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The Fornebu Line ((ノルウェー語:Fornebubanen)) is a proposed rail line which would serve the peninsula of Fornebu in Bærum, Norway. The line is in the planning stages and the transit agency Ruter is working towards connecting it to the Oslo Metro. The line has at various stages been proposed as a automated people mover, tram-train, tramway, light rail, stadtbahn, rapid transit, bus rapid transit and commuter rail. The current proposal consists of a metro line starting at Majorstuen Station and running entirely in a tunnel for . It would possible have a station at Madserud, and then stations at Skøyen, Vækerø, Lysaker, Telenor Arena, Flytårnet and Fornebu Senter. A depot would be built at Fornebu and the line would connect to the metro's Common Tunnel at Majorstuen. Plans for a light rail to Fornebu were first launched in 1919, but at the time there was not the population to support it. Oslo Airport, Fornebu opened in 1939, and from the 1980s the Norwegian State Railways (NSB) proposed serving it with a branch of the Drammen Line. A 1986 report from said agency also looked at a people mover to a proposed new terminal. In 1992 Parliament voted to close the airport and build Oslo Airport, Gardermoen. Fornebu closed in 1998 and the area was to enter into a period of redevelopment. However, the zoning plans state that full-scale development of 6,000 residences and between 15,000 and 25,000 jobs cannot take place until a rail transit has been established. After discarding proposals for a railway and a tram-train, Akershus County Municipality planned a people mover to Lysaker Station. This was approved of in 2004, but in 2007 the county changed its opinion and instead opted for a connection to the Oslo Tramway, allowing direct access to the city center. Ruter took over the planning in 2008 and followed up with additional reports. It instead recommended that the site be served by a metro. It cited that estimates showed that no other transit systems will have sufficient capacity in the long run. The project is estimated to cost 4.5 billion Norwegian krone, but there is no fixed schedule for construction. ==History== The first proposals for a line to Fornebu arose as part of a 1917 competition issued by Christiana (later Oslo) and Aker Municipality to plan a new rail transport plan for the capital area. The winning design, made by Jørgen Barth, included a series of suburban lines.〔Haldsrud (2013): 27〕 One of these was a branch from the Lilleaker Line past Lysaker, through Fornebu and onwards to Snarøya and Ostøya.〔Haldsrud (2013): 30〕 At the time Fornebu was a largely unpopulated area, while there was a small population at Snarøya. Fornebu and Snarøya received a coach service in 1921.〔Wisting (1989): 22–26〕 During the 1930s the water aerodrome Gressholmen Airport became insufficient to meet Oslo's aviation needs, and it was decided that Fornebu would become the site of an airport. Oslo Airport, Fornebu opened on 1 June 1939.〔Wisting (1989): 35–41〕 Transit to the airport was organized through a series of concessions which were issued to individual bus companies. From 1975 local buses were coordinated through Stor-Oslo Lokaltrafikk. Airport coach services to the city center were on the other hand granted to the largest airlines, Braathens SAFE and Scandinavian Airlines System (SAS). They operated each their coach service from two separate locations downtown. Various improvements to this system were proposed, including check-in in the city center.〔Berthelsen (1981): 5〕 The coach and bus services were generally regarded as little attractive and forty percent of passengers at the airport used taxis.〔Berthelsen (1981): 6〕 Fornebu was at the time still considered an option for a future main airport for Eastern Norway and there were therefore proposal to build an airport rail link.〔Berthelsen (1981): 7〕 Meanwhile there was a political debate regarding the site of a new airport. Fornebu was one alternative. However, it only had a single runway, which was too small to serve intercontinental flights. It would therefore have to serve in tandem with Oslo Airport, Gardermoen. Other proposals were placing the airport at Hurum, Ås and Hobøl, or building a new airport at Gardermoen.〔Bredal (1998): 17〕 The Norwegian State Railways developed a series of plans for the various airport locations, including the Hurum Line, the Gardermoen Line—which was ultimately built—and branches of the Østfold Line to Hobøl and Ås. The ground transport system was a major part of the considerations and proposals were made both for motorway and railway access to all the alternatives.〔Norwegian State Railways (1986): 1〕 As part of its 1986 proposal NSB also launched the concept of a people mover to the airport.〔Norwegian State Railways (1986): 15〕 Construction of the airport was to carried out by a separate limited company owned by the Civil Aviation Administration. Hence the airport was financed using state grants which would be repaid. A similar model was used for roads and railways, in which a separate subsidiary of NSB would be set up to build new railway lines.〔Bredal (1998): 39〕 Parliament voted on 8 June 1988 in favor of building a new airport at Hurum.〔Bredal (1998): 23–24〕 A series of weather surveys were then published which showed unfavorable conditions and the matter was again brought up for political consideration. A final decision to build a new airport at Gardermoen was thus taken on 8 October 1992 and subsequently closing Fornebu.〔Bredal (1998): 28〕 Lysaker Station was the closest railway station to Oslo Airport, Fornebu. From 27 May 1990, SAS and NSB started a cooperation to better the connection between rail and airline services. The project included the station being branded as Lysaker/Fornebu and dedicated shuttle buses running from the station to the airport terminal. NSB changed their scheduled so all InterCity Express and long distance trains on the Drammen Line started stopping at Lysaker. Oslo Sporveier and the Norwegian National Rail Administration launched a proposal for a tram-train service in 1997, largely inspired by the Karlsruhe model.〔Oslo Sporveier ''et. al.'' (1997): 6〕 The last plane departed from Fornebu on 7 October 1998.〔Bredal (1998): 23–29〕 Work on planning the use of Fornebu after the airport was closed started in the early 1990s.〔Deloitte (2012): 8〕 The degree of how dense the peninsula was to be built was a source of controversy. Initial plans called for the establishment of a suburban area with lots and single dwellings. Ownership of the airport land was held by the government through Statsbygg and Oslo Municipality.〔Deloitte (2012): 11〕 Both a 1992 and a 1997 report concluded that it would benefit society the most if Fornebu was redeveloped as a residential area, with as many as 14,000 residences being quoted as a suitable number. However, this was later shifted towards more commercial and less residential space. In December 1999 the land-owners committed to contributing 200 million kroner towards a rail link, which was increased to 500 million in January 2000. Bærum Municipal Council approved the zoning plan for Fornebu in April 2000, which called for 5,000 residences and 15,000 jobs. This issue was appealed by Statsbygg, who demanded an increase in utilization. The Ministry of the Environment concluded in September that the number of residences be increased to 6,000.〔 The latter sold its properties to Fornebu Boligspar in 2001, the same year as Statsbygg sold its properties to a series of investors.〔 The first report regarding a rail transit system to the redeveloped Fornebu was published in April 2001, published by the Norwegian Public Roads Administration and the National Rail Administration.〔 It investigated both bus, people mover, mainline railway and a tramway.〔Norwegian Public Roads Administration ''et. al'' (2001): 10〕 The mainline railway alternative was based on the Asker Line being routed via Fornebu instead of running directly to Lysaker from Sandvika Station.〔Norwegian Public Roads Administration ''et. al'' (2001): 71〕 By 2001 construction of the Asker Line was under way and soon this alternative was ruled out. The Ministry of Transport and Communications determined in August that building a line would be the responsibility of Akershus County Municipality, Bærum Municipality and, if applicable, Oslo Municipality. The following month a state grant of 600 million kroner was issued.〔Deloitte (2012): 9〕 As an intermediate solution a bus service was established from Oslo to Fornebu. The number of buses have increased dramatically as new work places have opened, although there is no spare capacity on the buses. A further 2,500 in Fornebu opened in 2013 when Statoil opened its capital offices. The lack of transit was also a hindrance for the construction of housing, as this required the transit system to be in place. As of 2012 only 300 residences had been built at Fornebu. Akershus County Municipality issued a report investigating tramway, people mover and bus rapid transit in March 2002. The county council voted in June to pursue a people mover, although it kept the possibility open for a connection onwards via tramway or metro. Further reports were issued in December 2002 and February 2003, and in April 2003 the county again approved a people mover, and asked Oslo Municipality to build a metro line to Lysaker. However, in the following three years there was a shift in the interest of building a people mover.〔 A new report was issued in 2006 and in May 2007 Akershus County Council voted in favor of building a tramway.〔 A contributing factor was that a large array of expert bodies, including Oslo Sporveier, the Public Roads Administration, the Institute of Transport Economics and a series of consulting companies all recommended that a people mover was not suitable. The main downsides of a people mover gradually became evident for the county politicians. These included the inability to provide a direct service to Oslo and the system costs of have a fourth rail system, in addition to a metro, tramway and mainline railway. A particular concern was that very few people chose to use public transport if there are two or more transfers, which would be reality for many with a people mover. Ruter attempted to base its right-of-way planning for the tramway along the regulated right-of-way of the people mover. However, this was not compatible as the premise for the people mover was that it would run elevated for its route, thus avoiding conflicts with road traffic. This issue made the tramway route unfeasible in the old route and Ruter therefore had to design a new route.〔Ruter (2010): 10〕 Ruter was established as a common transit agency for Oslo and Akershus in May 2008, and took over the responsibility for planning.〔 Ruter has since published a series of reports looking at the various modes and routes.〔Deloitte (2012): 10〕 It thereby concluded that a tramway would not be suitable and eventually landed on that a metro line exclusively in a tunnel via Skøyen to Majorstuen would be preferable. It cited the need for quick travel speeds to the city center, connection with the other transit systems and sufficient capacity to handle increased development at Fornebu.〔 The metro alternative was approved of by Akershus County Council in December 2012 and Oslo Municipal Council in April 2013. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Fornebu Line」の詳細全文を読む スポンサード リンク
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