NFF > Arkiver for NFF

Publication 25


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.

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

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

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

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.

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 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.

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

“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.

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 Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. Read more

Norwegian Hydropower Tunnelling II, Oslo, April 2013 The publication “Norwegian Hydropower Tunnelling II” is part of the English language series published by the Norwegian Tunnelling Society, NFF. The aim is to share with our international colleagues information on rock technology, - this time with focus on tunnelling and underground works related to hydropower. As indicated in the title, this publication is the second publication in our series devoted to hydropower tunnelling. The first publication was published in 1985 as No. 3 in this series, contained 18 papers and has during the years been spread all over the world. 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

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Contracts in Norwegian Tunnelling, May 2012 The publication “Contracts in Norwegian Tunnelling” is part of the English language series published by the Norwegian Tunnelling Society NFF. 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

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in tunnelling. Read more

Rock Mass Grouting The publication “Rock Mass Grouting” is part of the English language series published by the Norwegian Tunnelling Society NFF. The aim is to share with colleagues internationally information on rock technology, this time with focus on rock mass grouting in 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

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. Read more

Rock Support in Norwegian tunnelling The publication "Rock Support in Norwegian Tunnelling" is part of the English language series published by the Norwegian Tunnelling Society NFF. 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

Forrige

Neste