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Soon brekathrough in Ulriken


Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

WTC 2017 is just around the corner!

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

PECCS for European Shotfirer level 4-5

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

Tirsdag 29. august vil Ulrikke se dagens lys på Bergenssiden av den nye jernbanetunnelen gjennom Ulriken. Da vi var på besøk på onsdag morgen, var det 110 meter fjell igjen før Ulrikke ser dagens lys på Bergenssiden av det nye løpet av tunnelen mellom Arna og Bergen. Det er et imponerende maskineri, eller skal man heller si fabrikk, som nå har boret seg gjennom fjellet. Hele TBM-en er 152 meter lang, har egne opplegg for bolting, gysing og sprøyting bak selve borhodet, som er 9,3 meter i diameter. Takk til Guro Isachsen og Kåre Bjørn Solhaug for god guiding! [caption id="attachment_3144" align="alignnone" width="300"]Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget Her er modellen av hele maskineriet, veldig grei for å vise alt som foregår i det 152 meter lange toget[/caption]   [caption id="attachment_3149" align="alignnone" width="225"]Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene Guro Isachsen sammen med han som har ansvaret for gyseblandinga til boltene[/caption]   [caption id="attachment_3145" align="alignnone" width="300"]Egen sprøyterigg som en del av TBM-en Egen sprøyterigg som en del av TBM-en[/caption]   [caption id="attachment_3140" align="alignnone" width="300"]På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner På disse fire skjermene har "sjåføren" full kontroll på de fleste operasjoner[/caption]   [caption id="attachment_3151" align="alignnone" width="300"]Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk Det blir en annen standard på togene som skal gå i rute når tunnelen åpner for trafikk[/caption]   Read more

The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

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Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

This article does not exist in english

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NFF 1963 – Vår første fjellsprengningsdag

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Nisser og Dverge bygge i Bjerge

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The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

WTC 2017 is just around the corner!

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

PECCS for European Shotfirer level 4-5

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Download Publication No. 26 Read more

The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

Read more

Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

This article does not exist in english

Read more

NFF 1963 – Vår første fjellsprengningsdag

This article does not exist in english

Read more

Nisser og Dverge bygge i Bjerge

This article does not exist in english

Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

WTC 2017 is just around the corner!

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

PECCS for European Shotfirer level 4-5

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The principles of Norwegian tunnelling The Norwegian Tunnelling Society NFF is publishing this issue No. 26 in the English Language series for the purpose of sharing with international colleagues, and friends, the experiences of tunnel and cavern construction along with examples of underground use. The purpose of Publication No. 26 is to demonstrate the content of Norwegian tunnelling by clarifying the principles of this approach, show-case breakthrough technologies and describe various ways of utilising the underground. We have named the publication 'The Principles of Norwegian Tunnelling'. Read more

The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

Read more

Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

This article does not exist in english

Read more

NFF 1963 – Vår første fjellsprengningsdag

This article does not exist in english

Read more

Nisser og Dverge bygge i Bjerge

This article does not exist in english

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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WTC 2017 is just around the corner!

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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PECCS for European Shotfirer level 4-5

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

Read more

Etter en omfattende jobb fra Vitenskapskomiteen og programkomiteen, begynner det totale innholdet for WTC 2017 å falle på plass. Under vil du få en smak av hva du vil lære mer om i Bergen i juni. Les mer her! Muir Wood 2017 – Professor Håkan P. Stille Ph.D. fra Det kongelige institutt for teknologi i Stockholm og i sin periode som professor i jord- og bergmekanikk ved samme universitet har han fått flere priser. Professor Håkan P. Stille vil snakke om hvordan riktig tilnærming til risikovurderinger og kvalitetssikring innen bergteknikk og tunneling er basert på erfaringer fra tunnelprosjekter og støttet av teorier om usikkerhet. The Selected Paper is written by Professor Nuh Bilgin Det valgte papiret er basert på en kombinasjon av relevansen, gjeldende interesse for papiret og poengsummen etter en grundig gjennomgang av vitenskapskomiteens innleverte papir. Det valgte papiret for WTC 2017 er "Faktorene som påvirker ytelsen til tre forskjellige TBM i En kompleks geologi i Istanbul " Nick Barton will also present during the opening session Ph.D. På steinhellingstabilitet fra Imperial College i London 1971. Han jobbet i 25 år i Norsk Geoteknisk Institutt, en del av tiden som divisjonsleder, og senere som teknisk rådgiver. Han er ofte involvert i TBM prosjektproblemer. I 2000 startet han egen rådgivning i Norge. Jean-Christophe Giesbert will moderate the Open session På tirsdag arrangerer ITAs eksekutjonsråd en felles sesjon for alle deltakere. Emnet for denne økten er "Rethinking major infrastructure projects; Et nytt utseende på underjordiske løsninger og offentlig godkjenning ". Giesbert er administrerende direktør for SAS Giesbert & Associés, et kommunikasjonskonsulentbureau basert i Toulouse. Han grunnla dette byrået etter en lang karriere i avisbransjen, og spesielt som administrerende redaktør for den regionale dagbladet La Dépêche du Midi.  


Vil du oppleve WTC 2017? Registrer deg i dag og bli med oss i Bergen 9. juni

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The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

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Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

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NFF 1963 – Vår første fjellsprengningsdag

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Nisser og Dverge bygge i Bjerge

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Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

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A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

WTC 2017 is just around the corner!

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

PECCS for European Shotfirer level 4-5

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

Norwegian Rock Caverns The present publication, No. 25 in the English language series from the Norwegian Tunnelling Society NFF, has - as always – the intention of sharing with international colleagues and friends the latest news and experience in the use of the underground. This time we want to show our various use of rock caverns, thus the title “Norwegian Rock Caverns”.

One good reason for selecting this topic and title, is that next year, 2017, the World Tunnel Congress (WTC) will take place in Bergen on the Norwegian west coast. And the slogan for the congress is “Surface Challenges, - Underground Solutions.” As we expect that many of the readers of this publication will take part in the WTC in Bergen, we have included examples of rock caverns located in or near Bergen, -Bergen known as “The city with seven mountains.” Technical excursions to many of these caverns will be offered to the WTC participants.

Read more

The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

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Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

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NFF 1963 – Vår første fjellsprengningsdag

This article does not exist in english

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Nisser og Dverge bygge i Bjerge

This article does not exist in english

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Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

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A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

WTC 2017 is just around the corner!

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

PECCS for European Shotfirer level 4-5

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

Health, Safety and Environment in Norwegian Tunnelling

The present publication, No. 24 in the English language series from the Norwegian Tunnelling Society NFF, has – as always – the intention of sharing with colleagues and friends internationally our latest news and experience in the use of the underground, this time with focus on health, safety and environment.

In 2004 NFF issued the Publication No.13 called Health and Safety in Norwegian Tunnelling. During the period 2004-2015 laws, regulations and critical threshold values were modified followed by controls, measurements and enhanced attention from owners and society on HSE-matters.

Read more

The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

Read more

Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

This article does not exist in english

Read more

NFF 1963 – Vår første fjellsprengningsdag

This article does not exist in english

Read more

Nisser og Dverge bygge i Bjerge

This article does not exist in english

Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

WTC 2017 is just around the corner!

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

PECCS for European Shotfirer level 4-5

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

Norwegian Tunnelling Technology 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 colleagues and friends internationally the latest news and experience gained in the use of the underground; this time with focus on tunnelling technology in general. Read more

The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

Read more

Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

This article does not exist in english

Read more

NFF 1963 – Vår første fjellsprengningsdag

This article does not exist in english

Read more

Nisser og Dverge bygge i Bjerge

This article does not exist in english

Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

WTC 2017 is just around the corner!

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

PECCS for European Shotfirer level 4-5

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

sends its best greetings to colleagues and friends soon celebrating the New Lunar Year. Friday 31. January 2014 is the day and will be celebrated over a period of time. 2014 will be the year of the Green Horse. For our readers in the "western" part of the world we add that the start of the Lunar Year celebration dates back to the early Dynasties more than 3000 years ago. Traditions are slowly modified and various ethnic groups may have individual rites. Cleanliness, good food, maybe new clothes are important.This time the Board of NFF, eastbound next week (week 4) will participate in parts of the celebrations Read more

The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

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Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

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NFF 1963 – Vår første fjellsprengningsdag

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Nisser og Dverge bygge i Bjerge

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The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

WTC 2017 is just around the corner!

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

PECCS for European Shotfirer level 4-5

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Peninsula,the westernmost  part of Norway is exposed to extreme weather conditions. For seafarers pasing, this is one of and the most dangerous and worst stretches along the Norwegian coast for naval transport. Due to the extreme weather conditions combined with sea currents and waves, there have been several fatal ship accidents with human loss, injuries and damages during history. Background In order to secure a safe passage of the Stad peninsula by vessels, the idea of a naval tunnel was introduced several years ago. Feasibility studies were started in 1999 and the Norwegian government has now decided detailed design of the project to be prepared. Initially the project idea aimed  at moderate sized ships.  In agreement with the approved plans the size will be increased to accommdate the coastal line ship-size. If you come to Bergen for the WTC in the summer of 2017, this may be something special to inspect. Read more

The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

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Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

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NFF 1963 – Vår første fjellsprengningsdag

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Nisser og Dverge bygge i Bjerge

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“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

A family affair at WTC 2017 15 Jun 2017 – by Shani Wallis, TunnelTalk

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

WTC 2017 is just around the corner!

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

PECCS for European Shotfirer level 4-5

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

“To date, the maximum length of an undersea railway tunnel is approximately 50km. There are a number of reasons for this length limitation including the transport of workers and materials on slow construction trains which impact on the construction time, and the cooling and ventilation of the tunnels both during the construction and operational phases”. The above statement is a quotation from the paper Ultra-Long Undersea Tunnels presented by Messrs. Tor Ole Olsen, Gareth Mainwaring and Allan Sharp during the Strait Crossings Symposium in Bergen June 2013. The Romans constructed tunnels, speeding up by establishing additional work-faces through shafts; within the hydropower industry a variety of adits have been used; now developers of ultra long subsea tunnels consider establishing additional work faces while using offshore oil technology. The solutions are described in the interesting paper presented in Bergen. Today’s number one tunnels are some 50 km long. Extreme projects, however call for ultra long tunnels. To increase the feasible length of subsea tunnels is a matter of increased number of construction adits. For developers related to offshore oil activities the use of concrete gravity base structures is an obvious avenue for solving the challenges. To overcoming the length limitation Allan Sharp proposed establishing additional work faces using concrete gravity structures and shaft sinking to tunnel level. Read more

The Stad Naval tunnel – For protection of ships in extreme weather and sea conditions

The Stad ocean (North sea / Atlantic Ocean)is exposed for extreme weather conditions and the most dangerous and worst stretch along the Norwegian coast for naval transport.

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Nytt Æresmedlem i NFF – Fjellsprengningsforeningen

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NFF 1963 – Vår første fjellsprengningsdag

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Nisser og Dverge bygge i Bjerge

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