Norwegian Tunnelling Technology

Total Page:16

File Type:pdf, Size:1020Kb

Norwegian Tunnelling Technology NORWEGIAN TUNNELLING TECHNOLOGY NORWEGIAN TUNNELLING SOCIETY PUBLICATION NO. 23 ./27%')!.45..%,,).'3/#)%49 REPRESENTS EXPERTISE IN s(ARD2OCK4UNNELINGTECHNIQUES s2OCKBLASTINGTECHNOLOGY s2OCKMECHANICSANDENGINEERINGGEOLOGY 53%$).4(%$%3)'.!.$ CONSTRUCTION OF s(YDROELECTRICPOWERDEVELOPMENT INCLUDING WATERCONVEYINGTUNNELS UNLINEDPRESSURESHAFTS SUBSURFACEPOWERSTATIONS LAKETAPS EARTHANDROCKFILLDAMS s4RANSPORTATIONTUNNELS s5NDERGROUNDSTORAGEFACILITIES s5NDERGROUNDOPENINGSFORFORPUBLICUSE NORSK FORENING FOR FJELLSPRENGNINGSTEKNIKK Norwegian Tunnelling Sosiety [email protected] - www.tunnel.no - www.nff.no NORWEGIAN TUNNELLING TECHNOLOGY Publication No. 23 NORWEGIAN TUNNELLING SOCIETY 2014 DESIGN/PRINT BY HELLI - VISUELL KOMMUNIKASJON, OSLO, NORWAY NORWEGIAN TUNNELLING SOCIETY PUBLICATION NO. 23 PUBLICATION NO. 23 © Norsk Forening for Fjellsprengningsteknikk NFF ISBN 978-82-92641-30-9 Front page: Stetind, courtesy: Norwegian Public Roads Administration Layout/Print: HELLI - Visuell kommunikasjon AS [email protected] www.helli.no DISCLAIMER “Readers are advised that the Publications from Norwegian Tunnelling Society NFF are issued solely for informational purposes. The opinions and statements included are based on reliable sources in good faith. In no event, however, shall NFF and/or the authors be liable for direct or indirect inciden- tal or consequential damages resulting from the use of this information” 4 NORWEGIAN TUNNELLING SOCIETY PUBLICATION NO. 23 FOREWORD The present publication, No. 23 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with our col- leagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Publication No 1 - “Norwegian Hard Rock Tunnelling” issued 32 years ago may have given an impression of a mountainous country with entirely solid, competent rock. The picture is more complicated, several incidents underscore variety. Developers set new benchmarks for safety and quality, more pre-investigation is necessary, plans and specifications are more detailed as are the contract documents. The basic situation, however, is unchanged. Cooperation, contribution and flex- ibility are still common approach, modifications take place when appropriate and in the context of durability and maintenance costs as seen from the owners; safety and reliability as seen from the public; methods, techniques and materials as seen from scientists, advisers, suppliers and contractors. Publication 23 is prepared by NFF members. Some details on the authors are included in Annex I. On behalf of NFF it is a privilege to express our sincere thanks to the Editorial Committees and the Authors. Without their efforts the preparing of this publication would not have been possible. Oslo, May 2014 Norwegian Tunnelling Society International Committee 5 CONTENTS FOREWORD................................................................................................................................................................ 5 01. INTRODUCTION .............................................................................................................................................. 13 Background .........................................................................................................................................................13 Development of Tunneling in Norway ...............................................................................................................14 In the Hall of the Mountain King .......................................................................................................................15 Norway, a nation of notorious risk takers? And why? .......................................................................................15 Concluding remark .............................................................................................................................................16 02. GROUND INVESTIGATIONS FOR NORWEGIAN TUNNELLING.......................................................... 19 1 Introduction ....................................................................................................................................................19 2 Investigation stages ........................................................................................................................................19 3 Pre-construction investigation methods .........................................................................................................22 4 Construction stage investigation methods......................................................................................................29 5 Investigations during operation ................................................................................................................................................31 6 Extent of investigation ...................................................................................................................................32 7 Concluding remarks .......................................................................................................................................33 References ..........................................................................................................................................................33 03. EXCAVATION AND SUPPORT METHODS ................................................................................................... 35 1 Introduction ....................................................................................................................................................35 2 Excavation methods .......................................................................................................................................35 3 Water control ..................................................................................................................................................36 4 Contracts ........................................................................................................................................................36 5 Rock Support Philosophy and Practices ........................................................................................................37 6 Geological Pre-Investigations and Feasibility Studies ..................................................................................37 7 Investigations during tunnel excavation ........................................................................................................38 8 Expertise at the tunnel face during scaling and geological mapping ............................................................38 9 Permanent Rock Support Strategy .................................................................................................................39 10 Ground freezing............................................................................................................................................41 References ..........................................................................................................................................................43 04. TUNNEL AND CAVERN SUPPORT SELECTION IN NORWAY, BASED ON ROCK MASS CLASSIFICATION WITH THE Q-SYSTEM.................................................................................................. 45 1 Introduction ..................................................................................................................................................45 2 How and why Q was developed ................................................................................................................45 3 Classification method briefly described .........................................................................................................45 4 Examples of core-logging with Q .................................................................................................................47 5 Additional advice concerning core logging ...................................................................................................48 6 Characterizing surface exposures with examples ..........................................................................................49 7 Additional advice concerning surface exposure logging ...............................................................................49 8 Using seismic velocity and Q to interpolate between boreholes ...................................................................51 9 Characterizing the rock mass in tunnels by inspecting each tunnel advance ................................................53 10 Effect of orientation of geological structures on Q-value ...........................................................................53 11 Tunnel support recommendations based on Q – some history ....................................................................54 7 12 The components of Q-system based support: S(fr), CT bolts, and RRS .....................................................54 13 NMT single-shell tunneling concept summarized in 1992 ..........................................................................59 14 Concerning bolting and fibre types in the Q-recommendations ..................................................................59 15 Contrasting single-shell NMT and double-shell NATM ..............................................................................60 16
Recommended publications
  • Stability and Water Leakage of Hard Rock Subsea Tunnels
    Stability and water leakage of hard rock subsea tunnels B. Nilsen The Norwegian University of Science and Technology, Trondheim, Norway A. Palmstrøm Norconsult as, Sandvika, Norway ABSTRACT: The many undersea tunnels along the coast of Norway offer excellent opportunities to study the key factors determining stability and water leakage in hard rock subsea tunnels. About 30 such tunnels have been constructed in Norway the last 20 years, all of them excavated by drill and blast. The longest tunnel is 7.9 km with its deepest point 260 metres below sea level. Although all tunnels are located in Precambrian or Palaeozoic rocks, some of them have encountered complex faulting or less competent rocks like shale and schist. The severe tunnelling problems met in these tunnels emphasise the need of a better understanding of the key factors determining stability and water leakage of such projects. This has been discussed based on the experience from several completed projects. 1 INTRODUCTION 2 CHARACTERISTICS OF SUBSEA TUNNELS In Norway, about 30 subsea tunnels, comprising Compared to conventional tunnels, subsea tunnels more than 100 km have been built the last 20 years. are quite special in several ways. Concerning Most of these are 2 or 3 lane road tunnels, but some engineering geology and rock engineering, the are also for water, sewage, or oil and gas pipelines. following factors are the most important (see also All tunnels so far are drill and blast. The locations of Figure 4): some key projects, and tunnels being discussed later • Most of the project area is covered by water. in this paper, are shown in Figure 1, and some main Hence, special investigation techniques need to figures concerning length and depth are given in be applied, and interpretation of the investigation Table 1.
    [Show full text]
  • Report on Railway Accident with Freight Car Set That Rolled Uncontrolledly from Alnabru to Sydhavna on 24 March 2010
    Issued March 2011 REPORT JB 2011/03 REPORT ON RAILWAY ACCIDENT WITH FREIGHT CAR SET THAT ROLLED UNCONTROLLEDLY FROM ALNABRU TO SYDHAVNA ON 24 MARCH 2010 Accident Investigation Board Norway • P.O. Box 213, N-2001 Lillestrøm, Norway • Phone: + 47 63 89 63 00 • Fax: + 47 63 89 63 01 www.aibn.no • [email protected] This report has been translated into English and published by the AIBN to facilitate access by international readers. As accurate as the translation might be, the original Norwegian text takes precedence as the report of reference. The Accident Investigation Board has compiled this report for the sole purpose of improving railway safety. The object of any investigation is to identify faults or discrepancies which may endanger railway safety, whether or not these are causal factors in the accident, and to make safety recommendations. It is not the Board’s task to apportion blame or liability. Use of this report for any other purpose than for railway safety should be avoided. Photos: AIBN and Ruter As Accident Investigation Board Norway Page 2 TABLE OF CONTENTS NOTIFICATION OF THE ACCIDENT ............................................................................................. 4 SUMMARY ......................................................................................................................................... 4 1. INFORMATION ABOUT THE ACCIDENT ..................................................................... 6 1.1 Chain of events ...................................................................................................................
    [Show full text]
  • Product Manual
    PRODUCT MANUAL The Sami of Finnmark. Photo: Terje Rakke/Nordic Life/visitnorway.com. Norwegian Travel Workshop 2014 Alta, 31 March-3 April Sorrisniva Igloo Hotel, Alta. Photo: Terje Rakke/Nordic Life AS/visitnorway.com INDEX - NORWEGIAN SUPPLIERS Stand Page ACTIVITY COMPANIES ARCTIC GUIDE SERVICE AS 40 9 ARCTIC WHALE TOURS 57 10 BARENTS-SAFARI - H.HATLE AS 21 14 NEW! DESTINASJON 71° NORD AS 13 34 FLÅM GUIDESERVICE AS - FJORDSAFARI 200 65 NEW! GAPAHUKEN DRIFT AS 23 70 GEIRANGER FJORDSERVICE AS 239 73 NEW! GLØD EXPLORER AS 7 75 NEW! HOLMEN HUSKY 8 87 JOSTEDALSBREEN & STRYN ADVENTURE 205-206 98 KIRKENES SNOWHOTEL AS 19-20 101 NEW! KONGSHUS JAKT OG FISKECAMP 11 104 LYNGSFJORD ADVENTURE 39 112 NORTHERN LIGHTS HUSKY 6 128 PASVIKTURIST AS 22 136 NEW! PÆSKATUN 4 138 SCAN ADVENTURE 38 149 NEW! SEIL NORGE AS (SAILNORWAY LTD.) 95 152 NEW! SEILAND HOUSE 5 153 SKISTAR NORGE 150 156 SORRISNIVA AS 9-10 160 NEW! STRANDA SKI RESORT 244 168 TROMSØ LAPLAND 73 177 NEW! TROMSØ SAFARI AS 48 178 TROMSØ VILLMARKSSENTER AS 75 179 TRYSILGUIDENE AS 152 180 TURGLEDER AS / ENGHOLM HUSKY 12 183 TYSFJORD TURISTSENTER AS 96 184 WHALESAFARI LTD 54 209 WILD NORWAY 161 211 ATTRACTIONS NEW! ALTA MUSEUM - WORLD HERITAGE ROCK ART 2 5 NEW! ATLANTERHAVSPARKEN 266 11 DALSNIBBA VIEWPOINT 1,500 M.A.S.L 240 32 DESTINATION BRIKSDAL 210 39 FLØIBANEN AS 224 64 FLÅMSBANA - THE FLÅM RAILWAY 229-230 67 HARDANGERVIDDA NATURE CENTRE EIDFJORD 212 82 I Stand Page HURTIGRUTEN 27-28 96 LOFOTR VIKING MUSEUM 64 110 MAIHAUGEN/NORWEGIAN OLYMPIC MUSEUM 190 113 NATIONAL PILGRIM CENTRE 163 120 NEW! NORDKAPPHALLEN 15 123 NORWEGIAN FJORD CENTRE 242 126 NEW! NORSK FOLKEMUSEUM 140 127 NORWEGIAN GLACIER MUSEUM 204 131 STIFTELSEN ALNES FYR 265 164 CARRIERS ACP RAIL INTERNATIONAL 251 2 ARCTIC BUSS LOFOTEN 56 8 AVIS RENT A CAR 103 13 BUSSRING AS 47 24 COLOR LINE 107-108 28 COMINOR AS 29 29 FJORD LINE AS 263-264 59 FJORD1 AS 262 62 NEW! H.M.
    [Show full text]
  • Brass Bands of the World a Historical Directory
    Brass Bands of the World a historical directory Kurow Haka Brass Band, New Zealand, 1901 Gavin Holman January 2019 Introduction Contents Introduction ........................................................................................................................ 6 Angola................................................................................................................................ 12 Australia – Australian Capital Territory ......................................................................... 13 Australia – New South Wales .......................................................................................... 14 Australia – Northern Territory ....................................................................................... 42 Australia – Queensland ................................................................................................... 43 Australia – South Australia ............................................................................................. 58 Australia – Tasmania ....................................................................................................... 68 Australia – Victoria .......................................................................................................... 73 Australia – Western Australia ....................................................................................... 101 Australia – other ............................................................................................................. 105 Austria ............................................................................................................................
    [Show full text]
  • Mulighetsstudie - Evakueringsrom
    Mulighetsstudie - Evakueringsrom Ove Njå Rapport - 2017/140 © Kopiering er kun tillatt etter avtale med IRIS eller oppdragsgiver. International Research Institute of Stavanger AS er sertifisert etter et kvalitetssystem basert på NS-EN ISO 9001 og NS-EN ISO 14001:2004 www.iris.no © Kopiering er kun tillatt etter avtale med IRIS eller oppdragsgiver. International Research Institute of Stavanger AS er sertifisert etter et kvalitetssystem basert på NS-EN ISO 9001 og NS-EN ISO 14001:2004 Prosjektnummer: 7351039 Prosjektets tittel: Mulighetsstudie Evakueringsrom Oppdragsgiver(e): VRI Rogaland / Rogaland fylkeskommune og EUREKA/Align ISBN: 978-82-490-0889-6 Gradering: Åpen Kvalitetssikrer: Geir Sverre Braut, SuS Stavanger, 25.08.2017 Ove Njå Einar Leknes Prosjektleder Direktør IRIS Samfunnsforskning Prosjektet er støttet av Norges forskningsråd gjennom programmet Virkemidler for regional FoU og innovasjon – VRI © Kopiering er kun tillatt etter avtale med IRIS eller oppdragsgiver. International Research Institute of Stavanger AS er sertifisert etter et kvalitetssystem basert på NS-EN ISO 9001 og NS-EN ISO 14001:2004 © Kopiering er kun tillatt etter avtale med IRIS eller oppdragsgiver. International Research Institute of Stavanger AS er sertifisert etter et kvalitetssystem basert på NS-EN ISO 9001 og NS-EN ISO 14001:2004 International Research Institute of Stavanger www.iris.no Forord Tunnelsikkerhet har vært viktig i Rogaland siden Arne Rettedal gjennom sitt virke i Rogaland fylkeskommune fikk bygget Rennfast-tunnelene. Det var nybrottsarbeid, hvor tunnelbrann ikke ble ansett som styrende for beredskapen. Ulykker inntraff, men det ble ikke de samme hendelsene som man erfarte i Sør-Europa. En brann i Mastrafjordtunnelen i 2006 kunne fått fatale følger, men heldigvis klarte Kystbussen å snu i en havarinisje like før alle ble innhyllet i røyk.
    [Show full text]
  • To Post-Tectonic Sveconorwegian Granitic Magmatism in South Norway
    TOM ANDERSEN,ARILD ANDRESEN & ARTHUR G.SYLVESTER NGU-BULL 440, 2002 - PAGE 5 Timing of late- to post-tectonic Sveconorwegian granitic magmatism in South Norway TOM ANDERSEN, ARILD ANDRESEN & ARTHUR G. SYLVESTER Andersen, T., Andresen, A. & Sylvester, A.G. 2002: Timing of late- to post-tectonic Sveconorwegian granitic magma- tism in South Norway. Norges geologiske undersøkelse Bulletin 440, 5-18. Dating of late- to post-tectonic Sveconorwegian granitic intrusions from South Norway by the SIMS U-Pb method on zircons and by internal Pb-Pb isochrons on rock-forming minerals indicates a major event of granitic magmatism all across southern Norway in the period 950 to 920 Ma. This magmatic event included emplacement of mantle- derived magma into the source region of granitic magmas in the lower crust east of the Mandal-Ustaoset shear zone, and formation of hybrid magmas containing crustal and mantle-derived components. West of the Mandal- Ustaoset shear zone, granitic magmatism started earlier, at c. 1030 Ma. A distinct group of granites, characterized by low Sr concentration and a high Rb/Sr ratio, is restricted to central Telemark, and shows evidence of involvement of a component related to the ca. 1500 Ma metarhyolite of the Telemark supracrustal sequence.Whereas one of these granites clearly belongs to the 920-950 Ma age group, two of the intrusions dated in this study (Otternes and Gunnarstul) are significantly older and may be genetically related to an earlier event of anorogenic magmatism in the region at c. 1120 to 1150 Ma. Tom Andersen and Arild Andresen, Department of Geology, University of Oslo, PO Box 1047 Blindern, N-0316 Oslo, Norway.
    [Show full text]
  • Joint Barents Transport Plan Proposals for Development of Transport Corridors for Further Studies
    Joint Barents Transport Plan Proposals for development of transport corridors for further studies September 2013 Front page photos: Kjetil Iversen, Rune N. Larsen and Sindre Skrede/NRK Table of Contents Table Summary 7 1 Introduction 12 1.1 Background 12 1.2 Objectives and members of the Expert Group 13 1.3 Mandate and tasks 14 1.4 Scope 14 1.5 Methodology 2 Transport objectives 15 2.1 National objectives 15 2.2 Expert Group’s objective 16 3 Key studies, work and projects of strategic importance 17 3.1 Multilateral agreements and forums for cooperation 17 3.2 Multilateral projects 18 3.4 National plans and studies 21 4 Barents Region – demography, climate and main industries 23 4.1 Area and population 23 4.2 Climate and environment 24 4.3 Overview of resources and key industries 25 4.4 Ores and minerals 25 4.5 Metal industry 27 4.6 Seafood industry 28 4.7 Forest industry 30 4.8 Petroleum industry 32 4.9 Tourism industry 35 4.10 Overall transport flows 37 4.11 Transport hubs 38 5 Main border-crossing corridors in the Barents Region 40 5.1 Corridor: “The Bothnian Corridor”: Oulu – Haparanda/Tornio - Umeå 44 5.2 Corridor: Luleå – Narvik 49 5.3 Corridor: Vorkuta – Syktyvkar – Kotlas – Arkhangelsk - Vartius – Oulu 54 5.4 Corridor: “The Northern Maritime Corridor”: Arkhangelsk – Murmansk – The European Cont. 57 5.5 Corridor: “The Motorway of the Baltic Sea”: Luleå/Kemi/Oulu – The European Continent 65 5.6 Corridor: Petrozavodsk – Murmansk – Kirkenes 68 5.7 Corridor: Kemi – Salla – Kandalaksha 72 5.8 Corridor: Kemi – Rovaniemi – Kirkenes 76
    [Show full text]
  • Upcoming Projects Infrastructure Construction Division About Bane NOR Bane NOR Is a State-Owned Company Respon- Sible for the National Railway Infrastructure
    1 Upcoming projects Infrastructure Construction Division About Bane NOR Bane NOR is a state-owned company respon- sible for the national railway infrastructure. Our mission is to ensure accessible railway infra- structure and efficient and user-friendly ser- vices, including the development of hubs and goods terminals. The company’s main responsible are: • Planning, development, administration, operation and maintenance of the national railway network • Traffic management • Administration and development of railway property Bane NOR has approximately 4,500 employees and the head office is based in Oslo, Norway. All plans and figures in this folder are preliminary and may be subject for change. 3 Never has more money been invested in Norwegian railway infrastructure. The InterCity rollout as described in this folder consists of several projects. These investments create great value for all travelers. In the coming years, departures will be more frequent, with reduced travel time within the InterCity operating area. We are living in an exciting and changing infrastructure environment, with a high activity level. Over the next three years Bane NOR plans to introduce contracts relating to a large number of mega projects to the market. Investment will continue until the InterCity rollout is completed as planned in 2034. Additionally, Bane NOR plans together with The Norwegian Public Roads Administration, to build a safer and faster rail and road system between Arna and Stanghelle on the Bergen Line (western part of Norway). We rely on close
    [Show full text]
  • Iceland, Norway & Faroes
    Port Handbook Chapter A - The Baltic Chapter B - United Kingdom & Ireland Chapter C - Atlantic Europe Chapter D - Iceland, Norway & Faroes Chapter E - Associated Members Copyright 2021 Cruise Europe Word of the chairman Matching cruise industry growth and cruise port capacities Cruise Europe and its more than 100 member ports between Gibraltar in the South, Kirkenes in the North and Lulea in the Baltic still has the potential for growth. Only 75% of the potential cruise ports along the Atlantic coast are members; also one has to include the potential of the cruise ports in Greenland and the area east of the North Cape. The tourist organisations of the ports, the regions, the countries can help as members to make Cruise Europe stronger in marketing the destination Northern Europe to the cruise lines. The aim for Cruise Europe is to match the ongoing growth of the cruise industry in offering better infrastructure in the member ports, which means more cruise terminals, or to point out the diversity of the many destinations and attractions in Northern Europe. Cruise Europe has to open a dialogue with the cruise lines with the intention to spread the growing number of cruise ships and the even bigger cruise passenger capacities over more ports, over more cruise areas, over more countries. The success of the Baltic is also possible in the areas of West Europe, of UK & Ireland and of Norway and Iceland. Cruise lines have to be convinced that all four cruise areas in Northern Europe have equal attractions and many Captain Michael McCarthy good ports to host the growing cruise fleet.
    [Show full text]
  • Punktlighetsrapport 2007
    Punktlighetsrapport / Punctuality Report 2007 1 Innhold / Contens Forord / Introduction 3 Punktlighet / Punctuality 4 Persontrafikken / Passenger services 6 Lokaltog / Suburban 6 Flytoget / Gardermoen 10 Mellomdistanse / Regional 10 Strekningsvis punktlighet / Punctuality by line 12 Persontrafikk langdistanse / Long-distance passenger 12 Utlandstog / Cross-border 13 Godstrafikk / Freight 14 Punktlighet i togtrafikken / Train punctuality 1999–2007 16 Forsinkelsestimer / Hours lost to delays 2007 17 Forsinkelsesårsaker totalt / Overall causes of delays 17 Sporkapasitet / Track capacity 18 Flaskehalser / Bottlenecks 18 Kapasitetsforbedringer 2007 / Capacity enhancements in 2007 20 Eksempler på beregnet tidstap ved saktekjøringer / Examples on time lost owing to speed restrictions 21 Krav til oppetid / Uptime requirements 22 Trafikkutvikling / Traffic changes 25 Persontrafikken / Passenger services 25 Godstrafikken / Freight 26 2 Forord / Introduction Jernbaneverkets andel av forsinkelser i togtrafikken, inklu- Jernbaneverket’s rate of train delays and cancellations is sive innstillinger (kanselleringer) defineres som ”oppetid”. described as the infrastructure’s “uptime”. To meet the target For å tilfredsstille behovet for oppetid mht punktlighet, for uptime in punctuality terms, which should be close to som bør være nær 100 %, er det stilt krav til de forhold som 100%, we apply requirements in respect of the following påvirker dette; contributory factors: – tidstap på grunn av saktekjøringer. – Time lost owing to speed restrictions – forsinkelsestimer og innstillinger av tog som skyldes – Delays and service cancellations owing to infrastructure forhold i infrastrukturen. conditions – høy tilgjengelighet og lav feilfrekvens i anleggene til – High levels of availability and low failure rates in Jernbane- Jernbaneverkets. verket’s infrastructure Dette er viktige bidrag til god punktlighet og regularitet. These factors play a major part in good timekeeping and service reliability.
    [Show full text]
  • Annual Report 2004
    Annual Report 2004 1 Contents Time for trains 3 What is Jernbaneverket? 4 Organisational structure 5 Safety 6 Finance and efficiency 10 Operations 10 Maintenance 11 Capital expenditure – rail network development 12 State Accounts for 2004 14 Human resources 16 Personnel and working environment 16 JBV Ressurs 16 Competitiveness 18 Train companies operating on the national rail network 18 Infrastructure capacity – Jernbaneverket’s core product 18 Operating parameters 19 Key figures for the national rail network 21 Traffic volumes on the national rail network 23 Punctuality 24 Environmental protection 26 International activities 28 Contact details 30 www.jernbaneverket.no 2 Cover: Jernbaneverket’s celebrations to mark 150 years of Norwegian railways. Photo: Øystein Grue Time for trains The past year marked the 150th anniversary of the railways in Norway and proved a worthy celebration. Punctuality has never been better, rail traffic is growing, and in summer 2004 the Norwegian Parliament took the historic decision to invest NOK 26.4 billion in developing a competitive rail network over the ten years from 2006 to 2015. In other words, the anniversary year not only provided the opportunity for a nostalgic look back, but also confirmed that the railways will continue to play a central role in the years ahead. In line with Parliament’s decision, value our good working relationship with autumn 2005. This brings us one step clo- Jernbaneverket has drawn up an action the trade unions. The railway has a culture ser to our goal of an efficient, modern rail programme which, if implemented, will and a historic legacy which need to be network in the Oslo region.
    [Show full text]
  • Sydhavna (Sjursøya) – an Area with Increased Risk
    REPORT Sydhavna (Sjursøya) – an area with increased risk February 2014 Published by: Norwegian Directorate for Civil Protection (DSB) 2015 ISBN: 978-82-7768-350-8 (PDF) Graphic production: Erik Tanche Nilssen AS, Skien Sydhavna (Sjursøya) – an area with increased risk February 2014 CONTENTS Preface ............................................................................................................................................................................................................................................ 7 Summary ...................................................................................................................................................................................................................................... 8 01 Introduction ........................................................................................................................................................................................ 11 1.1 Mandat .............................................................................................................................................................................................. 12 1.2 Questions and scope ............................................................................................................................................................... 13 1.3 Organisation of the project ................................................................................................................................................. 13 1.4
    [Show full text]