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Příspěvek Re: Norsko
nová státní společnost Nye Veier má již i YT účet a zde jedna ukázka z 23 km úseku v současnosti, který se má dokončit v 10/2019:



její základní kapitál činí kolem 13,5 mld. € na vybrané silniční projekty s tím, že jejich počet se za 3 roky od vzniku znásobil a pravdepodobně se později vyčlení i peníze

tato společnost financuje projekty silniční sítě více sama než s pomocí dalších orgánů a uživatelů, je to tedy přímá státní podpora pro dálniční expanzi

zapracoval jsem odkaz na tuto společnost již i na začátek vlákna

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19.1.2019 21:06:31
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Příspěvek Re: Norsko
V provozu je E6 Tiller - Melhus jižně u Trondheim v délce asi 8 km. :arrow:


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9.2.2019 15:53:54
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Příspěvek Re: Norsko
reportáž v originálu z portálu WH

Norway’s massive Rogfast Tunnel project
Příloha:
Poznámka: The suspension bridge at Romdals Fjord will be 2km long with a 1,625m central span – image courtesy of Statens Vegvesen
romdals 650.png
romdals 650.png [ 489.66 KiB | Zobrazeno 2325 krát ]

The world's longest and deepest road tunnel is underway in western Norway - Adrian Greeman reports

For a small country, with less than 5 million people, Norway has bold ambitions for its highways. And few come bolder than the giant US$47 billion E39 "ferry-free" project along the western side of the country. This 1,100km route will link the major city of Trondheim in the mid-north to Kristiansand on the south coast and aims to develop industry, commerce and social community existence for the entire west side of the country. Around half a dozen significant cities are included in the project, most notably the infamously rain-soaked Bergen, important for the oil industry and fishing and Stavanger, another major North Sea oil service centre.

There is already a highway along the coast but it is not yet a major motorway for much of the length though some southern sections are being improved. More significantly, it confronts major obstacles along the route where it has to traverse many of the great fjords for which the country is famous. Currently, this means drivers must use multi-kilometre ferry crossings at seven points along the whole route. As a result, the travel time for the full journey is 21 hours minimum.

The government wants to cut this effectively by half, to 11 hours, by building fixed crossings for all the fjords; a staggering task even for 21st century civil engineering technology.

Fjords can be wide and are always deep, due to the way they were carved into the rock by Ice Age glaciers, with most at least 400m down to the seafloor, and one on the route reaching 1300m. They are also busy with shipping, especially tall multideck cruise ships visiting the stunning landscape scenery.

A variety of bold and innovative solutions have been under study for the last decade for these crossings, some never used before, and some stretching existing techniques to the limit (see box). There are suspension bridges twice the world record in length, or with floating bases for the pylons, using North Sea oil techniques. There are other types of floating bridge and immersed buoyant tunnels below the water surface, anchored to the seabed or hanging from pontoons.
Příloha:
Poznámka: There will be cross connections every 250m for emergency and maintenance and those at every 1,500m will be large enough to allow emergency vehicles to cross
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Most of these schemes remain in the feasibility stage, "…and as yet have not received funding go-ahead from the government," said a spokesman for Norway's road authority Statens Vegwesen. But two projects, using better known conventional tunnel technology, are underway.

The first of these is actually quite small, a 4km-long tunnel spur northwards from the nearly complete Ryfast tunnel project (itself a world record-breaking sea tunnel - see World Highways Jan/Feb 2015). This spur was a first stage in upgrading and widening the E39, passing it underneath central Stavanger. It will open next year.

A few kilometres onwards however the road reaches the Randaberg area, a small peninsula at the entrance to the Bokna Fjord, one of the widest crossings on the route. From here, there is to be a 26.7km-long tunnel, running up to 392m below sea level, a world record length and depth for a subsea road tunnel and a major challenge even for conventional tunnelling methodology.

The tunnel will have twin 10.5m diameter bores, which will each carry two lanes of traffic when finishedfinished; There are also three interchanges. Two of these are above ground at each end of the tunnel and one is wholly underground formed by a complex of tunnels approximately halfway along.

At this point the tunnel line passes and connects to a small group of islands, the Kvitsøy where there is a small community of around 500 people, which will be linked into the road with a 4km-long access connection. The spiral ramp from the tunnel also provides a major central access point for the seven years of construction work, and will also provide emergency access for both the finished tunnel and during the excavation phase. It will also provide space for disposal of some 2 million m3 of spoil forming a reclamation area.

Ventilation is obviously crucial for such a long tunnel, especially one carrying motor vehicles, and is one of a number of major challenges for the project. So the Kvitsøy half- way point will have two huge 10m diameter air shafts, starting at the tunnel ramp entrance point and dropping 250m down to service and pump machinery caverns at the level of the main tunnel below. One will intake fresh air and the other will expel exhaust.

Two other pairs of ventilation shafts are part of the project, one at each end portal. These are slightly smaller at 7m and 8m in diameter for intake and exhaust.

Detailed design work on the tunnel began some years back, primarily by engineering firm Norconsult working with the client's own engineers, and full go-ahead was given in 2017 by Norway's Storting (parliament). Construction on the ground began in January this year, with the excavation of an access tunnel at the southern end with northern access beginning in March.

"The access in the south is just 700m long," said engineering manager with Statens Vegwesen, Sveinung Brude, "…but the northern access is longer at 1,900m and has two bores, one for site access and the other for construction ventilation." Both were well advanced this autumn and the excavations should be complete by the New Year.
Příloha:
Poznámka: Preparing the tunnel face with connections to the detonators for a drill and blast round
august2018mekjarvik15 650.jpg
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"The two starter contracts include reclamation works," said Brude. That allows for disposal of the mainly hard rock spoil, building up useful flat areas in this hilly coastal landscape. "They will provide for industrial development but in the meantime also give some additional space for the main contracts."

Both portals are in relatively unpopulated areas, the southern one at the small Harestad community, just north of Stavanger and the other at Arsvågen, a small community around the point where the existing ferry link makes landfall on the northern side. The ferry follows a shorter route across the fjord from Mortavika but this alignment was ruled out for the tunnel as the water is even deeper at this point.

The three big contracts are pending, the first for the Kvitsøy to be let shortly, and with tenders for the other two following at five month intervals.

"Actually we were going to put out the first tender in May but have been a little delayed," said Brude. The contract letting is involved, he says, because of the engineering challenges of the project, and contractors' bids need to assessed on engineering competence and experience as well as price. "Even the pre-qualification is quite complex."

"We are expecting worldwide bidding as well as from Norway," said Brude "and there has been interest expressed from as far away as China."

The last is less surprising than on first impressions, given such giant projects as the Hong Kong-Macau tunnel link, currently one of the world's longest subsea tunnel projects.

Common challenges on all the sections include the sheer length of the twin bores, two sections at 9km and one 8.5km long. That means complexities in ventilation and construction safety, in the logistical challenges of rock disposal – some 8.5 million m3 going mostly to reclamation areas on exposed coastline – and most of all in the rock excavation below deep sea depths with the danger of water ingress at high pressure. At the two deepest points of 392m on the northern side and a "mere" 290m on the south, that could be very high.

Like much of Norway some the rock is extremely hard granite, but the geology is complex across the fjord mouth with some sedimentary and softer rocks to pass through. But Brude said that he expects that well-understood drill and blast methods will be used on all three contracts. "But there will have to be significant probing ahead constantly to test the ground and the precise geology." Substantial geological investigation has been done from floating rigs but there is a lot of the detail of the rock that remains unknown. Particularly important will be discovering fractures and faults and it is certain that constant grouting will be required to seal the ground ahead. Perhaps surprisingly it is in the harder rock
that more significant cracks are likely to be found.

Pre-drilling and pre-grouting will probably run 25m ahead of the tunnel faces. A minimum 50m of rock cover to the seabed will be maintained all along the tunnel. The work on all three lots also includes construction of short cross passages, between 8m to 12m long, set between the tunnels at 250m intervals. Tunnels will have a side widening every 125m as well, to accommodate emergency layby areas.

The most difficult of the contracts is the central section running either side of the Kvitsøy community. Here the contractor must begin with construction of a spiral tunnel arm to the main tunnel line, providing for his own access and as the on-off ramp for the finished tunnel later on. First works will also include the two giant ventilation shafts dropping 250m from either side of the portal.
Příloha:
Poznámka: A conventional 16km tunnel connects to the suspension bridge – image courtesy of Statens Vegvesen
romdalsVik 650.jpg
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"These will be done with the kind of shaft sinking technology used in mines or for example on the Alptransit tunnel link," said Brude. Probably that will mean bringing in specialist subcontractors from somewhere like South Africa where kilometre-deep shafts are often required for the goldmines.

"Of course just 250m is nothing to them," said Brude. "But they will need to be in the contract offer unless the contractor can demonstrate his own skills for that."

The shafts at either end of the project are a little smaller in diameter and not so deep at 150m. For these he expects raise boring techniques will be used, a kind of vertical tunnel boring machine pulling itself up on an initially bored drillstring. "That will make a 2.5m hole which can be further widened out by conventional drill and blast."

Once the access tunnel and the two shafts are in place on the central contract there are further complications involving some 1.5km of connecting tunnels for the ramps and two roundabouts in the rock above the main tunnels. "There are another 1.2km of maintenance tunnels and chambers for the eventual permanent tunnel ventilation equipment at the base of the shafts," said Brude.

The remainder of the contract will involve main drives both north and south to link up with those coming from the southern portal and the northern.

As far as technique goes, it will probably be straightforward with jumbo rigs drilling the face and the rock loaded and removed by conventional machines and trucks. For one contract on the 14km-long Ryfast, now nearing its opening, Swiss contractor Marti used a conveyor system and this is not ruled out, but Brude said that he thinks it unlikely.

The excavated tunnel will have an inner concrete shell fitted said Brude, again in line with Norwegian practice. This will be formed from precast concrete panels bolted to the rock walls. "It has a double purpose to deflect vehicles if there is an accident firstly and then in conjunction with a membrane to help drain away any water."

Unlike many tunnels in Scandinavia, protection from icing and very cold temperatures is not a significant issue. The west coast is warmed by the tail-end of the Gulf Stream carrying warm water across the Atlantic and only occasionally sees snowfall and greatly subzero temperatures. But there will be some tunnel wall insulation at the tunnel mouths, and water heating pipes installed in the final road surface in the tunnels, close to the portals. These elements also have a safety function, a significant issue for a tunnel of this length.

The finished tunnel will feature video monitoring throughout combined with the latest radar detection systems to spot slowdowns and incidents in the tunnels. There will be variable lane arrows at 200m intervals and lighting control. Water supply lines and foam pipes run the length of the tunnel.

"The radar will activate the appropriate video cameras and alert the control centre which will be at the city of Bergen where they have banks of screens and other instrumentation," said a spokesman for the road authority.
Příloha:
Poznámka: A suspended floating tunnel is one of the options being considered for the Sogne Fjord crossing – image courtesy of Statens Vegvesen
sogne 650.png
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If there is fire or other emergency the tunnel will use modern principles of isolating the area with signage and ventilation changes, and evacuating passengers to the opposite bore. Its 250m cross-passage placing, less than the usual 330m, recognises the great length of the tunnel. An electronic fire detection system using a temperature sensitive wire is also being considered. "That is not always used but the tunnel is the highest of five categories of tunnel," he added. "The Norwegian system is based on traffic loads, in this case on the over-30,000 vehicles daily we expect when it opens in 2026. But we have a lot to decide yet and will draw on experience from the Ryfast tunnel operations once it is open next year."

A particular feature will be the modified tunnel appearance to cope with driver monotony. Ryfast has a space halfway along which widens slightly and features changed lighting. "But you have to be careful how you do this," explained the spokesman. "You need to choose lighting installations which will perk up the driver but not something so interesting it becomes a distraction in itself."

There is time yet for these decisions, while current attention is on the tunnelling itself which will last for the next five years at least, but the E39 project is underway.

E39 project

The seven crossings to be built for the E39 in the next decades include some of the world's most challenging. Among them are:-

Rogfast:
The first underway across the Bokna Fjord, it stretches conventional subsea tunnelling technology to new lengths. Its 26.7km length and maximum 392m depth below sea level are world records.

Romdals Fjord:
Much further north, this is also using a conventional tunnel, a "mere" 16km long to cross beneath a complex of inlets and underneath the mountainside on the north shore. It emerges at another 400m-deep channel which will require a 2km-long suspension bridge, with a 1,625m central span, among the longest five in the world. Piers would be founded on the shore.

Bjørn Fjord:
Just north of Rogfast, is 5km across and 600m deep which begins to stretch engineering imagination. A floating bridge is the currently envisaged solution with concrete pontoons anchored to the seafloor. A short section at one end would use a cable-stayed bridge with a longer span to provide a shipping channel with the required 70m clearance.

Sula Fjord:
This 4km wide crossing with a depth of 400m has two possible solutions, both pushing technological limits. The first is to use a suspension bridge of two spans, with side piers on the shallow shoreline and a third to link them centrally. This would be on a concrete pier plunging 400m down. The alternative is a floating tunnel. The buoyant tunnel would be held over 20m below the water surface by giant cables looping over the top, with concrete foundations anchored into the deep sea floor to tether the cables. Small diagonal side tunnels would criss-cross between the two main tubes to stabilise them and to provide emergency escape routes.

Sogne Fjord:
About halfway along the route, this is Norway's largest with a 200km inlet length and is known as the King of the Fjords. It sees considerable traffic from big tour ships and would require a shipping channel of 400m width, 20m depth and 70m height to accommodate them. The most suitable crossing point is 3.7km wide between mountainsides, with a sea floor plunging a stunning 1,300m down. Four solutions are proposed, each stretching the technology. First is a conventional suspension bridge but on twice the scale of any ever built, with a central span of 3,700m and towers on the shore reaching 450m in height, a world record. Second is a floating tunnel similar to Sula but this time suspended from a string of floating hollow concrete box pontoons, avoiding the need to drop cables to the deep sea floor. A third proposal is for a multispan suspension bridge with steel towers supported on floating bases, using North Sea tension leg oil platform techniques. Cables would hold the bases underwater where the upward buoyancy forces would keep them steady. Another floating bridge solution is for a cable-stayed structure also using floating pontoons of a different type, like vertical cylinders.

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10.2.2019 20:07:59
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Příspěvek Re: Norsko
v souvislosti s výše uvedeným ještě jeden článek v originálu z portálu WH:

Companies line up for Norway’s Rogfast project at Kvitsøy
Příloha:
Poznámka: Small town, big connection: Kvitsøy will be hooked up to Norway's Rogfast, or Rogaland Fixed Link, project
2 New.jpg
2 New.jpg [ 88.17 KiB | Zobrazeno 2324 krát ]


Five companies have expressed an interest in the technically challenging €315 million Kvitsøy section of Norway’s major road and tunnel project Rogfast.

The companies are Implenia/Stangeland Maskin, Marti Tunnel, PNC Norge, Salini Impregilo and Skanska Norway.

Tor Geir Espedal, project manager at the Norwegian Public Roads Administration (Statens vegvesen), said his organisation will make a shortlist of three companies in the first half of next year.

The Kvitsøy section is one of the €1.94 billion project’s three tunnel contracts and is focussed around a small community of 500 inhabitants on an island municipality in Rogaland county. The municipality is an archipelago located at the entrance to the large Boknafjorden and is just under 4km northwest of the mainland Stavanger peninsula.

Despite its small size, it will have one of the most intricate underground connections to the Rogfast or the Rogaland Fixed Link. The project is a sub-sea road tunnel under construction between the municipalities of Randaberg, near the city of Stavanger, and Bokn in Rogaland county.

Maximum depth of the tunnel will be 392m below sea level - a world record - This will be a part of the main European route E39 highway along the west coast of Norway and it will link the cities of Kristiansand – Stavanger – Haugesund – Bergen.

The 27km twin-bore (10.5m diameter) tunnel will be part of the European route E39, and run below two fjords - Boknafjorden and Kvitsøyfjorden. A spur connection to Kvitsøy is the latest work to be tendered.

Included in the fixed link is a 2km suspension bridge with a 1.6 central span across Romdals Fjord and at a tunnel entrance. The bridge’s two piers will be founded on either bank of the fjord.

The project - expected to be finished sometime in 2025 or 2026 - featured as a key project report in the World Highways issue November/December 2018.

A particular feature will be modified tunnel appearance to cope with driver monotony. In one particular section, there is a plan to widen the tunnel and change the lighting in an effort to relieve the monotony of driving 27km through a tunnel.

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10.2.2019 20:14:03
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Příspěvek Re: Norsko
a do třetice ještě jeden článek z portálu CNN

Can Norway win the global race to build a 'floating tunnel'?

With majestic glaciers, fjords and mountains, Norway is famous for its dramatic natural landscape.

Its rugged terrain does not make traveling easy, however. More than 1,000 fjords line the Scandinavian country's west coast, which is home to a third of the country's population of 5.3 million. To make the 1,100 kilometer journey between the southern city of Kristiansand and Trondheim in the north via the west coast, for example, currently takes 21 hours, and requires seven ferry crossings.

The Norwegian government plans to cut that time by half with a groundbreaking $40 billion infrastructure project to make the route "ferry-free."

The plan includes bridges and the world's deepest and longest rock tunnel -- drilled through bedrock under the seabed -- measuring 392 meters (1,286 feet) deep and 27 kilometers (17 miles) long.

But the most ambitious aspect is the development of submerged floating tunnels that sit around 30 meters (100 feet) under the surface of the water.
Příloha:
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If successful, Norway could win a global race against countries including China, South Korea and Italy, which are researching similar projects.
The Norwegian Public Roads Administration (NPRA), the governmental body responsible for the project, aims to complete construction by 2050.

Why build a floating tunnel?

The journey between Kristiansand and Trondheim is part of the E39, which is a "key route for Norway," explains Kjersti Kvalheim Dunham, a project manager at NPRA.

A combination of motorways, roads and ferry rides, E39 runs along the southwestern Norwegian coast. More than 50% of export goods in Norway originate from this area, she adds -- yet the route "has a very low standard for a European road." Crossing the fjords via ferry, while a popular transport method, can be time-consuming.
The government intends to improve transport "for commercial purposes (and) also for the welfare of the local population," Dunham says.
Three suspension bridges and five floating bridges will be built. Floating bridges -- structures that are supported by pontoons -- have been built in Norway and the US, among other countries.

When a fjord is deeper than 1 kilometer (0.6 miles) or wider than 5 kilometers (3 miles), however, existing engineering solutions are not going to cut it. The seabed would be too deep to be drilled through for a rock tunnel or for a suspension bridge's foundations to be laid.

Floating bridges do not work in all cases because they are susceptible to harsh weather conditions such as strong waves and currents.
This is where the floating tunnels come in.

But the most ambitious aspect is the development of submerged floating tunnels that sit around 30 meters (100 feet) under the surface of the water.

The anatomy of a floating tunnel

The idea for a submerged floating tunnel is not new. In 1882, British naval architect Edward Reed proposed a floating tunnel across the English Channel -- an idea that was vetoed.

The term "floating" is perhaps misleading. The tunnels are fixed in position with cables -- either anchored to the seabed or tethered to pontoons which are spaced far enough apart to allow boats to pass through. Made of concrete, they would function like conventional tunnels, transporting vehicles from one end of a fjord to another.

Waves and currents at 100 feet below sea level are less powerful than those at the surface, explains NPRA's chief engineer Arianna Minoretti.
In addition, a floating tunnel minimizes the impact on the landscape since most of the infrastructure is out of sight. It also creates less noise than traffic on a bridge would. "That would be an advantage ... (for) people living in the area," Minoretti says.

Ambitious project

The biggest risks in the project are explosions, fire and overloading, says Minoretti -- and so extensive testing is essential.

NPRA is working with the Norwegian University of Science and Technology's Center for Advanced Structural Analysis (CASA), using live explosives to "investigate how tubular concrete structures behave when subjected to internal blast loads," says CASA researcher Martin Kristoffersen.

The tests will help the team to understand what would happen to the tunnel's structure if, for example, a truck carrying dangerous goods exploded inside.

Results so far indicate that the constant water pressure that surrounds the floating tunnels reduces the damage caused by explosions.

Working with the Norwegian navy, the NPRA team is also investigating how the tunnels would fare if submarines crashed into them.
While locations for the submerged floating tunnels have not yet been pinned down, Minoretti says the project will be completed in just over 30 years' time.

The improved E39 will open up more of the west coast to tourism, while the tunnels may become attractions in their own right -- especially if they are a world first.

"As a bridge engineer working on this amazing project," says Minoretti, "one can only hope."

Vizualizace a článek jsou zde: https://edition.cnn.com/style/article/n ... index.html .

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10.2.2019 20:24:40
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Příspěvek Re: Norsko
V létě se asi 3 měsíce před původním termínem odevzdá do provozu 23 km dálnice E18 mezi Tvedestrand a Arendal.

Obrázek

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19.2.2019 18:28:55
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Příspěvek Re: Norsko
Norsko prozatím upustilo od tendrování 2. mostu Sotra :arrow:
Příloha:
Poznámka: vizualizace 2. mostu Sotra link
Jan 2019-NORWAY-SotraLink-EUROnews.jpg
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*v roce 1971 se otevřel 1. 2-pruhový most
*plánuje se postavit nový 4-pruhový most
*parlament schválil pro roky 2018-2023 tendrování pro tento most, kterého náklady se odhadují na 1,03 mld. €, ale státní silniční podnik Statens Vegvesen zrušil plány pro stávající tendr a v létě chce předložit nový plán, kde počítá s modelem PPP

Důvodem tohoto kroku je nepřiznivý stav geologie nedaleko jezera Storavatnet, kde most bude součásti celého silničního projektu. Situace je tak vážná, že se dokonce vede nová debata i kolem rekonstrukce vysokonapěťového elektrického vedení a i tyto plány odhalují nové otázky. Podepsání smlouvy se vzhledem na nový proces jeví na rok 2020.

Nový v pořadí 2. most má být 29,5m široký a hlavní rozpětí bude 592m. Dvě věže budou ve výšce 144m nad úrovní moře. Separátně bude vedený i most pro chodce a separátně i cyklistický pruh, oba pak v šířce 5m.

Celý projekt obnáší kromě mostu 19 dalších menších mostů, 11 podjezdů/nadjezdů a 21 tunelových portálů. Kolem 11 tunelů projde pohořími v délkách 1-2 km. Nový most je nezbytný pro další rozvoj, protože stávající spojení má intenzity 22.700 vozidel za 24h a výhled do roku 2024 je na úrovni 26.000 vozidel za 24h. Dle Statens Vegvesen se nedá výstavba dlouhodobě odkládat, protože mezi Sotrou a Bergenem se prudce zvyšují dopravní intenzity a navíc stávající most z roku 1971 je citlivý na silnější vítr a musí se při rychlosti 30m/sek. uzavírat.

https://www.vegvesen.no/vegprosjekter/s ... /inEnglish

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Naposledy upravil Diaľničiar dne 12.3.2019 13:28:59, celkově upraveno 1

úprava slova



10.3.2019 17:38:41
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Příspěvek Re: Norsko
Norská novo-zřízená státní dálniční firma Nye Veier zadala projekt pro 19 km na E6 firmám Hæhre Entreprenør ve spolupráci s Dr Ing A Aas Jakobsen Trondheim a Sweco Norge. Náklady na výstavbu jsou ve výši 420 mil. € (4 mld. NOK) a nový úsek spojí Kvithammar a Åsen, přičemž s výstavbou se počítá v roce 2020 a ukončení mezi 2025 a 2026. Dominantním objektem na trase budou 4 tunely. Tomu odpovídá i cena, přičemž nejdelším bude 7,8 km dlouhý Forbordsfjell Tunnel.

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8.4.2019 10:39:34
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Příspěvek Re: Norsko
Začátkem tohoto týdne se konal otevírací ceremoniál k tunelu Bodø na severu země. Jde o 2,8 km dlouhý 2-tubusový tunel, který je součástí silnice číslo Rv 80. :arrow:

https://i.imgur.com/OpYqIsb.jpg

https://www.nrk.no/nordland/i-dag-apner ... 1.14530574


Dále probíhá i modernizace Fv 33, mezi Tonsåsen do Valdres. Silnice se rozšíří a vylepší se zákruty. Dokončení je plánováno na další rok. :arrow:

https://i.imgur.com/dwZHzSx.jpg

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30.4.2019 17:31:42
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Příspěvek Re: Norsko
Začíná se výstavba E39 Trysfjord Bridge mezi Kristiansand a Mandal.

https://i.imgur.com/oQuUH5j.jpg


15 min. video variant nové E39 Lyngdal vest - Ålgård (část Kristiansand - Sandnes):




Nová státní dálniční společnost Nye Veier podepsala kontrakt za 4 mld. NOK bez DPH s Hæhre pro výstavbu 19 km dálnice E6 v Trøndelag, mezi Stjørdal a Åsen. Dominantním objektem tady bude 7,8 km dlouhý tunel. Vznikne 4-pruhová dálnice s rychlostní 110 km/h. Výstavba se zahájí v 2. polovině 2020 a dokončí v letech 2025/2026.

Obrázek

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12.5.2019 13:27:43
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Příspěvek Re: Norsko
Letos dojde k přečíslení asi 3000 oblastních silnic (Fylkesvei) a to tak, aby se odstranil stávající systém, že třeba Fv. 1 je ve vícero částech jen vždy v jiné části Norska. Po novém se čísla nebudou opakovat.

Mapa se změnami: https://vegvesen.maps.arcgis.com/apps/w ... 63787435e2

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19.5.2019 17:36:14
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Příspěvek Re: Norsko
Metrostav v Norsku na Fv 714 (poblíž Trondheimu):
Kladení mostovky (hezké fotky z dronu): https://www.metrostav.cz/cs/pro-media/2 ... y-v-norsku
Prorážka tunelu Slørdal: https://www.metrostav.cz/cs/pro-media/2 ... avu-8-2019
Schéma: https://www.vegvesen.no/_attachment/189 ... ni2017.pdf
Mapa: https://mapy.cz/zakladni?x=9.4361984&y= ... m&id=13397


8.6.2019 23:07:42
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