- The debate goes high on E18 from the west towards Oslo
- Aftenposten has gone through a more than 400-year history on the road
- It is full of broken promises and grandiose plans that never came to be
D t is best to enjoy E18 from the west at night. Then people in Asker and gone to bed, and traffic is the way it was meant to be when the road was built. Thus highway traffic between Drammen and Oslo.
Will vary in width, with a base of 3 + 3 bilfelt.
Go partly in tunnel
In addition bussvei parallel with car road with fields in both directions
Separate bicycle paths will follow route to Oslo, several places will be added sidewalks to pedestrians .
In addition, the current E18-pathways be rebuilt. It shall act as a hovedlokalvei, where the speed limit is reduced. In principle, however, the current number of fields are retained. The road is needed to get off and on the new E18.
Source: Knut Gløersen, leader of the Norwegian Public Roads project with new E18
It says Stein Fyksen, former veisjef in Akershus and one of many that have tried to speed up the new E18 Asker-Lysaker. He is far from the only one that has failed.
Ever since E18 with four lanes was completed through Bærum in the late 1960s, and lokalkbefolkningen threw themselves over it in a scope no somehow had expected, has People stood in line to save the road from the ever-growing traffic problems.
The mayor supplied by the window
We’re talking work over more than 40 years.
one starts about halfway into this race dolls Bærum Mayor Gunnar Dig Dahl (H) name up. He reigned mayor office in Sandvika throughout the 1980s, and from their windows, he could study daily misery.
In 1985, he called into Stein Fyksen and veidirektør Eskild Jensen on the carpet. He wanted to know why it did not go faster with plans for the new E18.
After the meeting shall intensity of work have increased somewhat. And in 1988 existed “Proposition 96″.
Ba king for help to accelerate national road network
“Prop 96″ is a milestone in the history E18s. This is where the term “Western Corridor” first appears. But “Prop 96″ reveals not least broken promises, 1980s thinking about the country’s busiest road, and the price for not to do something.
As stated in the document:
- If the new E18 had been completed, the costs for industry, public service and each user will be approximately two billion. kroner less pr. year.
- The number of cars per. capita in Oslo and Akershus expected to increase by 40-70 percent.
- New E18 can be completed in the years 2002-2005. But existing E18 must first utilized optimally so that the new E18 in separate lanes may be delayed.
- Construction of separate bus lanes where buses going as fast forward as the rest of the traffic is considered as unnecessary use of resources.
“Prop 96″ ends with that request “At Your Majesty (King Olav V) approves and signs a submitted draft to Parliament on acceleration of development of the national road network in the Oslo area» . As has been the practice for such documents.
Are you unsure of how today’s E18 project looks like? Here are 11 key points
When the famous Jar line ended in tray
But “Prop 96″ was not taken into account. It suffered the same fate as many reports, studies, analyzes and municipal plans for the road has suffered, since the early 1970s.
Around 1970, hoping related to the proposal Jar-line. A highway for local traffic that would relieve E18 and go straight through Bekkestua and other agglomerations.
So topical was Jar-line that one the same way as today bought a number of private houses, to make room.
But “Jar-line” was never realized. Neither “Outer corridor,” a highway alternative that would follow islands and peninsulas to Oslo, via Slependen, Kalvøya, Fornebulandet and Bygdøy.
Bærum had way – it had not “Outer Senja»
– I helped to kill Jar line. There was no good solution, says Odd Reinsfelt, who sat in the council in Bærum from 1974. He participated as deputy chairman at the meeting with Gravdahl in 1985.
Since the later mayor and today retired 74-year-old followed close eye on what’s happened.
– Why was not new E18 some of the time or since?
– I think it had with the Parliamentary Composition to do. Who would use 18 billion. Which have already had a road, while they had no way of “Outer Senja”?
– Long also planned road and rail authorities separately, which is not brought forward for E18 . Later met thoughts about maximum tunnels resistance from road authorities. And so did public transport wind in its sails, says Reinsfelt.
– E18 has just landed further back in the queue
In the early 1980s set the current functioning veidirektør, Lars Aksnes and made note a bypakke. Which roads in Oslo area should be developed? All the projects that are relevant today, as the new E18, came with the note. Some years later the Oslo Package 1 a fact.
– Since E18 participated in all plans, including Oslopakke 3. Several times it has been set aside money. But all the time, other projects come into focus, as E16. New E18 has just come further and further into the lesson, says Aksnes.
The “speed freaks” dentist and the relative who will build the road
It was a summer day in 1922 that a dentist Knut Gløersen swept through Sandvika in 27 km / h, despite Bærum presidency had adopted a maximum limit of 24 km / h. (Trucks were only allowed to run for 15 km / h.)
Bekkestua Vels 50th report from 1972 says nothing about the road conditions at the time. Nor nothing about how speed control was completed.
Regardless, it is the dentist relative and namesake Knut Gløersen who as project manager in NPRA realize today proposed new E18.
If not politicians not turn. Again.
Has worked with new E18 for 20 years
Knut Gløersen has worked in the Road Administration since 1971, with new E18 since 1995, and as a project manager since 2003.
It has since, after all, something happened along this road, says Gløersen.
– There have been some extensions. Like when you squeezed into six fields in the same width which previously had four. It was before my time, he said.
– What is special about this road project?
– It has to be complexities. Ambitions are many, and they come into conflict with each other, says Gløersen.
– Exceptionally you to buy houses before zoning exists
– So it is quite exceptional that we have received approval for buying property until there is an approved zoning. It is not in keeping with the standard process, says the project manager.
– But there are exemptions, and the issue has been raised both in government and parliament. It gives such people the opportunity to remain, at least until 2018, although we bought the house.
– What have all these years of planning cost, consulting included?
– The price is high when you do things again, when it becomes delays. We are talking about 300 million. There are high standards of what we should do, and there are many heavy surveys such as soil investigations, says Gløersen.
(According to a rule of thumb you get over two km of brand new four-lane highway for 300 million, editor.)
1647 When King Frederick III traveling from the west to Christiania is “The Drammenske Kongevei” passable only by sleigh in winter. The king therefore take the sea route.
1664 Former court servant Christen Andersen seeking to have keep a few horses and some beds, and the right to pouring beer and spirits “by the old Vey through Sandvigen.”
1677 The road between Drammen and Oslo are probably executable. (When the highway between the cities was completed in 1977 got Festschrift name “Drammensveien 300 years”.)
1859 A new frame path “along sea ”stands ready, after the old road in places went inland. in. That railway is appearing in 1872 and placed across the road at Lysaker creates considerable irritation.
1934 Drammensveien led past city hall in Sandvika, “outside of the center,” as it is called.
1937 3500 vehicles passing daily over Sandvik Bridge .
1958 In August this year reports Aftenposten that works with Drammensveien in Oslo and Bærum “has exceeded fast forward the last time” . It noted at between 1,200 cars per hour, average per. day measured in 1957 to 3700 cars. (I 2015 is the 3700 cars on the road – now in session.)
1960 The municipal council in Bærum adopts that it will “oppose Drammensveien by further development as far as possible be fasadefri, as it presupposes the extent necessary Provide lateral and parallel roads.” Reason being expropriated, houses removed and roads must be changed.
1964 The preliminary final part of E18, past Sandvika, commencing for Bærums part. In 1969 is the way finished to Slependen.
1969 In October this year, warns director Erik Ribu in Closely Rafik Committee for the Oslo area through Aftenposten that it will be necessary to build new highway westwards, in 1980 -year. He thinks about Jar-line, which should relieve Drammensveien and associated with a projected motorway through Oslo. Ribu denies that traffic growth will force a ban on private cars in the city center.
1970 ies. Jar-line falls. Work continues with the planning of new E18, without great progress.
1972 The bridge over Fornebu junction, called SAS bridge, built Flights, bus and other private companies. It was supposed to be temporary, but described first in 1987.
Around decades shifted 1970-1980 follow Bærum buses continued practice of crossing Outgoing freeway field at Lysaker, on the way to Oslo.
1980 ies. Today’s functioning veidirektør Lars Aksnes create a note for a bypakke. Some years later are Oslopakke 1.
1986 Aftenposten reviews «Oslopakke» first time, under the title: “A penny for road network means two in the piggy bank. “
1987 Measurements of air along E18 in Bærum shows tars on a par with the ten years earlier were measured in Rådhusgata, then referred to as Oslo’s most polluted street.
1990 numeral E18 through Bærum expanded in the longer stretch to three fields in each direction, where before there went two, without the actual road width expands.
2002 An impact assessment for new E18 presented. A first municipal adopted in 2006 . But then put the brakes on.
2011 Road Administration presents a so-called screening report where several solutions to the new E18 is presented. It meets requirements of several tunnels.
2013 The plan is submitted to the new E18 Asker-Lysaker as Road Administration jobs for today. Long tunnels past Sandvika and Nanaimo.
2014 In March responds Aftenposten readers across the country on what is most important of 18 national road projects. New E18 is pointed out as no. 3.
2015 The debate on the new E18 recurs high.
2016 For spring awaits new renegotiation of the Oslo Package 3.
If the plan from 2013 is held to the new E18 stand ready in 2023 .
Sources: “Equestrian trail, Kongevei, Highway” by Jacob and Kirsten Jacobsen, 1972 Baerum historielag, project manager Knut Gløersen, SVV, Aftenposten, Wikipedia
Read the facts matter of the development of E18 through more than 400 years
– Is it possible to expand E18 powerful without traffic and emissions increases, so politicians of Labor, Right , KrF and Left requires to support development?
– It depends on what measures they are ready to adopt. In fact, traffic lower now than it was when Fornebu airport. Our traffic models show no extreme increase in traffic resulting from road development, in general.
(For Dagsavisen has Aps Governing Mayor candidate Raymond Johansen stated that E18 was filled up within two weeks after the airport at Fornebu was closed. Editor’s note.)
– Traffic growth comes as a result of land development of a whole region, says Gløersen.
– The development must be combined with solid commitment to mass transit. We also noted that one should look at payment means and parking restrictions. Especially to liquidate parking facilities at workplaces have effect. It must be accepted that there be some less pleasant instruments used.
– Remember that about half of the traffic during the day commercial transport. It is passenger transport to be held at the same level as before, says Gløersen.
– How does it affect you that politicians continue to discuss the way though now working to realize new E18 ?
– It affects me personally. This I have a relatively professional relationship. Until we get new guidelines from the Transport Office, Government and Parliament we are working.
– If you occasionally stated that things can be so unpredictable?
– Well, I do not know how to describe the reaction. We say that it runs smoothly, but we are not unaffected. But that’s planning. It passes the loop, the important thing is that the whole is moving forward.
Can not exclude that there will be no new E18
– What if it ends that maintaining the current route and put the rest away?
– It’s hard to comment. We sit certainly not down on its hands and says that it’s over.
– Such a solution can not be ruled out?
– No, not like the situation is now. We’ve no final decision on that development are to be implemented by the plans we are working for now.
PS A few days ago it was decided in the steering committee that the current E18 should be cut from four to two fields, if and when the new E18 will become a reality.
– A disaster on the road does not get something out
– It would be a disaster if you end up shooting down new E18. People do not realize that the road not both be trunk road and local road, says Stein Fyksen today.
– This is no monstervei. The solution present is very balanced, says Fyksen, who is retired, but constantly engaged in various road projects as specialist.
E18 is not the only big project in Oslo and Akershus that has been planned for many years – without getting anything off. Here are two other examples:
Fornebu Line was supposed to be built before people flocked to Fornebu. It came to nothing.
Mosseveien’re never going to be car-friendly
Here you can read about how difficult it is to realize infrastructure projects in Oslo and Akershus 70 players to shape T- runway future.
This historian claims that Norway unfortunately abandoned road in the postwar period: When Labor to build the country.
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