Oslo Airport, Gardermoen
Oslo Airport — alternatively referred to as Oslo Gardermoen Airport or simply Gardermoen — is an international airport serving Oslo, the capital and most populous city of Norway. The airport is the second largest in Scandinavia and the Nordics. A hub for Scandinavian Airlines and an operating base for Norwegian Air Shuttle, Norse Atlantic Airways and Widerøe. In 2025, it is connected to 31 domestic and 164 international destinations.
The airport is located northeast of Oslo, at Gardermoen at the border of municipalities Nannestad and Ullensaker, in Akershus county. It has two parallel roughly north–south runways measuring and and 71 aircraft stands, of which 50 have jet bridges. The airport is connected to the city center by the high-speed railway Gardermoen Line served by mainline trains and Flytoget. The percentage of passengers using public transport to get to and from the airport is one of the highest in the world at nearly 70%. The ground facilities are owned by Oslo Lufthavn AS, a subsidiary of the state-owned Avinor. Also at the premises is Gardermoen Air Station, operated by the Royal Norwegian Air Force. An expansion with a new terminal building and a third pier opened in late April 2017.
The airport location was first used by the Norwegian Army from 1940, with the first military airport facilities being built during the 1940s. The airport remained a secondary reserve and airport for chartered flights to Oslo Airport, Fornebu, until 8 October 1998, when the latter was closed, and an all-new Oslo Airport opened at Gardermoen, costing 11.4 billion Norwegian kroner.
Oslo is also served by the much smaller Sandefjord Torp Airport, which is situated 119 km to the south of downtown Oslo and primarily used by leisure and low-cost carriers.
History
Military and secondary
The Norwegian army started using Gardermoen as a camp in 1740, although it was called Fredericksfeldt until 1788. It was first used by the cavalry, then by the dragoons and in 1789 by the riding marines. The base was also taken into use by the infantry from 1834 and by the artillery from 1860. Tents were solely used until 1860, when the first barracks and stalls were taken into use. Insulated buildings were built around 1900, allowing the camp to be used year-round. By 1925, the base had eleven camps and groups of buildings. The first flight at Gardermoen happened in 1912, and Gardermoen became a station for military flights.During the occupation of Norway by Nazi Germany, the Luftwaffe took over Gardermoen, and built the first proper airport facilities with hangars and two crossing runways, both long. After World War II, the airport was taken over by the Norwegian Air Force and made the main air station. Three fighter and one transport squadron were stationed at Gardermoen.
Braathens SAFE established their technical base at the airport in 1946, but left two years later. Gardermoen also became the reserve airport for Oslo Airport, Fornebu, when the latter was closed due to fog. From 1946 to 1952, when a longer runway was built at Fornebu, all intercontinental traffic was moved to Gardermoen. Gardermoen grew up as a training field for the commercial airlines and as local airport for general aviation. Some commercial traffic returned again in 1960, when SAS received its first Sud Aviation Caravelle jet aircraft, that could not use the runway at Fornebu until it was extended again in 1962. SAS introduced a direct flight to New York in 1962, but it was quickly terminated.
In 1972, capacity restraints forced the authorities to move all charter traffic from Fornebu to Gardermoen. However, SAS and Braathens SAFE were allowed to keep their charter services from Fornebu, so they would not have to operate from two bases. A former hangar was converted to a terminal building and in 1974 passenger numbers were at 269,000 per year. In 1978, SAS started a weekly flight to New York. In 1983, further restrictions were enforced, and also SAS and Braathens SAFE had to move their charter operations to Gardermoen, increasing passenger numbers that year to 750,000. Several expansions of runway were made after the war, and by the 1985-extension the north–south runway was.
Localization debate
The first airports to serve Oslo were Kjeller Airport which opened in 1912 and Gressholmen Airport which served seaplanes after its opening in 1926. Norway's first airline, Det Norske Luftfartrederi, was founded in 1918 and the first scheduled flights were operated by Deutsche Luft Hansa to Germany with the opening of Gressholmen. In 1939, a new combined sea and land airport opened at Fornebu. It was gradually expanded, with a runway capable of jet aircraft opening in 1962 and a new terminal building in 1964. But due to its location on a peninsula about from the city center and close to large residential areas, it would not be possible to expand the airport sufficiently to meet all foreseeable demands in the future. Following the 1972 decision to move charter traffic to Gardermoen, politicians were forced to choose between a "divided solution" that planners stated would eventually force all international traffic to move to Gardermoen, or to build a new airport.Gardermoen had been proposed as the main airport for Oslo and Eastern Norway as early as 1946, both by the local newspaper Romerikes Blad and by Ludvig G. Braathen, who had just founded Braathens SAFE. In 1970, a government report recommended that a new main airport be built at Hobøl, but stated that the time was still not right. The areas were therefore reserved. During the 1970s, it became a political priority by the socialist and center parties to reduce state investments in Eastern Norway to stimulate growth in rural areas. In 1983, parliament voted to keep the divided solution permanently and expand Fornebu with a larger terminal.
By 1985, traffic had increased so much that it became clear that by 1988 all international traffic would have to move to Gardermoen. The areas at Hobøl had been freed up, and a government report was launched recommending that a new airport be built at Gardermoen, although an airport at Hurum had also been surveyed. However, the report did not look into the need of the Air Force that was stationed at Gardermoen and was therefore rejected by the parliament the following year. In 1988, a majority of the government chose Hurum as their preferred location, and the Minister of Transport Kjell Borgen withdrew from his position. In 1989, new weather surveys from Hurum showed unfavorable conditions. There were large protests from meteorologists and pilots who stated that the surveys were manipulated. Two government committees were appointed, and both concluded that there were no irregularities in the surveys.
Since Hurum could no longer be used, the government again recommended Gardermoen as the location. The Conservative Party instead wanted to build at Hobøl, but chose to support the Labour Party government's proposal to get a new airport as quickly as possible. Parliament passed legislation to build the new main airport at Gardermoen on 8 August 1992. At the same time, it was decided that a high-speed railway was to be built to Gardermoen, so the airport would have a 50% public transport market share.
The choice of Gardermoen has spurred controversy, also after the matter was settled in parliament. In 1994, Engineer Jan Fredrik Wiborg, who claimed that falsified weather reports had been made, died after falling from a hotel window in Copenhagen. Circumstances about his death were never fully cleared up and documents about the weather case disappeared. The Standing Committee on Scrutiny and Constitutional Affairs held a hearing about the planning process trying to identify any irregularities. An official report was released in 2001.
Construction
To minimize the effect of using state grants to invest in Eastern Norway, parliament decided that the construction and operation of the airport was to be done by an independent limited company that would be wholly owned by the Civil Airport Administration. This model was chosen to avoid having to deal with public trade unions and to ensure that the construction was not subject to annual grants. This company was founded in 1992 as Oslo Hovedflyplass AS, but changed its name in 1996 to Oslo Lufthavn. From 1 January 1997, it also took over the operation of Oslo Airport, Fornebu. The company was established with NOK 200 million in share capital. The remaining assets were NOK 2 billion from the sale of Fornebu and NOK 900 million in responsible debt. The remaining funding would come from debt from the state. Total investments for the airport, railways and roads were NOK 22 billion, of which Oslo Lufthavn would have a debt of NOK 11 billion after completion.At Gardermoen there was both an air station and about 270 house owners that had their real estate expropriated following parliament's decision. NOK 1.7 billion were used to purchase land, including the Air Force. It was the state that expropriated and bought all the land and remained land owner, while Oslo Lufthavn leases the ground from the state. The first two years were used to demolish and rebuild the air station. This reduced the building area from, but gave a more functional design.
Construction of the new main airport started on 13 August 1994. The western runway was already in place, and had been renovated by the Air Force in 1989. A new, eastern runway needed to be built. A hill at the airport was blown away, and the masses used to fill in where needed. The construction of the airport and railway required 13,000 man-years. 220 subcontractors were used, and working accidents were at a third of the national average, without any fatalities. The last flights to Fornebu took place on 7 October 1998. That night, 300 people and 500 truckloads transported equipment from Fornebu to Gardermoen. Oslo Airport was officially opened on 8 October 1998, with the name Gardermoen. ''Gardermoen is a compound of the farm name Garder and the finite form of mo 'moor; drill ground'. The farm is first mentioned in 1328, and the name is the plural of Norse garðr'' 'fence'.
The airlines needed to build their own facilities at Gardermoen. SAS built a complex with, including a technical base, cabin storage, garages and cargo terminals, for NOK 1.398 billion. This included a technical base for their fleet of Douglas DC-9 and McDonnell Douglas MD-80-aircraft for NOK 750 million. The cargo handling facility is and was built in cooperation with Posten Norge. SAS also built two lounges in the passenger terminal. Since Braathens had its technical base at Stavanger Airport, Sola, it used NOK 200 million to build facilities. This included a hangar for six aircraft for NOK 100 million.
Parliament decided to build a high-speed airport rail link from Oslo to Gardermoen. The Gardermoen Line connects Oslo Central Station to Gardermoen and onwards to Eidsvoll. This line was constructed for and allows the Flytoget train to operate from Oslo Central station to Gardermoen in nineteen minutes. Just like the airport, the railway was to be financed by the users. The Norwegian State Railways established a subsidiary, Flytoget, which would build and own the railway line, as well as operate the airport trains. The company would borrow money from the state, and repay with the profits from operation. During construction of the Romerike Tunnel, a leak was made that started draining the water from the lakes above. The time and cost to repair the leaks meant that the whole railway line budget was exceeded, and the tunnel would not be taken into use until 1 August 1999. Since the rest of the railway was finished, two trains, operated using more time from the opening of the new airport.
The main road corridor northwards from Oslo to Gardermoen is European Route E6. The E6 was widened to six lanes north to Hvam, and to four lanes north to Gardermoen. The E6 runs about east of the airport, so of Norwegian National Road 35 was widened to a four-lane motorway to connect the E6 to the airport. This connection cost NOK 1 billion. After the opening of the airport, National Road 35 was reconstructed west of the airport as a two-lane toll road. Also Norwegian National Road 120 and Norwegian National Road 174 were reconstructed.