Earlier, it was said that Fornebubanen be able to be completed in 2021. Now it is more realistic that the first flight will be in 2024. The reasons for the delay are many.
Besides the funding, it has taken a long time to agree on who should be the builder. The question was assessed of two different community council, and ended with the creation of a new agency.
Also reguleringsplanen for the part of the path you want to go in Oslo, is far behind schedule. Aftenposten has reviewed the minutes of the meetings between the agency and the Router.
Difficult collaboration
They draw a picture of a sometimes difficult cooperation between the public-owned company and the agency. It makes the planning process drag out in time. The agency is going all the time with proposals for comprehensive solutions, while the Router attempts to limit the scope.
First 11. november last year sent Glass into the agency accepted as a complete planforslag. It is far after the original dates. Early in the process was hoped to deliver a complete proposal in June 2015. The deadline was shifted four times.
Slide constantly on deadline
the Discussions in progress in several months of time before there is agreement.
– There are a growing up thing which means that we must adjust the plan. This is a complex planning process, and it is natural that it comes up things along the way, but the way the interaction works, makes it very unpredictable and irrational, ” says utviklingsdirektør Hanne Bertnes Led in the Router.
– There has been a strange process
Early in the process were Routes agreed with the agency about limiting the project as much as possible, to be able to focus on the T-path. Along the way, experienced the Routes that they were treated as any other developer.
It is a strange process. We find it strange that we are treated like any other developer. When the two municipal companies will be working for the same political objectives, is it any wonder that we should throw the ball that way, ” says Led.
Plan and bygningsetaten say they have the same goals as the Router, but that the rules are the same for all.
Both the substantive and formal requirements for what a development plan shall include, apply to all. Such sets are treated equally. But we seek to find solutions to the community’s best together with the Routes, ” says Andreas Vaa Bermann, head of department for områdeutvikling in the Plan – and bygningsetaten.
1996: It shall be built light rail to Fornebu before release to homes and businesses, determines the government.
2003: Akershus county council adopts for the second time that it shall be built.
2007: Akershus county council adopts that are to be built, tram.
2011: Diamonds recommends that it should be built Underground.
2012: the counties of Akershus and Oslo are agreed to build the T-bane to the A-house and Fornebu with a mixture of state capital and borrowing.
2015: the Government promises to contribute 50% of the cost of Fornebubanen.
2015: Reguleringsplanen for the part of the path that should go in Bærum is ready.
2016: It is agreed Oslopakke 3 and money to Fornebubanen.
2016: There shall be created a separate agency, which should be the builder.
2023-2024: Planned completion.
PBE would have doom, but went reluctantly with the parklokk
One of the differences is about a transition from Vækerø T-station over the E18 to the seaside. The metro station will be located north of the highway.
In march of 2015, insisted the Plan – and bygningsetaten that there would be an underpass from the station, under the road to the seaside.
One underpass will be for long that many will use it, and since the closure of the E18 was out of the question, it would have to be even deeper and longer than suggested, pointed out the Routes.
Plan and bygningsetaten stood firmly on that they wanted to regulate a downfall. So did they also after that the Routes in may presented a note that showed the challenges.
“Green, attractive gangforbindelse”
First at the end of august 2015 accepts the agency that it should not be built to a downfall. But they put a new proposal on the table: It shall be built a parklokk over the E18, “a green lid, which provides an attractive gangforbindelse that crosses the E18 to the seaside”.
In October 2015 suggest Routes that one instead expands the sidewalk on a bridge that already exists. PBE stands on his own.
First, in February 2016, PBE on the claim. They do not require that there be prepared a completely alternative with parklokk, but that reguleringsplanen should open that there can be a lid in the future.
In the course of 11 months has a downfall with a generous width, has become a green and attractive parklokk, but in practice ended up as an extended sidewalk.
– Discussions around these solutions has gone in parallel with the rest of the planning of the Fornebubanen, but more of the required avklaringene to arrive at the final solution at Vækerø, could probably have happened faster. But this alone has not delayed the planning, ” says Bermann in the Plan – and bygningsetaten.
This is not the only proposal the agency has come up with, as the Routes have were on the.
Think they both should have been responsible
the Planning of the “Hoffsdiagonalen”, a road access under the railway line at Skøyen, which connects to the E18, have also been discussed. The problem is that the Norwegian national rail administration would come with an opposition, which could delay the project by several years.
It was a kjempediskusjon. Parklokket and especially Hoffsdiagonalen was difficult, ” says Led.
Several smaller discussions have also taken place, among other things, whether gatebredden in Hoffsveien, the opening of a stream or how in a hundepark riggområdet for the construction can be.
– What should be done to get faster progress?
– If we had been common responsible from day one, I think it would improved the process, ” says Led.
She doesn’t think Plan – and bygningsetaten want to trainers process, but they are not measured on how long they use before the Router has sent over the plan’s proposals.
the Clock to Plan and bygningsetaten begins to run when they have had a complete planforslag, thus they have unfortunately, the incentives to postpone the time when the measurement starts.
– It takes time to develop such a great work
– No, we do not have incentives to delay when the clock starts. It starts when the Router sends a complete planforslag, and then the proposals must be complete, ” says Vaa Bermann in the Plan – and bygningsetaten.
– We see all of the benefits of that Fornebubanen be realised quickly, he stresses.
He believes that the clarifications that for example Hoffsdiagonalen leads to that the time goes by, but that it is natural in such a process.
– It is difficult to do it differently. It is impossible to have any matters clarified in advance when starting a planprosess. I have never experienced that a planforslag done from day one.
He does not experience that the Plan – and bygningsetaten and Router are working against each other.
– This is a large and complex zoning for a kjempetiltak for Oslo and Bærum. In such a process do you go through the large grips and the detailed solutions for each location. It takes time to plan and develop such a large work.
– Natural that it takes a long time
research leader Aud Tennøy by the Institute of transport believes that it is natural that reguleringsarbeidet takes a long time for a project that Fornebubanen.
Such projects is giant. It is a long process where one cannot overskue everything from the start. There are large areas and many links, and it is important to get to good solutions when building banestruktur that creates barrièrer in the urban landscape, ” says Tennøy.
She emphasizes that she has not gone into reguleringsarbeidet for Fornebubanen, but says one must reckon with the fact that such projects take a long time.
– It is simply very large and complex projects, and it is the Plan – and bygningsetatens job to ensure that solutions are best for the city. But it is easy to see that the developer is frustrated.
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