Frequently Asked Questions
What is the current status?
In September 2024, the Ministry of Transport released a report on the need for a potential future third runway. A government-appointed committee prepared the report and unanimously agreed there might be a future need for a third runway. Therefore, space may be required for it. In line with this, the committee believes it is important to prevent the encroachment of today’s airport.
Why does Avinor believe we should build a third runway?
It is Avinor’s responsibility to ensure an infrastructure with sufficient capacity and quality at the airports. Lack of capacity will lead to congestion and delays. In the long term, traffic will be rejected or redirected to other airports, reducing Oslo Airport's role as an effective hub for travelers from around the country.
Avinor will not build a third runway unless it is needed, but instead work toward a predictable process where the area for a potential third runway is reserved in a zoning plan. This will provide clarity for municipalities, residents, and Avinor regarding land use in the municipal plan. Planning processes take time, and Avinor is focused on a transparent and thorough process where all parties are heard.
Forecasts from the Institute of Transport Economics (TØI) indicate that even if Oslo Airport maximizes operations on the existing two runways, this will not be sufficient after the period following 2040. There is uncertainty related to developments in traffic patterns and aircraft sizes, including the introduction of zero-emission aircraft and how this may affect future needs.
Currently, the airport is regulated for 79 aircraft movements (departures and arrivals) per hour. By fully utilizing the existing two runways and the expanded terminal, it will be possible to increase capacity to approximately 90 movements.
A well-functioning hub for domestic and international aviation is crucial for Norway’s society and economy and is a prerequisite for continued regional and national growth and development.
When will the decision to construct a third runway be made?
The Government and Parliament will decide on the construction of a third runway at Oslo Airport when traffic and capacity considerations make it necessary, and all studies have been completed.
The possible construction of a new runway will commence after capacity-enhancing measures in the existing infrastructure have been examined, assessed, and implemented (including the establishment of high-speed exits and necessary taxiways, optimized approach procedures, and optimized runway usage).
Forecasts from the Institute of Transport Economics (TØI) indicate that even if Oslo Airport maximizes operations on the current two runways, this will not be sufficient after 2040. There is uncertainty related to developments in traffic patterns and aircraft sizes, including the introduction of zero-emission aircraft and how this may affect future needs.
2040 is a long way off, so why is there urgency in deciding on a third runway?
Planning processes take a long time, and Avinor is focused on a transparent and orderly process where all parties are heard. Experience shows that a time horizon of 10-15 years is necessary to ensure the required level of predictability for all affected parties. Experiences from similar projects at airports in Munich and Gatwick in London show that it is important to start early to secure a good process with everyone involved.
How will Avinor finance a third runway?
Avinor is a self-financing state-owned limited company. The financing of the planning and possible construction of a third runway at Oslo Airport is assumed to be done with equity and by taking out loans.
Why can’t you utilize the capacity better now when we see that airports like Gatwick manage with one runway, and Heathrow and Munich manage with two?
Heathrow and Munich handle 85-90 aircraft takeoffs and landings during peak hours, but their capacity is stretched for most of the day. We will also manage 90 departures and arrivals on two runways during peak hours until 2035, but afterward, a new runway will be needed. Oslo Airport faces additional capacity challenges due to significant traffic peaks in the morning and evening because of high domestic travel, as well as overnight air traffic regulations. These regulations are outlined in the "Regulation for Noise Prevention for Oslo Airport, Gardermoen, Akershus."
Airports like Gatwick and Heathrow have larger aircraft than Oslo Airport. While an average scheduled flight at Oslo Airport has 163 seats, the corresponding figures for Gatwick and Heathrow are 190 and 213 seats, respectively.
There is often a need for temporary runway closures for snow clearing at Oslo Airport during winter. The airports in Munich and London rarely experience such weather conditions. With three runways at Oslo Airport, two runways could fully operate while one is being cleared. This would reduce delays and cancellations during winter operations.
An investment of NOK 1.5-2 billion is being made in capacity-enhancing measures up to the year 2035 to ensure that the capacity of the two existing runways is maximized before building a third runway.
Why can’t Torp and Rygge serve as a third runway?
Oslo Airport is the main airport in Eastern Norway and serves as the hub that accommodates national and international network traffic. Torp is primarily a regional airport with domestic and international routes for its catchment area. Rygge was a secondary airport with direct international routes operated by low-cost carriers.
Torp and Rygge collectively handled just over 3 million passengers in 2015. Even doubling the traffic at Torp and Rygge would theoretically only delay the need for a new runway at Oslo Airport by approximately five years. Torp had 2 million passengers in 2019.
For Oslo Airport, the capital region dominates the market. Oslo and Akershus account for 70% of outbound flights from Eastern Norway and 85% of incoming flights. The bulk of inbound business travel is Oslo-related. Many passengers are on day trips requiring quick and efficient connections to the city center.
The two dominant airlines at Oslo Airport - SAS and Norwegian - do not wish to split their operations across multiple locations. This would lead to higher operating costs, create problems for transfer passengers, and undermine the possibility of further developing comprehensive route systems that meet the broader travel needs of Norway’s regions.
What capacity studies have been conducted?
Avinor is undertaking all measures to develop capacity within the existing infrastructure, both on the airside and the terminal. NOK 1.5-2 billion is being invested in adjustments and modifications to the two existing runways to utilize maximum capacity. Measures include the establishment of high-speed exits, necessary taxiways, optimized approach procedures, and optimized runway usage.
As part of the foundational work for the National Transport Plan (NTP) 2018-2019, the transport agencies and Avinor prepared supplementary reports. The Ministry requested the transport agencies and Avinor to assess the capacity limitations at Oslo Airport in light of expected traffic growth and transport needs. The report Future Capacity at Oslo Airport shows a need for a third runway. It addresses traffic forecasts, access transport, regional impacts, noise and climate effects, and an evaluation of alternatives. Oslo Airport is of significant importance as a national aviation hub. The runway capacity ceiling is projected to be reached as early as 2030. A third runway would generate substantial ripple effects and is economically viable (Møreforskning Molde, report no 1503, 2015).
As part of the preparation of the report, the Norwegian Public Roads Administration led work on an independent capacity assessment conducted by Pontarius AB/LFV Aviation Consulting in 2014, confirming that Oslo Airport will reach the capacity ceiling of 90 movements per hour around 2030.
On behalf of Avinor, GfL (Gesellschaft für Luftverkehrsforschung) prepared an additional capacity study in the fourth quarter of 2017, indicating that a maximum of 90 departures and arrivals per hour can be managed—provided that all capacity measures are implemented, and traffic develops as expected toward 2035.
Forecasts from the Institute of Transport Economics (TØI) show that even if Oslo Airport maximizes operations on today’s two runways, this will not be sufficient after the period following 2040. Uncertainty surrounds developments in traffic patterns and aircraft sizes, including the introduction of new zero-emission aircraft and their potential long-term effects.
What is more important for Avinor—meeting demand or creating additional demand through new route development in collaboration with airlines?
Avinor’s responsibility is to ensure good and safe aviation infrastructure with sufficient capacity to meet travel needs. Airlines establish the routes, but we can provide information about market opportunities and offer discounts on new routes, sharing the startup risk with the airlines. However, at any given time, a very small portion of traffic falls under these discount arrangements.
In the ownership report by the Ministry of Transport, it states:
Revenues from Oslo Airport are essential for Avinor to fulfill its societal mission. Oslo Airport is also by far the largest hub in the Norwegian airport network and the most important gateway to foreign countries. Avinor aims to further develop Oslo Airport as a national and international hub. Avinor believes Oslo Airport will reach its capacity limit around 2030 and that there will then be a need for a third runway.
The Ministry of Transport supports Avinor’s goal to further develop Oslo Airport as a national and international hub. The Ministry of Transport assumes that Avinor will continue planning a new runway and that the eastern alternative will form the basis for the further process. It is uncertain when the need for a third runway may arise, and the government has not made a decision on expansion. When Avinor believes the need arises, the company must apply for a permit under the Aviation Act. The permit application will then be processed by the Ministry of Transport.
Can’t the government implement other measures to curb flight traffic growth so that a third runway at Oslo Airport won’t be necessary?
It is up to Parliament, not Avinor, to propose measures to curb flight traffic growth. Aviation is a sector subject to emissions quotas, and an increase in the quota price for greenhouse gas emissions could impact traffic. The evaluations suggest this could delay the need by 2-5 years.
Which noise map should I, as a neighbor, refer to?
The current noise maps with two runways are available here.
When will final noise maps for three runways at Oslo Airport be available from Avinor?
The SINTEF report prepared in October 2018 as part of the impact assessment for the zoning plan for the eastern alternative can be found here.
How can one apply for mitigation measures or compensation if we believe we are entitled to it?
When assessing the noise impact according to applicable regulations, housing units exceeding the indoor noise level limits stipulated in the Pollution Regulations are identified. Once a construction decision is made, it will be natural to further examine these homes. Avinor will then conduct control measurements to determine the necessary mitigation measures to ensure indoor noise levels fall below the threshold values.
Regarding properties potentially eligible for compensation under Section 9 of the Neighborhood Act, this depends on when and under what conditions the owners established themselves on the property and the actual noise level at the time of the eventual realization of the third runway. This question requires a specific evaluation, which can only be made at a later stage.
What are the red and yellow noise zones?
The red zone is closest to the noise source, indicating an area unsuitable for noise-sensitive uses, and establishing new noise-sensitive buildings should be avoided. Average noise exposure over 62 decibels.
The yellow zone is an evaluation zone where noise-sensitive buildings can be constructed if mitigation measures ensure satisfactory noise conditions. Average noise exposure between 52 and 62 decibels.