik (x) 170 170 170 170 170 170 170 170 E10 Vest-Lofoten 120 120 120 120 120 120 E8 Lavangsdalen 100 100 100 100 100 100 corridor 8a 330 330 330 220 550 330 220 550 330 220 550 E6 Nordkjosbotn - Kirkenes with connections E6 Indre Nordnes - Skardalen 50 750 800 650 150 800 730 70 800 730 70 800 E69 Skarvberg tunnel 500 500 500 500 500 500 500 500 Rv 93 Kløfta 200 200 200 200 200 200 corridor 8a 50 1250 1300 650 850 1500 730 770 1500 730 770 1500 item 31 Avalanche protection 1600 250 2400 4000 250 2200 250 3300 5500 250 2400 250 3600 6000 250 2800 250 4200 7000 250
Item 35 Bjørvika B -20 per cent Basis +20 per cent +45 per cent 2014-2017 2018-2023 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 30 230 30 230 30 230 30 230 30 230 30 230 30 230 30 230 item 35 Bjørvika 30 230 30 230 30 230 30 230 30 230 30 230 30 230 30 230 Item 36 E16 Filefjell B -20 per cent Basis +20 per cent +45 per cent 2014-2017 2018-2023 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 250 250 250 250 250 250 250 250 E16 Varpe bridge - Otrøosen - Smedalsosen 730 730 730 730 730 730 730 730 E16 Øye - Eids bridge 250 50 300 250 50 300 250 50 300 250 50 300 item 36 E16 Filefjell 1230 50 1280 1230 50 1280 1230 50 1280 1230 50 1280 Item 37 E6 west of Alta B -20 per cent Basis +20 per cent +45 per cent 2014-2017 2018-2023 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 20 20 20 20 20 20 20 20 E6 Halselv - Sandelv - Møllnes (x) 610 610 610 610 610 610 610 610 E6 Storsandnes - Langnesbukt 490 50 540 490 50 540 490 50 540 490 50 540 item 37 E6 west of Alta 1120 50 1170 1120 50 1170 1120 50 1170 1120 50 1170 investments 14600 5560 21500 2540 36100 8100 25560 18670 37790 15710 63350 34380 39760 24550 59000 27460 98760 52010 51950 36490 75670 44450 127620 80940
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 0 30 60 120 180 240 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 0 5 10 20 30 40 Kilometer
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 0 40 80 120 160 Nm Development and maintenance Fairways Fishing ports National ports Coastal network
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 0 30 60 90 120 Nm Development and maintenance Fairways Fishing ports National ports Coastal network
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 0 50 100 200 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%)
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) 0 25 50 100 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%)
National Transport Plan secretariat Postal address: Vegdirektoratet Postboks 8142 Dep. NO-0033 OSLO Phone: +47 91502030 ntp.sekretariat@vegvesen.no www.ntp.dep.no