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The Transport Initiative The Transport Initiative PROPOSAL FOR A SUSTAINABLE TRANSPORT SYSTEM IN NORWAY Published by the Confederation of Norwegian Enterprise (NHO) Department of Innovation English edition published December 2007 Number of copies printed: 500 Design by Kaland Marketing Cover Photo by ScandinavianStockPhoto Printed by SandnesTrykkeri. ISBN 978-82-7511-108-9 Developed for the NHO by Asplan Viak AS, Project Manager Hanne Bertnes Norli based on suggestions from the entire NHO Community. Copyright to the maps used herein belongs to the Confederation of Norwegian Enterprise. 02/03 The Transport Initiative Proposal for a Sustainable Transport System in Norway The Confederation of Norwegian Enterprise’s Proposal for Action Plan- 9 Priority Areas and 30 Measures. The Confederation of Norwegian Enterprise’s (NHO) pro- We propose the following measures: posal for Action Plan is based on our transport policy docu- 1. Improve the coordination between ment The Transport Initiative. The objective of the Trans- Avinor, the Public Roads Admin- port Initiative is two-fold: istration, the Norwegian National 1. To increase the knowledge about the correlation between Rail Administration, the Norwegian transport and corporate competitiveness. Coastal Administration, municipal 2. To influence the authorities to adopt framework condi- harbour enterprises and the plan- tions for the transport policy area which will contribute ning and regulation authorities in to growth and value creation for the private sector relation to the planning and imple- throughout the country. mentation of transport measures. 2. Assign the responsibility for har- The NHO proposes a transport strategy in which: bour planning to the Ministry of • The current investment level for the trunk transport Transport and Communications to network is speeded up from 50 years to 20 years. ensure better coordination between • The heaviest investments primarily to be implemented intermodal logistics intersections, early in this 20-year period. including rational design of termi- nals, good land-use planning and The main focus of this document is on maintenance and efficient road and railroad connec- development of the trunk transport network and is there- tions. fore first and foremost the NHO’s input in relation to the 3. Strengthen the Norwegian National National Transport Plan (NTP) for 2010-2019, a white Rail Administration’s planning com- paper from the Norwegian government. petence through recruitment and the establishment of a separate plan- In a Transport Strategy for Norway, the cities and the rural ning section based on a model used districts cannot be depicted as being in opposition to one by the Public Roads Administration. another. The cities function as the hub of corporate trans- 4. Establish a separate unite directly ports whereas the districts are needed to preserve the set- under the Ministry of Transport and tlement pattern in Norway. The Transport Strategy should Communications whose task will therefore have a two-dimensional aim: be to coordinate the sector plans 1. To reduce bottlenecks and accessibility problems in the and to ensure a coordinated national cities and to prevent problems linked to centralisation. transport strategy. 2. To provide increased access to the districts and counter- act centralisation/relieve the city regions. 2. INCREASED INVESTMENTS IN THE TRUNK TRANSPORT NETWORK 1. NEW ORGANISATION TO ENSURE BETTER The authorities must facilitate for a COORDINATION transportsystem which will lay down For a long time, transport planning in Norway has been the basis for continued sustainable characterised by sectoral thinking. Therefore, there is economic growth in Norway. The re- currently a need for increased and better coordination be- ports on the trunk transport networks tween authorities. The National Transport Plan reveals a for roads and railroads indicate an willingness to increase coordination between authorities. increase in investments compared to However it is important that this coordination becomes earlier planning periods. At the same real and that it is implemented both nationally and region- time it is evident from the reports that ally. A measure which does not cost much is better organi- the investment lift primarily will be sation of the public government agencies. This will again spent on attempts to remedy the in- result in better coordination and comprehensive solutions vestment lag and upgrading the trans- to be implemented which will yield significant benefits for port network to a minimum standard. the transport system users. The overall investment requirements for the trunk trans- port network equal approximately NOK 400 billion. Based on the current investment framework, it will take at least 50 years to implement the measures presented by Avinor, the Public Roads Administration, the Norwegian National Rail Administration, the Norwegian Coastal Administration – something which gives us a clear indication of the need to speed up investments in the transport sector. Speeding up the investment rate for the trunk transport network includ- ing investments in railroad measures while ensuring rail and trunk road access to all major ports would contribute to increased predictability for contractors and provide oppor- tunities for increasing the development capacity in Norway. We propose the following measures: 1. Implement the measures relating to the trunk transport network proposed by the transport authorities within the next 20 years. 3. TRUNK ROADS AND SUPPLY ROADS – A KEY PRIORITY AREA The trunk roads are the aorta of the transport system in Norway, linking together different parts and different regions of this country and providing a gateway to Europe and the outside world. The trunk roads are also very signif- icant for heavy cargo transport and the regions need them to maintain their population and thus supply the private sector with qualified labour. The Public Road Administration recommends a strategy for the upcoming NTP period which gives priority to up- Figure 1 NHOs recommendations for the trunk road network (motorway). grading roads of poor quality to a minimum standard. This is in effect a strategy which gives priority to low traffic the effort to broaden its road width) roads over major trunk road measures with documented due to the importance this has for socioeconomic benefits and positive regional effects. The the long distance transportation private sector holds the opinion that it is necessary to give of goods. priority to trunk road measures. 2. Improve the link between infra- structure planning and the private An increased effort in relation to better roads and public sector’s transportation needs. transport linking together towns and cities with their 3. Work actively for better roads and adjoining suburbs and surrounding areas are required in better public transport which serves order for the regions to maintain their population and thus to connect suburbs and the greater supply the private sector with qualified labour. areas surrounding towns and cities to the city centres. Several aspects influence the transport needs of Norwegian enterprises, such as whether they produce goods or services, 4. INCREASED INVESTMENTS MUST whether the transport in question involves transportation BE FOLLOWED BY MAINTENANCE to households, businesses or other. Different sectors have BUDGETS different transport needs. A better link between infrastruc- The maintenance requirements for ture planning and regional development planning would newly constructed roads are lower in the end improve corporate competitiveness. than for older roads. Investments in new road projects would therefore We propose the following measures: reduce the maintenance requirements 1. Implement the Public Roads Administration’s strategy per metre of road. At the same time, with regard to prioritisation of important roads for the there is currently a major maintenance upcoming NTP period, c.f. figure 1: lag in relation to roads. A required rais- a) This includes E18, E6, E39 and Rv7/52. ing of the standard for the existing b) In addition E136 between Ålesund and Dombås, E134 neglected trunk network must there- across Haukeli, Rv3 through Østerdalen (continuing fore not have a negative impact on the 04/05 establishment of new road connections in the trunk road d. Speed up the remote control network. project and lay two extra cross- over tracks in Dunderlandsdalen We propose the following measures: and Saltfjellet (the Nordland Line). 1. Give priority to both new investments and maintenance e. Track extension to Lillestrøm of the trunk road network. Do not view the two as being and capacity increase at Årnes in opposition to one another. (the Kongsvinger Line). f. Ensure high quality and better 5. INCREASED PRIORITY TO RAILWAY- FREIGHT predictability for the Artic Rail TRANSPORT ON LONGER STRETCHES AND Express (The ARE Train). PASSENGER TRAFFIC IN THE CITIES g. Reduce the number of bottlenecks In order to achieve a significant transfer of freight traffic in several places along the railroad from roads to rail, it is absolutely vital to prioritise meas- stretch between Alnabru and Hal- ures designed to increase the predictability for rail freight den (the Østfold Line.) transport. Using the railroad to transport goods is first and 6. Give increased priority to passenger foremost competitive on longer railroad stretches. This transport by rail in the areas sur- indicate that the authorities should give priority to ensur- rounding major cities. ing increased capacity
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