[3] It attempted to revitalise the proposal and launched a detailed plan in 1974 which called for two bridges which would connect each side of the fjord to the island of Håøya.

The cost of the project was steep, the Håøya bridges alone estimated at 510 million 1981 Norwegian krone (NOK).

The plans were rejected by the road administration because of the steep cost and low traffic prognosis, while others criticised the environmental impact it would create on Håøya and at the towns of Svelvik and Drøbak.

[4] Interest in the project was rekindled in the late 1970, when the subsea Vardø Tunnel was planned and later built.

Also the construction of a new plant at Tofte Cellulosefabrikk was expected to give a large rise in lumber transport to the region and could contribute to cross-fjord traffic.

[9] The main public debate rotated around whether to build a bridge, a conventional tunnel or an immersed tube, and whether the crossing should be built with two or four lanes.

Without the airport traffic, the profitability in the project fell through and the Public Roads Administration called to instead prioritize other investments.

However, Minister of Transport and Communications Kjell Opseth was a staunch supporter of the Oslofjord Link, in part as a compensation for the loss of the airport after it in 1992 was decided to be built at Gardermoen.

[3] The Public Roads Administration landed in 1992 at a bridge alternative as their preferred solution,[10] backed among others by the Norwegian Haulier’s Association and Hurum Municipality.

[11] On the other hand, the bridge was met with protests from environmental organizations and residents of Drøbak and the ministry thus decided to go for a tunnel.

[15] Frogn Municipal Council attempted to veto the development in November 1995, by demanding that either two or no tubes be built.

This included blending concrete road and wooden pedestrian bridges with natural granite stones.

[21] The contract for blasting the Oslofjord Tunnel, worth NOK 347 million, was awarded to Scandinavian Rock Group.

The project experienced a cost escalation of NOK 134, which was related to having to build a more complex interchange at Vessum, increased environmental issues, NOK 30 million used to bypass a difficult sedimentary zone in the Oslo Tunnel and rule changes which required the project to pay overhead on the county road office and value added tax on some additional services.

The investment was proposed financed through an extension of the toll collection for an additional twelve to fifteen years.

[27] The 6-kilometer (3.7 mi) section of highway between Måna and Vassum is proposed upgraded to four-lane motorway standard.

[30] The second involves a suspension bridge to be built further south in Drøbaksundet, from Vestby, estimated to cost NOK 10 billion.

Since 2003 the Public Roads Administration has been working on plans for build a new trunk route through this area.