Oslo Airport, Gardermoen

Oslo Airport, Gardermoen Oslo lufthavn, Gardermoen Oslo/Gardermoen Airport
File:Osloairport.png
IATA: OSL ICAO: ENGM
Summary
Airport type	Public
Operator	Oslo Lufthavn AS (part of Avinor)
Serves	Oslo, Norway
Location	Gardermoen, Ullensaker
Hub for	Scandinavian Airlines System Norwegian Air Shuttle
Elevation AMSL	681 ft / 208 m
Coordinates	60°12′10″N 011°05′02″E
Website	www.osl.no
Runways
Direction Length Surface m ft 01L/19R 3,600 11,811 Asphalt/Concrete 01R/19L 2,950 9,678 Asphalt/Concrete
Statistics (2008)
Passengers 19,344,459 Aircraft movements 230,495 Cargo (tonnes) 21,414 (2007)
Source: Norwegian AIP at Eurocontrol

Oslo Airport, Gardermoen (IATA: OSL, ICAO: ENGM) (Norwegian: Oslo lufthavn, Gardermoen) is the principal airport serving the Norwegian capital city of Oslo. It is also the main international airport serving Norway, with flights to a large number of European airports, and some flights to other continents. It is located at Gardermoen in Ullensaker, 19 NM (35 km; 22 mi) north northeast of Oslo. Gardermoen is a hub of Scandinavian Airlines and Norwegian Air Shuttle and a focus airport for Widerøe. The airport functions as a national hub, with a total of 25 domestic destinations, with 16 being served with jet aircraft. Seven are served on public service obligation contract with the Norwegian government using regional aircraft.

More than 19 million passengers travelled through Oslo Airport in 2008. The airport has two parallel runways of 2,950 metres (9,680 ft) and 3,600 metres (11,800 ft), 34 passenger bridges and 5 commuter stands, 64 check-in counters and 71 aircraft stands. The airport is connected to the city center by the high-speed Gardermoen Line with the Airport Express Train. Built as a military airfield, Gardermoen was enlarged and reopened on 8 October 1998 as a commercial airport, although the airport had served as a secondary charter airport since 1972. Construction cost for the airport was 22 billion kr. In 2012, a second terminal will open.

Sandefjord Airport, Torp and Moss Airport, Rygge are used by low-cost airlines and often marketed as also serving Oslo. Also located at the airport is Gardermoen Air Station of the Norwegian Air Force.

History

Military and secondary

The Norwegian–Danish army started using Gardermoen as a camp as early as 1740, and 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 from artillery from 1860. Tents were solely used until 1860, when the first barraks and stalls were taken into use. Isolated 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. However, only fields and dirt surfaces were used.

During the occupation of Norway by Nazi Germany, the German Air Force took over Gardermoen, and built the first proper airport facilities with hangars and two crossing runways, both 2,000 metres (6,600 ft) 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 the Gardermoen.

In 1946, Braathens SAFE established their technical base at the airport, 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 extened again in 1962. SAS introduced a direct flight to New York in 1962, but it was quickly terminated.

A SAS Boeing 737-400

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-extention the north-south runway was 3,050 metres (10,010 ft).

Localization debate

Main article: Oslo Airport localization controversy

Aerial view

The first airports to serve Oslo was Kjeller Airport that opened in 1912 and Gressholmen Airport that served seaplanes after its opening in 1926. Norway's first airline, Det Norske Luftfartrederi, was founded in 1918 and the first schduled fights were operated by Lufthansa to Germany with the opening of Gressholmen. In 1939, a new combined air 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 8 kilometres (5.0 mi) from the city center and close to large residential areas, it would not be possible to expand the airport sufficiently to meet all foreseable demand 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 a 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 the keep the divided solution permanently, and expand Fornebu with a larger terminal.

Entrance to the domestic concorse

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 Minister of Transport Kjell Borgen withdrew from his position. In 1989, new weather surveys from Hurum showed unfavorable condition. These were large protests from meterologists and pilots who stated that the surveys were manipulated. Two governmen 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 Labor Party government's propsal 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. Circumstanced about his death were never fully cleared and documents about the weather case disappeared. The Constitutional Committee of the Norwegian Parliament held a hearing about the planning process trying to identify any irregularities. An official report was released in 2001.

Construction

Norwegian and SAS Braathens aircraft at the domestic concourse

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 (today Avinor). 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 on 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 lieces the ground from the state. The first two years were used to demolish and rebuild the air station. This reduced the building area from 120,000 to 41,000 square metres (1,290,000 to 440,000 sq ft), but gave a more functional design.

The west side of the terminal

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 August 1998. That night, 300 people and 500 truckloads transported equipment from Fornebu to Gardermoen. Gardermoen opened on 8 August 1998.

The airlines needed to build their own facilities at Gardermoen. SAS built a complex with 55,000 square metres (590,000 sq ft), 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 21,000 square metres (230,000 sq ft) 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 built facilities. This included a 9,000 square metres (97,000 sq ft) hangar for six aircraft for NOK 100 million.

Parliament decided to build a high-speed airport rail link from Oslo to Gardermoen. The 64-kilometre (40 mi) Gardermoen Line connects Oslo Central Station (Oslo )to Gardermoen and onwards to Eidsvoll. This line is dimensioned for 210 kilometres per hour (130 mph) and allows the Airport Express Train to operate from Oslo S to Gardermoen in 19 minutes. Just like the airport, the railway was to be financed by the users. The Norwegian State Railways (NSB) established a subsidiary, NSB Gardermobanen, that 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 made the whole railway line budget become exceeded, and the tunnel could not be taken into use until 1 August 1999. Since the rest of the railway was finished, two trains (instead of the intended six), operated using more time from the start of the airport.

The main road corridor northwards from Oslo to Gardermoen is European Route E6. The E6 was upgraded to six lanes north to Hvam, and to four lanes north to Gardermoen. The E6 runs about 6 kilometres (3.7 mi) east of the airport, so 6 kilometres (3.7 mi) of National Road 35 was upgraded to 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 upgraded west of the airport as a two-lane toll road. Also National Road 120 and National Road 174 were upgraded.

Operation and growth

A Norwegian Air Shuttle Boeing 737-300 on the taxiway

The first new airline to start scheduled flights was Color Air that started on ... The low-cost airline took advantage of the increased capacity that Gardermoen created to start competing with SAS and Braathens on the routes to Bergen, Trondheim and Ålesund. This lasted until October 1999, when Color Air filed for bankruptcy. During this time, all three airlines lost large amounts of money, mainly due to low cabin loads. To win the business market, all three wanted to have the most possible departures per day to other cities.

Gardermoen has had considerable problems with fog and freezing rain, and has several times had a complete close-down. This was also a problem at Fornebu, and reported to be at Hurum as well. On average there is supercooled rain three times per month during the winter. The use of deicing fluids is restricted since the area underneath the airport contains the Tandrum Delta, on of the country's largest uncontained quaternary aquifers (underground water systems). On 14 December 1998, a combination of freezing fog and supercooled rain caused galze at Gardermoen. At least twenty aircraft engines were damed by ice during take-off, and five aircraft needed to make precautionary landingss with only one working engine. On 18 January 2006, an Infratek deicing system was set up, that uses infrared heat in large hangar tents. It was hoped that it could reduce chemical deicers by 90%, but the technique has proved unsuccessful.

A Braathens Boeing 737-500 disembarking at the domestic concourse

In 1999, Northwest Airlines briefly operated a flight between Oslo and Minneapolis, United States, for several months with their Douglas DC-10-30 aircraft, before the flight was canceled due to poor load factors. In October 2001, the only remaining intercontinental flight, to New York-Newark, with SAS' Boeing 767-300 aircraft was discontinued. In 2004, Continental Airlines resumed service on this route. There is also a regular connection to Pakistan. In 2008, Norwegian started flights to Dubai.

Passenger figures

Year	No of passengers	Change
2008	19.3 million	1.6%
2007	19.0 million	7.8%
2006	17.7 million	11.2%
2005	15.9 million	6.7%
2004	14.9 million	9.6%
2003	13.6 million	1.5%
2002	13.4 million	−4.3%
2001	14.0 million	−1.4%
2000	14.2 million	0.7%
1999	14.1 million	—

Future plans

Due to the rapid passenger growth, the airport has already exceeded its original capacity limit of 17 million passengers per annum and is soon to reach the critical limit of 20 million within few years.

There are plans for increasing the terminal area by adding a new terminal 2 situated 500 meters north of the present terminal: this is connected by an underground passage and may be completed in 2012 at the earliest. T2 will hold up to eight planes. This idea was predicted even before the completion of the airport, it was therefore included in the development plans of the airport as a whole. Also starting in 2009 with the same expected completion date as T2 is a new pier for the current terminal that will hold an additional ten aircraft. This expansion will also include an expansion of the check-in areas.

The domestic concourse

The Government has discussed the opportunity of a third runway in the future, but it is not planned to be completed until 2030. Though estimates by Avinor show that the runway will be necessary by 2030, critics have pointed out that much larger airports, such as London Heathrow Airport, only have two runways. Still, the Norwegian Minister of Transport, Liv Signe Navarsete (Sp), has said that spreading the traffic between the three airports will result in inconvenience for air passengers and a massive need for inter-airport ground transportation, but she still has announced that she is opposed to a third runway.

Facilities

The airport covers an area of 13 square kilometres (5.0 sq mi). It is built based on the Atlanta-model, with two parallel runways anda single terminal with two piers on a single line. Non-commerical and practice general aviation is not operated at Gardermoen, and is mainly done from Kjeller Airport, Rakkestad Airport and Tønsberg Airport, Jarlsberg.

Terminal

The passenger terminal is 137,000 square metres (1,470,000 sq ft) and 819 metres (2,687 ft) long. It has place for 52 aircraft, of which 34 are connected with bridges and 18 are remotely parked. Of the 34 bridged gates, 17 are domestic and 17 are international. Capacity is 17 million, although in 2008, 19.3 million passengers used the airport. The airport is "silent", so announcements for flights are only done in the immediate vicinity of the gate. There is a playground in both the domestic and international sections, and a quiet room in the domestic section. There are stationed medical personnel at the airport.

Europe's largest duty-free shopping area

About half the airport operator's income is from retail revenue. There are twenty eating places, of which seven are operated by Reitangruppen and thirteen by Select Service Partner. In addition there are stores and other services including banks and post. 7,200 square metres (78,000 sq ft) is used for restaurants, stores and non-aviation services. The duty free is 1,530 square metres (16,500 sq ft) and the largest in Europe. The shop is located in front of the international concourse, taking up a large part of the terminal's width. The airport has attemted to funnel all passengers through the duty free. Signs that were to hinder passengers from walking outside the duty-free were in 2008 removed after criticism. Also arriving passengers have access to duty free before the baggage claim area.

The airport operates its own VIP lounge for members of the government, the Royal Family and members of foreign governments. On the west side of the airport area is the GA-Terminal that services cargo airlines, executive jets and ambulance aircraft. The airport is heated using district heating with a geothermal source. The airport uses 32.6 GWh/year for heating and 5.6 GWh/year for cooling. In addition, the airport uses 110 GWh/year of electricity.

Art and architecture

Architects were Aviaplan, a joint venture between the agencies Narud Stokke Wiig, Niels Torp, Skaarup & Jespersen and Hjellnes Cowi. Main architect was Gudmund Stokke. The terminal building has a lights, floating roof that gives a simple construction. First walls were errected, and a roof put on top. Afterwards, internal facilities could be added. The roof is held up with wooden reefers. The main construction materials are wood, metal and glass. The airlines were required to follow the same design rules for their buildings as the terminal.

One of Bjørlo's Alexis scultures at the check-in

The main art on the land side of the airport is Alexis, consisting of six steel sculptures in stainless steel created by Per Inge Bjørlo. On the air side, Carin Wessel used 30,000 metres (98,000 ft) of thread to make the impression of clouds and webs, named Ad Astra. Anna Karin Rynander and Per-Olof Sandberg cooperated in making two installations: The Marathon Dancers, located in the baggage claim area, is a set of two electronic boards that show a dancing person. Sound Refreshment Station, of which six are located in the departure areas, are sound "showers" that make refreshing sounds when a person is immediately under them. Sidsel Westbø has etched the glass walls. In the check-in area, there are small boxes under the floor with glass ceilings that contain curiosities. As well as the custom-made art, several existing sculptures and paintings have been bought. At the National Road 35 and European Route E6 junction, Vebjørn Sand has built a 14-metre (46 ft) statue named the Kepler Star. It consists of two internally-illuminated Kepler–Poinsot polyhedrons, appearing like a giant star in the sky after dark.

Runways and air control

Control tower

The airport has two parallel runways, aligned 01/19. The west runway is 3,600 metres (11,800 ft) long, while the east runway is 2,950 metres (9,680 ft) long. Both have taxiways, allowing 80 air movements per hour. The runways are equipped with intrument landing system category 3A. The airport is supervised by a 90 metres (300 ft) tall control tower. Once aircraft are 15 kilometres (9.3 mi) from the airport, responsibility is taken over by Oslo Air Traffic Control Center. There are two ground radars at the airport, located on the far sides of each of the runways. Both at the gates and along the taxiways, there is an automatic system of lights that guide the aircraft. On the tarmac, these are steered by the radar, while they are controlled by motion sensors at the gate.

There are four deicing stations. Both fire stations each have three fire cars, and is part of the municipal fire department. Meterological services are operated by the Norwegian Meteorological Institute, who have 12 weather stations and 16 employees at the airport. This includes Norway's first aeronautic information service and a self-briefing room, in addition to briefings from professionals. Restictions on air movements apply from 23:00 to 06:00, although they are permitted if landing from and taking off to the north.

Airport hotel

The airport compound includes the adjacent Radisson SAS Airport Hotel, a seven-storey building with over 500 rooms, making it Norway's second largest hotel. The hotel is within walking distance of the terminal building, approximately 150 meters from the arrivals lounge. The hotel houses 60 conference rooms, of which the largest can accommodate up to 1000 people. The hotel was completed shortly after the airport was inaugurated and expanded in 2006 as demand for rooms and conference facilities increased significantly.

Air station

Main article: Gardermoen Air Station

The Norwegian Air Force has a air station at Gardermoen, located north of the passenger terminal. The station is from 1994 and houses the 335-Squadron that operates six Lockheed Hercules transport planes. The Air Force has a compact 41,000 square metres (440,000 sq ft) building space, with a maximum walking distance of 400 metres (1,300 ft). The station is built so that it can quickly be expanded if necessary, without having to claim areas used by the civilian sections. The military also use the civilian terminals for their passenger transport needs, and send 200,000 people with chartered and scheduled flights from the main terminal each year.

Airlines and destinations

The two main domestic airlines to use Gardermoen are Scandinavian Airlines System (SAS) and Norwegian Air Shuttle. Gardermoen functions as one of three hubs for SAS, while it is the main hub for Norwegian. Domesticly, SAS offers flights to 14 primary airport, while Norwegian offers to 12. In addition, both have a range of international destinations. In Southern Norway, the Ministry of Transport subsidizes the routes to eight regional airports based on three-year public service obligations. From 2009 to 2012, these are operated by Danish Air Transport and its subsidiary Danu Oro Transportas, and by Widerøe. All are served using regional aircraft, that use the extreme west part of the domestic terminal.

Domestic scheduled

Airlines	Destinations
Air Norway	Ørland
Danish Air Transport	Florø, Stord
Danu Oro Transportas	Fagernes, Røros
Norwegian Air Shuttle	Ålesund, Alta, Bergen, Bardufoss, Bodø, Harstad/Narvik, Haugesund, Kirkenes, Kristiansand, Stavanger, Tromsø, Trondheim
Scandinavian Airlines System	Ålesund, Alta, Bergen, Bodø, Harstad/Narvik, Haugesund, Kirkenes, Kristiansand, Kristiansund, Longyearbyen, Molde, Stavanger, Tromsø, Trondheim
Widerøe	Førde, Bergen, Ørsta/Volda, Sandane, Sogndal

International scheduled

Airlines	Destinations
Aeroflot	Moscow-Sheremetyevo
airBaltic	Riga
Air Berlin	Berlin-Tegel
Air France	Paris-Charles de Gaulle
Air Méditerranée	Lyon, Marseille, Nantes, Paris-Charles de Gaulle, Toulouse
Air Norway	Aalborg
Atlantic Airways	Vágar
Austrian Airlines	Vienna
Blue1	Helsinki
British Airways	London-Heathrow
British Airways operated by Sun Air	Aalborg, Aarhus
Brussels Airlines	Brussels
Cimber Sterling	Aalborg, Billund
Continental Airlines	Newark
Czech Airlines	Prague
Eastern Airways	Aberdeen
Estonian Air	Tallinn
Finnair	Helsinki
Icelandair	Reykjavík-Keflavík
KLM	Amsterdam
Lufthansa	Frankfurt, Munich
Lufthansa Regional operated by Lufthansa CityLine	Düsseldorf, Hamburg, Munich
MCA Airlines	Erbil
Norwegian Air Shuttle	Alicante, Amsterdam, Antalya, Barcelona, Belgrade, Berlin-Schönefeld, Bordeaux, Budapest, Burgas, Chania, Copenhagen, Corfu, Dubai [seasonal; resumes 15 October], Dublin, Dubrovnik, Düsseldorf, Edinburgh, Faro, Gdansk, Geneva, Hamburg, Heraklion, Ibiza, Kos, Krakow, Lanzarote, Larnaca, Las Palmas de Gran Canaria, London-Gatwick, Málaga, Murcia, Munich, Nice, Palma de Mallorca, Paris-Orly, Pisa, Prague, Rhodes, Riga, Rijeka, Rome-Fiumicino, Salzburg, Santorini, Sharm el-Sheikh, Split, St Petersburg, Stockholm-Arlanda, Szczecin, Tallinn, Tenerife-South, Varna, Venice-Marco Polo, Vienna, Vilnius, Warsaw, Wrocław
Pakistan International Airlines	Copenhagen, Islamabad, Lahore
Scandinavian Airlines System	Alicante, Amsterdam, Barcelona, Brussels, Cagliari [ends 4 October], Copenhagen, Dublin, Düsseldorf, Frankfurt, Gdansk, Las Palmas de Gran Canaria, London-Heathrow, Málaga [ends 25 October], Manchester, Milan-Malpensa, Nice, Palermo [ends 25 October], Palma de Mallorca [ends 25 October], Paris-Charles de Gaulle, Reykjavík-Keflavík, Rome-Fiumicino, Stockholm-Arlanda, Venice-Marco Polo [ends 25 October], Zürich
SunExpress	Izmir
Swiss International Airlines	Zürich
TAP Portugal	Lisbon
Thai Airways International	Bangkok-Suvarnabhumi
Turkish Airlines	Istanbul-Atatürk
US Airways	Philadelphia [seasonal]
Widerøe	Bornholm [summer], Gothenburg-Landvetter, Sumburgh [seasonal], Visby [seasonal]

Charter

Airlines	Destinations
Air Cairo	Sharm el-Sheikh
Air Europa	Barcelona, Alicante
Arkia	Tel Aviv
Eurocypria Airlines	Larnaca
Nouvelair	Tunis
Novair	Burgas, Cancún, Chania, Fuerteventura, Goa, Heraklion, Hurghada, La Gomera, Larnaca, Las Palmas de Gran Canaria, Mytilini, Parga/Lefkas, Puerto Plata, Recife, Rhodes, Rome-Fiumicino, Santorini, Sharm el-Sheikh, Skiathos, Tenerife-South, Varadero, Zakynthos
Pegasus Airlines	Antalya
Primera Air	Ponta Delgada
Spanair	Palma de Mallorca, Tenerife-South
Thomas Cook Airlines Scandinavia	Antalya, Bangkok-Suvarnabhumi, Burgas, Chania, Funchal, Heraklion, Hurghada, Karpathos, Korfu, Kos, Krabi, Lanzarote, Larnaca, Las Palmas de Gran Canaria, Limnos, Marmaris, Palma de Mallorca, Phuket, Rhodes, Skiathos, Tenerife-South, Varna
TUIfly Nordic	Antalya, Arrecife, Bahia de Samana, Burgas, Chania, Fort Lauderdale, Heraklion, Isla de Margarita, Kos, Las Palmas de Gran Canaria, Phuket, Samos, Tenerife-South, Varna

Ground transport

Airport Express Train platform

Situated about 50 kilometres (31 mi) from the city center, Oslo Airport offers extended public transporting services. The airport has the world's highest degree of public transport with a share of 60 %.

Rail

Main article: Oslo Airport Station

The 64 kilometres (40 mi) Gardermobanen opened the same day as the airport, and runs in a tunnel below the airport facilities. The rail station is built into the airport terminal. The main service is the Airport Express Train that operates to Oslo Central Station in 19 minutes six times each hour, with three services continuing onwards to Drammen. The Airport Express Train has a 34 % ground transport share.

Norges Statsbaner (NSB) also operates from the airport, both a commuter train service to Eidsvoll and Kongsberg and an intercity service north to Oppland/Hedmark and south to Vestfold. Both offer services to Oslo, and the latter allows direct service to Sandefjord Airport, Torp. Also five daily express trains to Trondheim stop at the airport, including one [[NSB Night Train|night train. NSB has a 7 % market share.

Bus and coach

Departure drop area

The Oslo Airport Express Coach serves the airport, from Oslo, Fredrikstad, Ski and Gjøvik. In addition, most express buses from other parts of Norway stop at the airport. The local transport authority, Ruter, operates a number of services to Gardermoen from nearby places. Buses have a 18 % market share.

Road

The airport is located on Norwegian National Road 35, that connects as a four-lane motorway to the European Route E6 about 6 kilometres (3.7 mi) to the east. The E6 connects southwards towards Oslo with four lanes, and northwards towards Oppland, Hedmark and Central Norway with two lanes. Road 35 connects westward as a toll road with two lanes towards Southern Oppland. There are 11,400 parking spaces at the airport, as well as taxi stand and rental car facilities. Market shares for parked car are 18 %, for pick up/drop off 12 %, taxi 2 % and rental car 6 %.

Gallery

• 
  The airport is packed with original art
• 
  To the arrivals hall and train station
• 
  Train station entrance turnstiles
• 
  Arrival passengers corridor outside gates
• 
  Before entrance to the beggage reclaim hall
• 
  International Baggage Reclaim Hall
• 
  Arrivals hall
• 
  Hand-luggage security gate is seen to the left
• 
  International Concourse near Gate 40
• 
  Passport control divides the international concourse between Schengen countries and others
• 
  The domestic concourse
• 
  Domestic concourse chapel
• 
  Duty-free area dining
• 
  The Radisson SAS hotel outside the terminal
• 
  The 91 meter tall control tower]
• 
  Departure passengers drop
• 
  Exterior of the arrivals hall
• 
  Main building
• 
  Norwegian and SAS aircraft in both old and new liveries at Gardermoen
• 
  The airport has two concourses; Domestic and International
• 
  One of the many restaurants on the arrivals level
• 
  The domestic concourse entrance
• 
  The large check-in hall
• 
  Arrival Passengers hall

See also

• Haukåsen Radar
• List of the largest airports in the Nordic countries

References

Bibliography

• Bredal, Dag (1998). Oslo lufthavn Gardermoen: Porten til Norge (in Norwegian). Schibsted. ISBN 82-516-1719-7.
• Wisting, Tor (1989). Oslo lufthavn Fornebu 1939–1989 (in Norwegian). TWK-forlaget. ISBN 82-90884-00-1.

External links

• Official site
• Avinor entry for Oslo Airport
• Avinor entry for Oslo Airport (in Norwegian) (more detail)
• Current weather for ENGM at NOAA/NWS
• Accident history for OSL at Aviation Safety Network