1. travel
2. transports
3. public transport

The Proposed Norwegian National Transport Plan
2014-2023
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 2014-2023
Summary
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 2014-2023 (NTP 2014-2023) 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
-20 per cent
Rail investments
2014-2017
2018-2023
Total budget frame
Operation
Maintenance
ERTMS
Other renewal
Sum 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
37780
11600
4920
1000
8200
25720
12060
1202
625
100
0
177
100
200
43080
17400
7380
6000
12300
43080
0
0
Investments allocated by corridor
10858
0
Basis
2014-2017
2018-2023
80860
29000
12300
7000
20500
68800
12060
1202
625
100
0
177
100
200
42905
12000
4920
1000
9000
26920
15985
4127
625
100
200
1600
680
922
58165
18000
7380
6000
13500
44880
13285
7520
10858
11858
ERTMS/ testing line
Capacity in the Oslo area
Follobanen
Double track Sandbukta-Moss-Såstad
Capacity and freight (passing)
93
Sum corridor 1
93
0
93
0
0
0
0
93
0
0
0
0
92
36
205
2757
5630
0
92
36
205
2757
5630
0
0
8720
0
Capacity and freight (passing)
Sum corridor 2
Double track Sandnes-Stavanger
Ganddal freight terminal
Barkåker-Tønsberg
Holm-Holmestrand-Nykirke
Farriseidet-Porsgrunn
New double track parcel
Capacity and freight (Sørlandsbanen)
92
36
205
2757
5630
Sum corridor 3
8720
Ulriken tunnel (incl. Arna passing)
Freight terminal Bergen
Capacity and goods
Sum corridor 5
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)
Sum corridor 6
0
1917
1917
Distance control Mosjøen-Bodø
Hell-Værnes (new bridge/double track)
Trønderbanen electrification
Capacity and freight
128
Sum corridor 7
128
+20 per cent Freight
Sum
2014-2023
Sum
2014-2023
2014-2017
2018-2023
50651
12400
4920
1000
9000
27320
23331
4545
625
100
300
1680
1840
70629
18600
7380
6000
13500
45480
25149
8780
1800
800
2400
1020
1500
101070
30000
12300
7000
22500
71800
29270
11647
625
1900
1000
4000
1700
2422
5765
17623
18786
16369
93
1500
93
1500
0
0
0
1593
0
0
0
0
200
200
92
36
205
2757
5630
8720
0
92
36
205
2757
5630
0
0
8720
0
0
0
0
1000
1265
1917
1917
0
0
0
0
0
0
1917
0
128
0
0
0
128
93
1500
1000
1265
3000
1917
3000
128
128
0
93
100
193
400
9120
2265
1917
1917
450
2715
3000
0
0
0
0
4917
2000
250
128
0
0
128
400
128
400
200
4767
200
728
0
0
0
0
0
1063
2018-2023
121280
31000
12300
7000
22500
72800
48480
13325
625
2400
1500
4200
4600
0
46320
12400
4920
1000
9000
27320
19000
5477
625
100
300
1680
1840
932
74960
18600
7380
6000
13500
45480
29480
10280
35155
13523
2014-2017
2018-2023
66941
13000
4920
2000
9000
28920
38021
4985
625
100
500
1760
2000
79609
19500
7380
6000
13500
46380
33229
9440
2300
1200
2520
2760
1500
121280
31000
12300
7000
22500
72800
48480
15757
625
2400
1500
4200
4600
2432
19200
32723
33036
23789
250
1750
93
13200
93
1500
11700
0
0
13293
200
200
400
400
0
0
800
800
92
36
205
2757
5630
0
1200
9920
2265
600
1250
4115
2265
600
800
1400
1917
500
630
200
11530
1917
4200
8000
250
500
1030
400
16297
200
200
128
400
0
400
928
489
489
277
293
228
265
489
1552
4200
6000
277
293
228
265
0
2014-2017
+45 per cent
Sum
2014-2023
93
1500
0
0
350
1943
1500
2265
0
0
2265
Narvik station
Rombak converter station
Bjørnfjell passing
Rombak passing
Capacity and freight
Sum corridor 8
2300
1200
2520
2760
+20 per cent Person
Sum
2014-2023
93
0
0
200
200
200
200
400
400
92
36
205
2757
5630
3000
92
36
205
2757
5630
3000
0
11720
3000
800
3800
92
36
205
2757
5630
3000
1200
12920
0
2265
0
0
2265
450
2715
600
800
1400
2265
600
1250
4115
1917
1917
3000
93
14250
400
9120
2265
2000
250
3000
3000
0
0
0
0
4917
128
400
0
128
400
0
0
528
128
400
528
56825
100
14443
3000
1917
2300
1500
2640
3000
93
1500
16600
5000
350
23543
92
36
205
2757
5630
2265
146550
32500
12300
8000
22500
75300
71250
14425
625
2400
2000
4400
5000
0
1500
2350
5000
250
9100
1500
11700
8720
Sum
2014-2023
400
200
4767
200
728
500
700
200
7600
1917
200
8000
250
500
1100
400
12367
1000
200
1200
128
400
1000
400
1928
489
489
277
293
228
265
489
1552
200
6000
277
293
228
265
0
0
0
1063
All figures in NOK 2012-kr
Measures to improve fairways and shipping lanes
Period:
Kolonne1 Disposable framework
Icebreaking
1 Approach Oslo
2 Olstokvær, Meløy, Nordland
3 Approach Ålesund, Møre og Romsdal
4 Approach Borg part II, Fredrikstad og Hvaler, Østfold
5 Approach Bodø, Nordland
6 Approach Tromsø, Troms
7 Small fairways and marking measures, corridor 8
8 Polarbase, Hammerfest, Finnmark
9 Approach Bergen, Askøy, Hordaland
10 Approach north Bergen,Askøy/Meland, Hordaland
11 Inner harbour Ålesund, Møre og Romsdal
12 Hjertøysundet, Molde, Møre og Romsdal
13 Small fairways and marking measures, corridor 7
14 Vaulane, Herøy, Møre og Romsdal
15 Hummelråsa, Vikna, Nord-Trøndelag
16 Risværflu, Nærøy, Nord-Trøndelag
17 Ringholmen, Aure, Møre og Romsdal
18 Approach north Ålesund, Møre og Romsdal
19 Small fairways and marking measures, corridor 4
20 Grøtøyleden, Steigen, Nordland
21 Leirpollen, Tana, Finnmark
22 Approach Grenland, Porsgrunn/Bamble, Telemark
23 Ytre Steinsund, Solund, Sogn og Fjordane
24 Raftsundet, Vågan/Hadsel, Nordland
25 Ulvesundet, Vågsøy, Sogn og Fjordane
26 Djupflua, Giske, Møre og Romsdal
27 Tjeldsundet, Harstad, Troms
28 Leiskjærsgrunnen, Åfjord, S-Trøndelag
29 Approach Rana, Nordland
30 Stabbsundet, Meløy, Nordland
31 Approach Måløy, Bremanger, Sogn og Fjordane
32 Approach Sandnessjøen, Alstahaug, Nordland
33 Alstahaugfjorden, Alstadhaug, Nordland
5 Approach Risavika, Stavanger, Rogaland
34 Åmøy, Rødøy/Meløy, Nordland
35 Florø øst for Nekkøya, Flora, Sogn og Fjordane
36 Risøyrenna, Andøy, Nordland
37 Approach Farsund, Vest-Agder
38 Hamarøygrunnen, Lødingen, Nordland
39 Inner harbour Stavanger, Rogaland
40 Approach Østre Svolvær, Vågan, Nordland
41 Small fairways and marking measures, corridor 3
42 Approach Kragerø, Telemark
43 Landegode, Bodø, Nordland
44 Bognes - Lødingen, Ballangen, Nordland
45 Flåm, Aurland, Sogn og Fjordane
- 20 per cent
2014-2017
2018 – 2023
605
1 130
24
36
182
66
6
296
32
89
72
20
78
23
220
57
35
15
25
13
7
15
30
10
73
147
113
20
32
Basis
2014-2017
2018 – 2023
836
1 478
24
36
182
66
6
296
121
72
20
20
31
47
23
220
57
35
10
20
25
13
7
15
30
10
10
73
147
113
20
168
37
10
141
187
22
+ 20 per cent
2014-2017
2018 – 2023
1 066
1 823
24
36
182
66
6
296
121
72
30
40
78
23
117
103
13
44
35
25
35
25
13
7
15
30
15
15
73
147
113
20
168
37
10
141
187
47
45
6
11
24
11
9
7
66
34
9
6
28
15
99
18
12
11
+ 45 per cent
2014-2017
2018-2023
1 488
2 455
24
36
182
66
6
296
121
72
40
60
78
23
220
57
35
30
50
25
13
7
15
30
20
20
73
56
99
113
20
168
37
10
141
187
47
45
6
11
24
11
9
7
66
34
9
6
28
15
99
18
12
11
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
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
-20 per cent
NOK 976 mill.
2014-2017
11
11
1) Three alternatives from NOK 165 mill. to NOK 495 mill.
2018 – 2023
430
38
25
46
96
45
30
69
19
32
30
Basis
NOK 1 209 mill.
2014-2017
96
49
25
22
2018 – 2023
556
24
96
45
30
69
19
32
108
102
6
25
+ 20 per cent
NOK 1 451 mill.
2014-2017
302
49
25
46
96
45
30
11
2018 – 2023
865
58
19
32
108
102
6
275
12
22
12
18
21
30
13
17
22
66
4
6
12
10
All figures in NOK 2012-kr.
+ 45 per cent
NOK 1 753 mill.
2014-2017
2018-2023
449
1 086
49
25
46
96
45
30
69
19
32
38
70
102
6
495
12
22
12
18
21
30
13
17
22
66
4
6
12
44
11
94
7
NOK mill. 2012-kr
-20 per cent
Item 30 National roads investments
B
2014-2017
stat
Basis
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
+20 per cent
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
+45 per cent
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
Sum
2014-2023
2018-2023
other
stat
other
stat
other
1. Oslo - Svinesund/Kornsjø
E6 National border/Svinesund - Oslo with connections
Rv 22 Lillestrøm - Fetsund
Rv 110 Simo - Ørbekk
E6 Manglerud prosject
Programme area, planning etc.
Deterioration
(x)
Sum corridor 1
340
340
340
200
100
200
340
100
340
120
40
30
260
220
50
380
260
80
260
260
70
430
300
150
690
560
220
460
330
90
160
370
480
50
640
420
520
410
930
250
1450
660
790
430
160
90
170
160
90
170
160
90
170
160
90
170
160
90
170
340
100
2000
230
200
340
100
200
800
720
480
100
2000
140
200
800
1180
810
2200
2240
2990
2670
830
440
400
160
90
900
170
400
160
90
800
170
400
300
330
1300
600
480
3700
2380
3700
200
1300
900
810
3210
340
100
3700
4140
2. Oslo - Ørje/Magnor
E18 National border/Ørje - Oslo
E18 Melleby - Momarken
E18 Sydhavna
E18 Knapstad - Akershus border and National border - Ørje
E18 Østfold border - Vinterbro (start)
Programme area, planning etc.
Deterioration
x
x
900
180
20
Sum corridor 2a
450
Rv 2 (E16) National border/Magnor - Kløfta and rv 35 (E16) Jessheim - Hokksund with connections
Rv 2 (E16) Kongsvinger - Slomarka
x
360
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.
200
Deterioration
20
Sum corridor 2b
170
360
100
50
540
120
50
260
70
20
440
40
30
700
110
50
300
80
20
460
50
30
760
130
50
270
80
460
50
910
220
580
190
480
30
1060
220
630
190
1410
430
2040
620
1400
570
360
200
150
170
200
340
170
200
340
360
200
150
150
360
200
400
400
150
1200
900
360
200
800
430
150
200
800
430
580
150
470
220
20
280
430
110
630
130
340
140
740
1320
150
850
340
280
370
220
20
380
600
470
220
20
600
720
130
1060
270
430
140
950
170
850
1700
340
1130
150
380
470
220
20
150
280
600
370
220
20
600
2350
1200
900
1380
310
2100
100
1000
480
50
1630
1200
900
400
220
720
1440
170
2950
690
140
3480
2250
2190
2250
470
220
20
600
280
470
220
20
150
280
1500
1500
380
1080
1460
160
90
900
1000
750
130
170
400
1500
3030
2070
360
200
800
620
720
2130
310
150
1200
1280
1080
5140
3710
470
220
20
600
280
3. Oslo - Grenland - Kristiansand - Stavanger
E18 Oslo - Kristiansand and E39 Kristiansand - Stavanger with connections
E18 Gulli - Langåker
E18 Gulli - Langåker, refund
E18 Sky - Langangen
E18 Varodd bridge
Rv 23 Oslofjord tunnel with adjacent road
E18 Lysaker - Høvik
E18 Bommestad - Sky, incl. refund
E18 Rugtvedt - Dørdal
E39 Eiganes tunnel, incl. refund
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 E18
Programme area, planning etc.
Deterioration
Sum corridor 3
x
x
x
1200
300
1500
(x)
1200
100
(x)
175
100
1800
1100
800
300
570
350
725
300
100
300
2500
730
900
300
500
300
670
350
900
400
100
1500
2500
2530
900
1100
1100
500
450
1200
370
475
300
2180
930
1100
1100
300
1550
395
100
100
200
500
360
110
550
300
3400
1250
500
1500
350
550
1100
670
1550
870
400
100
200
500
360
110
550
1500
3400
2180
1250
930
1100
500
600
570
1200
775
300
1500
350
550
360
110
300
750
80
50
1590
450
80
2340
530
130
1070
480
80
2200
730
130
3270
1210
210
2150
830
290
3150
1030
380
5300
1860
670
1670
830
1540
1530
2640
380
4180
1910
2535
5360
5875
5360
8410
10720
4985
5980
9895
8230
14880
14210
7575
1
450
1200
1000
2180
1250
930
1100
500
100
350
95
100
100
200
500
300
2400
500
1500
350
400
8690
550
1300
2300
900
500
200
250
750
650
3250
1030
550
700
900
500
200
250
1450
2150
14075
11400
1100
670
1550
870
400
100
200
500
360
110
550
1300
2600
900
500
200
250
750
650
4920
1860
21650
1500
3400
2180
1250
930
1100
500
1500
350
550
1100
900
500
200
250
1450
2150
20090
4. Stavanger - Bergen - Ålesund - Trondheim
E39 Stavanger - Bergen - Ålesund with connections
E39 Nyborgkrysset, refund
E39 Vågsbotn - Hylkje
E39 Lavik ferry quay
E39 Kvivsvegen
E39 Kvivsvegen, refund
E39 Drægebø - Grytås and Birkeland - Sande N
E39 Svegatjørn - Rådal
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
x
x
x
x
x
(x)
(x)
Sum corridor 4a
E39 Ålesund - Trondheim
E39 Astad - Knuset, refund
E39 Høgkjølen - Harangen
E39 Høgkjølen - Harangen, refund
E39 Betna - Vinjeøra - Stormyra
E39 Ørskogfjellet, slow lane
E39 Lønset - Hjelset
Programme area, planning etc.
Deterioration
x
(x)
(x)
Sum corridor 4b
Rv 9 Kristiansand - Haukeligrend and rv 13/rv 55 Jøsendal - Hella - Sogndal
Rv 9 Krokå - Langeid
Rv 9 Krokå - Langeid, refund
Rv 13 Hardanger bridge
Rv 13 Vossapakken
Rv 13 Vossapakken, refund
Rv 9 Setesdal
Programme area, planning etc.
Deterioration
x
x
x
x
x
30
180
80
20
45
490
30
180
80
20
200
200
550
400
140
820
740
120
1220
880
120
620
700
850
2095
120
2945
120
2030
550
15
400
100
100
15
15
200
390
70
590
70
330
215
460
675
845
105
10
10
20
15
105
10
10
20
15
105
10
10
20
15
30
140
20
Sum corridor 4c
30
180
80
20
45
490
215
30
50
80
30
45
290
1750
500
1900
1020
1000
100
4605
30
180
80
20
45
490
1950
500
30
180
80
20
45
460
590
2450
1640
1700
1900
2450
3350
15
400
100
100
15
320
100
880
160
710
1555
10
10
20
15
105
30
980
1010
6635
550
160
2370
1350
500
400
500
400
400
200
400
2600
1480
1500
2370
6775
30
180
80
20
45
460
1940
500
400
500
400
400
200
30
180
80
20
45
2370
400
2600
2460
2510
3000
10125
460
1330
300
2370
200
300
200
2000
970
1010
5370
4780
4670
610
200
900
1000
400
200
200
800
500
150
1730
1500
8235
400
2300
5000
2000
9700
500
100
15
320
100
500
100
15
320
100
500
100
410
840
230
1250
230
410
300
950
230
300
100
100
845
1670
2515
1445
2180
400
30
10
10
20
15
105
10
10
20
15
105
10
10
20
15
105
200
380
150
30
30
700
30
40
300
610
220
60
1130
60
280
90
20
420
110
20
210
120
20
350
170
560
290
20
320
150
20
550
220
870
370
20
475
20
690
50
490
50
520
1010
50
630
50
770
1400
50
890
70
80
50
500
80
50
1310
80
50
160
5200
50
1510
80
120
300
80
200
80
120
200
600
1050
180
50
1510
80
120
500
600
1050
180
80
1050
80
120
200
50
1550
80
120
500
80
50
50
300
80
50
160
4500
2150
190
1050
180
2150
190
2350
780
20
1060
310
7220
7850
4660
7130
160
350
350
70
120
200
160
180
290
350
350
70
270
490
470
1530
160
1090
160
30
180
80
20
45
460
1940
500
900
1000
400
400
200
1000
500
150
2700
2510
13015
15
320
100
1200
100
300
1360
230
3625
10
10
20
15
105
500
990
370
2370
400
2600
7000
2000
14370
300
100
400
30
100
2020
130
50
1510
80
120
500
600
1050
180
600
2640
780
80
5. Oslo - Bergen/Haugesund with connection via Sogn to Florø
E134 Drammen - Haugesund with connections
E134 Skjold - Solheim
E134 Gvammen - Århus
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
x
(x)
Sum corridor 5b
50
300
470
50
Sum corridor 5a
Rv 7 Hønefoss - Brimnes and rv 52 Gol - Borlaug
Rv 7 Sokna - Ørgenvika
Rv 7 Sokna - Ørgenvika, refund
Rv 7 Bugjelet - Bu, third construction phase, refund
Programme area, planning etc.
Deterioration
300
80
x
x
x
570
80
350
160
790
230
20
1260
280
20
780
210
20
810
310
1400
70
1970
150
1840
4600
2570
160
250
350
70
80
160
260
110
220
350
350
70
150
250
680
1170
160
910
260
350
70
40
30
490
160
4500
50
160
700
50
160
5200
300
4500
1590
520
20
1120
310
20
1230
470
4410
5510
3090
4600
4130
260
350
350
70
90
200
160
170
240
250
350
70
250
400
410
1320
260
1060
160
910
2
50
160
700
2150
190
3250
200
600
700
600
1580
470
1000
3450
1700
50
160
5200
2150
190
1000
8110
8830
160
290
290
350
350
70
410
490
580
1670
160
E16 Sandvika - Bergen with connections
E16 Nes tunnel
E16 Road restructured at Voss
E16 Fønhus - Bagn
Rv 5 Loftesnes bridge
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
x
x
(x)
(x)
20
100
100
280
110
Sum corridor 5c
410
220
570
590
100
1260
20
100
100
220
850
700
220
1670
20
100
100
220
100
1100
390
550
320
1160
210
580
920
710
850
1420
2350
20
100
210
680
100
220
20
70
180
100
2020
1100
1400
920
3510
100
110
1100
600
810
2340
1780
580
700
400
920
300
970
1190
1310
3840
20
70
180
680
700
400
100
110
2020
300
1570
2000
1220
5620
20
70
180
100
500
200
100
110
1100
200
640
810
2530
2520
1510
580
200
200
950
750
300
1310
1190
920
100
1550
650
5480
3220
20
70
180
680
700
400
950
750
300
1950
2000
8000
100
110
2020
300
1550
650
4730
6. Oslo Trondheim with connection to Måløy, Ålesund and Kristiansund
E6 Oslo - Trondheim with connections
E6 Dal - Minnesund, incl. Skabdalen, refund
E6 Minnesund - Skaberud
E6 Sentervegen - Tonstad
Rv 706 Nordre relief road, refund
E6 Nidelv bridge - Grillstad
Rv 150 Uvensplitten - Sinsen
E6 Cross Flyplassvegen, refund
E6 Oppdal center
E6 Frya - Sjoa
Rv 4 Lygna south
E6 Vindalsliene - Korporals bridge
Rv 191 Entry Alnabruterminalen, part 1
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
x
x
x
x
x
x
(x)
(x)
(x)
(x)
185
80
100
50
1390
690
80
20
205
80
100
100
260
230
210
100
260
690
80
230
210
50
1390
205
80
100
50
1390
690
80
230
210
100
260
200
700
1550
100
450
80
300
1750
220
220
400
205
80
100
100
260
1750
100
450
80
300
50
1390
690
80
205
80
100
230
210
x
50
1390
690
80
230
210
100
230
1350
70
2450
2250
220
220
400
360
450
80
300
300
900
1000
840
440
Sum corridor 6a
Rv 3 Kolomoen - Ulsberg with connections
Rv 3 Åsta bridge with adjacent road
Rv 3 Korsan - Gullikstad
Rv 3/rv 25 Ommangsvollen - Grundset/Basthjørnet
Programme area, planning etc.
Deterioration
50
1390
220
220
400
900
1260
1300
205
80
100
100
230
1710
70
450
80
300
300
900
1000
840
440
690
80
230
210
50
1390
205
80
100
230
210
100
2250
220
220
400
900
1260
1300
230
1620
70
350
840
440
2250
90
220
100
80
300
1320
900
1300
820
1840
270
1340
2810
320
2160
1170
250
980
2160
380
1570
3330
630
2550
1920
420
1020
3160
610
1600
5080
1030
2620
1610
420
820
2825
2030
2490
1340
5315
3370
3705
2890
5120
4160
8825
7050
6255
5780
8100
4600
14355
10380
7405
7060
200
200
200
200
200
150
200
150
220
400
1980
1260
1300
970
50
200
50
1390
690
80
1000
600
500
3290
610
10190
500
2100
1290
205
80
100
100
230
1710
70
450
80
300
1320
900
1300
840
440
1000
600
500
4900
1030
2020
2020
2490
2020
310
70
500
130
310
60
460
90
770
150
360
60
Sum corridor 6b
330
260
590
450
380
830
570
700
1270
620
1870
Rv 15 Otta - Måløy
Programme area, planning etc.
Deterioration
110
20
220
30
330
50
140
40
240
60
380
100
230
50
350
70
580
120
290
50
540
70
830
120
Sum corridor 6c
130
250
380
180
300
480
280
420
700
340
610
950
100
350
290
100
350
350
600
380
100
1450
290
100
350
600
580
150
1430
1450
Sum corridor 6d
Rv 70 Oppdal - Kristiansund with connections
Rv 70 Tingvoll - Meisingset
Programme area, planning etc.
Deterioration
Sum corridor 6e
50
340
170
130
70
180
70
200
540
170
230
230
150
30
170
410
230
230
200
70
350
100
270
680
230
290
170
180
50
230
520
1450
260
100
170
810
1450
1330
50
70
90
70
80
60
110
140
110
90
60
130
150
130
40
120
160
80
170
250
90
190
280
290
100
170
1450
440
150
40
3
170
200
50
1620
640
300
140
440
170
2110
2020
190
60
290
1260
1300
500
2100
200
150
880
1110
150
330
60
170
220
220
400
1980
13550
220
40
290
2250
17595
110
20
x
230
210
6490
150
880
750
90
E136 Dombås - Ålesund with connections
E136 Tresfjord bridge
E136 Oppland grense - Rødstøl
E136 Breivika - Lerstad
E136 Flatmark - Monge - Marstein
Programme area, planning etc.
Deterioration
690
80
2070
180
130
300
320
130
310
750
170
1450
1620
7. Trondheim - Bodø with connections to Sweden
E6 Trondheim - Fauske with connections
E6 Værnes - Kvithamar
E6 Harran - Nes bridge
Rv 80 Løding - Vikan
Rv 80 Løding - Vikan, refund
E6 Helgeland, north
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
x
x
x
x
(x)
30
40
20
45
550
30
40
20
45
550
250
30
40
20
45
300
250
300
550
570
150
1000
30
40
20
45
850
570
150
250
300
400
30
40
20
45
750
500
550
300
1400
550
200
1000
200
Sum corridor 7
100
200
150
1300
500
200
400
300
30
40
20
45
850
700
150
1500
500
30
40
20
45
750
500
150
200
100
550
400
1400
300
550
200
1400
300
490
160
290
970
900
40
1460
1060
330
760
740
290
970
1440
40
1730
2180
330
1210
1050
290
1040
1720
40
2250
2770
330
1160
1050
785
290
2420
290
3205
580
1935
1590
3680
990
5615
2580
3845
2040
5010
940
8855
2980
4045
2450
300
200
1120
550
100
690
500
1420
550
100
890
500
1150
550
340
500
190
340
500
1340
550
340
500
100
50
450
370
1340
550
100
50
450
370
1250
1580
1750
2550
3990
7160
60
300
450
300
280
300
450
240
280
300
100
200
200
1300
600
250
500
350
1290
1720
500
150
6310
850
30
40
20
45
850
700
150
1500
700
250
500
350
2450
2770
550
400
1400
300
500
150
10355
3300
1340
550
100
50
450
370
1000
2260
2550
340
500
8. Bodø - Narvik - Tromsø - Kirkenes with connection to Lofoten and Sweden, Finland and Russia
E6 Fauske - Nordkjosbotn with connections
E6 Hålogaland bridge
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
(x)
Sum corridor 8a
E6 Nordkjosbotn - Kirkenes with connections
E105 Storskog - Elvenes
E6 Tana bridge
E105 Elvenes - Hesseng
220
150
500
850
720
1000
290
660
370
1350
1720
1250
300
300
590
1160
200
880
1820
3520
1190
500
970
4770
1390
3170
840
580
970
840
3790
840
150
370
1000
1680
1580
500
4880
500
300
(x)
300
300
300
240
280
230
90
470
450
700
540
380
530
570
780
950
1310
700
740
890
870
1590
1610
Sum corridor 8b
320
1220
1540
1210
1650
2860
1960
2570
4530
Sum item 30 National roads investments
10620
5080
19000
2540
29620
7620
20980
18190
34390
-20 per cent
B
2014-2017
stat
8670
other
2018-2023
stat
other
15710
55370
33900
34980
24070
Basis
Sum
2014-2023
stat
other
2014-2017
stat
other
27460
90280
51530
550
740
450
500
750
1050
870
300
280
300
450
500
750
1600
1610
2110
3680
5790
46770
36010
+20 per cent
2018-2023
stat
55300
60
other
Sum
2014-2023
stat
other
2014-2017
stat
other
2018-2023
stat
other
71370
44450
stat
other
2014-2017
stat
other
2018-2023
stat
other
Sum
2014-2023
stat
other
150
150
150
150
60
90
150
60
90
150
Sum corridor 3
150
150
150
150
60
90
150
60
90
150
4. Stavanger - Bergen - Ålesund - Trondheim
x
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
4
80460
+45 per cent
Sum
2014-2023
E18 Oslo - Kristiansand and E39 Kristiansand - Stavanger with connections
E39 Holmenfoss - Try
Sum corridor 4a
1340
118140
3. Oslo - Grenland - Kristiansand - Stavanger
E39 Stavanger - Bergen - Ålesund with connections
E39 Hjartåberga
500
x
Rv 94 Skaidi - Hammerfest
E6 Nordkjosbotn - Hatteng
E6 Sørkjosfjellet
Programme area, planning etc.
Deterioration
Item 31 Avalanche protection
100
50
300
Rv 9 Kristiansand - Haukeligrend and rv 13/rv 55 Jøsendal - Hella - Sogndal
Rv 13 Bugjelet - Brimnes, refund
Rv 13 Skjervet, refund
Rv 13 Deildo
Rv 13 Joberget (Øvre Vassenden)
Rv 13 Vik - Vangsnes
Rv 13 Låtefoss
Rv 13 Odda - Tyssedal
x
x
Sum corridor 4c
35
90
200
140
465
160
160
40
20
300
360
35
90
240
160
300
825
160
160
35
90
200
140
465
160
160
40
20
300
360
35
90
240
160
300
825
35
90
240
160
160
160
525
300
50
35
90
240
160
300
50
350
875
160
160
160
160
35
90
240
160
300
825
160
50
500
35
90
240
160
300
50
500
550
1375
160
160
160
5. Oslo - Bergen/Haugesund with connection via Sogn to Florø
E134 Drammen - Haugesund with connections
Rv 13 Tysdalsvatnet
Rv 13 Tysdalsvatnet, refund
x
x
Sum corridor 5a
50
260
50
260
50
260
50
260
50
260
50
260
50
260
50
260
310
310
310
310
310
310
310
310
Rv 7 Hønefoss - Brimnes and rv 52 Gol - Borlaug
Rv 7 Kyskredo
50
50
50
50
Sum corridor 5b
50
50
50
50
250
700
400
100
250
700
400
100
250
700
500
100
100
250
700
600
100
1350
1450
200
1550
1750
E16 Sandvika - Bergen with connections
E16 Bergsund
E16 Kvamskleiva
E16 Nærøydalen
Rv 5 Kjøsnesfjorden
E16 Kråkeberget
(x)
100
250
290
Sum corridor 5c
100
540
100
250
290
100
250
700
640
100
100
250
700
100
100
100
950
1050
Rv 15 Otta - Måløy
Rv 15 Knutstugugrove
Rv 15 Strynefjellet
70
400
70
400
70
400
70
400
70
600
70
600
Sum corridor 6c
470
470
470
470
670
670
85
100
90
100
85
100
90
100
85
100
90
100
100
185
90
100
185
90
100
185
90
6. Oslo Trondheim with connection to Måløy, Ålesund and Kristiansund
E136 Dombås - Ålesund with connections
E136 Vågstrand tunnel
E136 Dølsteinfonna and Fantebrauta
x
Sum corridor 6d
Rv 70 Oppdal - Kristiansund with connections
Rv 70 Oppdølstranda
85
85
x
Sum corridor 6e
90
90
85
100
90
100
100
185
90
85
85
90
90
85
85
90
90
85
85
90
90
220
220
220
220
220
220
220
220
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
Sum corridor 7
200
200
200
200
200
200
160
170
120
100
160
170
120
100
160
170
120
100
160
170
120
100
120
100
160
170
120
100
8. Bodø - Narvik - Tromsø - Kirkenes with connection to Lofoten and mot Sweden, Finland and Russia
E6 Fauske - Nordkjosbotn with connections
E10 Solbjørnneset - Hamnøy
E10 Trældal - Leirvik
E10 Vest-Lofoten
E8 Lavangsdalen
Sum corridor 8a
E6 Nordkjosbotn - Kirkenes with connections
E6 Indre Nordnes - Skardalen
E69 Skarvberg tunnel
Rv 93 Kløfta
Sum corridor 8a
Sum item 31 Avalanche protection
x
(x)
160
170
160
170
330
160
170
330
330
220
550
330
220
550
330
220
550
50
750
500
800
500
650
150
500
200
800
500
200
730
70
500
200
800
500
200
730
70
500
200
800
500
200
50
1250
1300
650
850
1500
730
770
1500
730
770
1500
2400
4000
3300
5500
3600
6000
4200
7000
1600
250
250
2200
250
250
2400
5
250
250
2800
250
250
-20 per cent
Item 35 Bjørvika
B
2014-2017
stat
Basis
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
+20 per cent
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
+45 per cent
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
Sum
2014-2023
2018-2023
other
stat
other
stat
other
3. Oslo - Grenland - Kristiansand - Stavanger
E18 Oslo - Kristiansand and E39 Kristiansand - Stavanger with connections
E18 Bjørvikaprosjektet
x
Sum item 35 Bjørvika
30
230
30
230
30
230
30
230
30
230
30
230
30
230
30
230
30
230
30
230
30
230
30
230
30
230
30
230
30
230
30
230
-20 per cent
Item 36 E16 Filefjell
B
2014-2017
stat
Basis
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
+20 per cent
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
+45 per cent
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
Sum
2014-2023
2018-2023
other
stat
other
stat
other
5. Oslo - Bergen/Haugesund with connection via Sogn to Florø
E16 Sandvika - Bergen with connections
E16 Smedalsosen - Maristova - Borlaug
E16 Varpe bridge - Otrøosen - Smedalsosen
E16 Øye - Eids bridge
x
Sum item 36 E16 Filefjell
250
730
250
1230
50
250
730
300
250
730
250
50
1280
1230
-20 per cent
Item 37 E6 west of Alta
B
2014-2017
stat
stat
250
730
250
50
1280
1230
Basis
Sum
2014-2023
2018-2023
other
50
250
730
300
other
stat
2014-2017
other
stat
stat
250
730
250
50
250
730
300
50
1280
1230
50
1280
+20 per cent
Sum
2014-2023
2018-2023
other
50
250
730
300
other
stat
2014-2017
other
stat
+45 per cent
Sum
2014-2023
2018-2023
other
stat
other
stat
2014-2017
other
stat
Sum
2014-2023
2018-2023
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
E6 Halselv - Sandelv - Møllnes
E6 Storsandnes - Langnesbukt
Sum item 37 E6 west of Alta
Sum investments
x
(x)
20
610
490
1120
14600
5560
50
20
610
540
20
610
490
50
1170
1120
21500
2540
36100
8100
25560
18670
50
20
610
540
20
610
490
50
1170
1120
37790
15710
63350
34380
39760
6
24550
50
20
610
540
20
610
490
50
20
610
540
50
1170
1120
50
1170
59000
27460
98760
52010
51950
36490
75670
44450
127620
80940
R83
R85
R85
E6
Evenes
Narvik
E10
Measures ,
Ofotbanen
R827
R827
Værøy
Bodø
R80
R77
Mo i Rana
E12
Rail Projects
Mosjøen
Nordlandsbanen
R73
E6
Elektrification, Trønderbanen
Steinkjer
Trondheim
Rail terminal
E14
Basis
E39
R70
Molde
+45 percent
E39
Åndalsnes
Raumabanen
R658
E39
E39
R15
Florø
Gjøvik
Tynset
E136
E39
Røros
R70
Dombås
Rørosbanen
R15
KleverudSørli
Otta
R5
R5
Dovrebanen
R55
Lillehammer R3
R5
R13
Voss
Bergen
Ulrikken tunnel
R25
R52
Bergensbanen
R13
E16
R7
E16
R2
Alnabru
E134
E39
R36
Stavanger
Sandnes
E18
R23 E18
Vestfoldbanen
R9
R40
R41
R42
R19
R110
Larvik
Arendal
DrammenKobbervik
VestfoldØstfoldbanen
banen
eller
R22
HolmHolmestrandNykirke
R111
R21
BarkåkerNykirke
30 60
120
SandbuktaMoss-Såstad
Tønsberg
Fredrikstad
Sandefjord
Kristiansand
180
Moss
Porsgrunn
Sørlandsbanen
0
Follobanen
Oslo-Ski
Drammen
Østfoldbanen
Moss
E19
Grenland
R13
E16
Oslo
R35
Drammen
Alnabru
Alnabru, part1
Oslo
R20
R4
R7
R13
Kongsvingerbanen
Hamar
Gjøvik R25
Solørbanen
E134
Haugesund
LangsetKleverud
Bergensbanen
E39
R44
Hamar
Dovrebanen
240
Kilometer
FarriseidetPorsgrunn
Larvik
Halden
0
5
10
20
30
40
Kilometer
Gjesvær
Skarsvåg
Gamvik
Mehamn
Kamøyvær
Honningsvåg
Sørvær
Breivikbotn
Kiberg
Svartnes
Leirpollen
Hammerfest
Polarbase Melkøya
Årviksand
Kristoffervalen
Skjervøy
Arnøyhamn
Vengsøy
Kvalsundet
Tromsø
Tromvik
Sommarøy
Brensholmen
Båtsfjord
Kirkenes
Alta
Andenes
Risøyrenna II
Hovden
Laukvik
Raftsundet
Napp Svolvær
Engenes
Harstad
Tjeldsundet
Narvik
Bognes-Lødingen
Hamarøygrunnen
Grøtøyleden
Røst
Landegode
Approach Bodø
Bodø
Stabbsundet
Olstokvær
Åmøysundet
Approach Mo i Rana
Mo i Rana
Approach to Sandnessjøen
Alstahaugfjorden-Tjøtta
0
40
80
Development and maintenance
Fairways
National ports
Fishing ports
Coastal network
120
160
Nm
Risværflu
Hummelråsa
Leiskjærsgrunnen
Tjeldbergodden
Ringholmen
Trondheim
Kristiansund
Nyhamna
Hjertøysundet
Measures Ålesund
Roald
Djupflua
Ålesund
Vaulane Fosnavåg
Gjerdsvika
Approach Ulvesundet
Kalvåg
Måløy
Skatestraumen-Bremagrunnen
Florø
Flora
Ytre Steinsund
Mongstad
Approach Flåm
Sture Skjellangersundet
Færøyfluene
Bergen
Approach Oslo
Karmsund
Oslo
Drammen
Kårstø
Stavanger/Sandnes
Grenland
Approch Stavanger
Approach Grenland
Moss
Tønsberg
Borg
Larvik IApproach
Borg
nnseiling Borg
Approach Kragerø
Egersund
Approach Farsund
Kristiansand
0
30
60
Development and maintenance
Fairways
National ports
Fishing ports
Coastal network
90
120
Nm
Road Projects
E69
Rv 94 Skaidi - Hammerfest
E75
E69 Skarvbergtunnelen
E6 Tana bru
Rv 94
E6 Storsandnes - Langnesbukt
E6 Halselv - Sandelv - Møllnes
E6 Sørkjosfjellet
E8 Adkomst Tromsø havn, Breivika
E6 Nordkjosbotn - Hatteng
E8 Riksgrensen - Skibotn
E6
E10 Vest-Lofoten
(andre delstrekninger)
Rv 93
Rv 83
E10/rv85 Tjeldsund - Gullesfjordbotn Langvassbukt (start)
Rv 92
Rv 92
E8
E6 Hålogalandsbrua
E10 Trældal - Leirvik
E6 Omlegging forbi Ballangen sentrum
Rv 827
E10
E6 Ulvsvågskaret
E10 Solbjørnneset - Hamnøy
E6 Kråkmofjellet sør og nord
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
Avalanche protection measures (basis)
E6 Selli - Asp - Sem
Avalanche protection measures (+20%)
Avalanche protection measures (+45%)
E6 Kvithamar - Åsen (start)
Projects that are prioritized (basis)
E14
E6 Være-, Stavsjø og Helltunnelen
0
50
100
200 Km
E105
E105 Elvenes - Hesseng
Rv 93 Kløfta
E6 Indre Nordnes - Skardalen
E8 Sørbotn - Laukslett
E8 Lavangsdalen
E6
E6
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