Oslo Fjord City has entered a new phase after the city council approved a long-term agreement to move international ferry traffic from central harbour areas to Kongshavn, opening parts of the waterfront for parks, housing and public sea baths. The decision, adopted on Wednesday, will reshape some of the Norwegian capital’s most valuable waterfront land, although the new ferry terminal is not expected to be ready for another 10 to 15 years.
A new Fjord City deal moves ferry traffic out of central Oslo
The agreement, known as the new Fjord City agreement, was reached by the Conservative Party (Høyre), the Liberal Party (Venstre), the Socialist Left Party (SV) and the Green Party (MDG). In the city council, it also received support from the Christian Democratic Party (Kristelig Folkeparti).
At the centre of the plan is a new shared terminal for international ferries at Kongshavn, in the eastern part of Oslo Harbour. This would move the Kiel ferry away from Hjortnes, at the western end of the harbour, and the Copenhagen ferry away from Vippetangen, close to Akershus Fortress.
For Oslo, the decision is not only about transport infrastructure. It is part of a wider strategy to continue the transformation of the capital’s waterfront from port and logistics areas into districts with housing, parks, cultural institutions and public access to the fjord.
Vippetangen and Filipstad will be opened for parks and housing
The move would free up Vippetangen and Hjortnes/Filipstad for urban development. These areas are currently shaped by ferry operations, traffic and harbour infrastructure, but the new agreement points to a different use of the waterfront.
At Vippetangen, the plan includes a large park and a new sea bath. Another sea bath is planned at Sukkerbiten, the artificial island outside the Munch Museum in Bjørvika. The agreement also opens the way for new housing and recreational areas at Hjortnes and Filipstad.
Filipstad has long been one of the most important remaining pieces in Oslo’s waterfront transformation. The area is expected to include homes, workplaces, schools, public spaces and green areas, connecting the western harbour more closely to the rest of the city.
The plan continues the logic behind earlier parts of Fjord City, including Bjørvika, Sørenga and Tjuvholmen. In each case, former port or industrial areas were gradually converted into mixed urban districts. The new agreement extends that process to parts of the harbour that have remained more closed and transport-oriented.
Kongshavn becomes the long-term ferry hub
The future terminal at Kongshavn would gather Oslo’s international ferry traffic in one place. Supporters argue that this would create a more coherent harbour structure and allow central waterfront areas to be used for broader public purposes.
Kongshavn is already linked to port and logistics functions, which makes it politically attractive as a site for ferry infrastructure. The decision also reflects a desire to reduce heavy traffic and large-scale ferry operations in areas closer to the city centre.
However, the timeline remains long. A shared terminal is unlikely to be completed before 10 to 15 years, meaning that current ferry operations at Hjortnes and Vippetangen will continue for years before any physical transformation is visible.
The long timeline also means that several questions remain open. The project will require detailed planning, financing, environmental assessments and coordination with ferry operators, harbour authorities and local communities.
Affordable housing becomes part of the waterfront plan
One of the most important political elements of the agreement concerns housing. Under the plan, 20 percent of new homes in the relevant areas must be student housing, municipal housing or homes sold through alternative purchasing models.
This requirement is significant because Oslo’s waterfront is among the city’s most valuable land. Without specific rules, new housing in these areas could easily become accessible mainly to high-income buyers.
By reserving part of the housing for non-standard market models, the agreement links Oslo Fjord City to a wider debate on affordability, social mix and who benefits from major urban development projects.
The housing requirement also reflects a broader Nordic policy concern: how to combine attractive urban regeneration with social inclusion. In cities where waterfront redevelopment has often produced expensive districts, Oslo’s new agreement attempts to place public access and housing diversity at the centre of the next phase.
Cruise traffic and costs remain contested
The agreement also includes measures related to cruise traffic and environmental policy. Supporters want to reduce the role of large cruise ships in central Oslo and create more space for recreation, nature restoration and public use of the waterfront.
At the same time, the plan has faced criticism. Opponents have questioned the cost of moving ferry operations to Kongshavn and warned that the project could create financial risks for the municipality and Oslo Harbour. Environmental concerns have also been raised, particularly around the impact of new infrastructure in the eastern harbour area.
These disputes are likely to continue as the political agreement moves into the planning phase. The decision gives Oslo a direction, but it does not remove the practical and financial challenges linked to such a large urban transformation.
Oslo’s waterfront strategy enters its next chapter
The approval of the new Fjord City agreement marks a major step in Oslo’s long effort to reconnect the city with the fjord. The plan would move ferry traffic east, open central harbour areas and create new parks, sea baths and housing.
Its success will depend on whether the city can balance several goals at once: efficient ferry infrastructure, environmental protection, public access to the waterfront and more inclusive housing.
For Oslo, the fjord is no longer only a transport corridor or a port landscape. It is becoming one of the central spaces through which the city defines its future.
