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((Short description|Tunnel in Norway))
((Good article))
((Infobox tunnel
|name        = Skaugum Tunnel
|image       = Drammen and Asker Lines at Åstad.jpg
|caption     = A [[GMB Class 71]] train leaving the tunnel
|line        = [[Asker Line]]
|location    = [[Asker]], [[Norway]]
|coordinates = ((coord|59.8521|10.4433|display=title,inline))
|system      = [[Rail transport in Norway|Norwegian railway network]]
|status      =
|start       =
|end         =
|stations    =
|opened = 27 August 2005
|close       =
|owner       = [[Bane NOR]]
|operator    = [[Flytoget|Airport Express Train]]<br />[[Go-Ahead Norge]]<br />[[Vy]]
|character   = Express trains
|linelength  = ((convert|3790|m|mi|abbr=on|0))
|tracklength =
|notrack     = [[Double track|Double]]
|gauge       = ((RailGauge|sg))
|el          = ((15 kV AC))
|speed       = ((convert|160|km/h|mph|abbr=on))
|hielevation =
|lowelevation=
|height      =
|grade       =
))

The '''Skaugum Tunnel''' (((lang-no|Skaugumtunnelen))) is a ((convert|3790|m|mi|sp=us|adj=on|0)) long railway tunnel in [[Asker]], [[Norway]], on the [[Asker Line]]. The tunnel runs between [[Asker Station]] and Solstad and was built as part of the first stage of the Asker Line, between Asker and [[Sandvika]]. Construction started in February 2002 and the tunnel opened on 27 August 2005. The tunnel was built by [[Mika (company)|Mika]] for the [[Norwegian National Rail Administration]] using the [[drilling and blasting]] method with one crosscut. During construction there was one blasting accident. Since the tunnel opened, there have been problems with leaks damaging the infrastructure. The tunnel has [[double track]], is [[railway electrification system|electrified]] and allows for a maximum speed of ((convert|160|km/h|sp=us)). The cost to build the tunnel, excluding the infrastructure, was 450 million [[Norwegian krone]] (NOK). The tunnel has accelerated intercity and regional traffic west of [[Oslo]] and freed up capacity for the [[Oslo Commuter Rail]] on the old [[Drammen Line]].

__TOC__

==Specifications==
The Skaugum Tunnel is a ((convert|3790|m|sp=us|adj=on|0))<ref name=stat>((cite web |url=http://www.jernbaneverket.no/PageFiles/969/Jernbanestatistikk_1821829a.pdf |title=Jernbanestatistikk 2007 |author=Norwegian National Rail Administration |date=2007 |access-date=2 December 2011  |archive-date=24 July 2011 |archive-url=https://web.archive.org/web/20110724180519/http://www.jernbaneverket.no/PageFiles/969/Jernbanestatistikk_1821829a.pdf |url-status=live))</ref> long tunnel with a cross-section varying between ((convert|105|and|115|m2|sp=us)).<ref name=underjorden>((cite news |url=http://www.tu.no/nyheter/bygg/article26447.ece |title=Under jorden til Asker |work=[[Teknisk Ukeblad]] |last=Valmot |first=Odd R. |date=9 February 2004 |language=Norwegian |access-date=2 December 2011  |archive-date=12 November 2005 |archive-url=https://web.archive.org/web/20051112231507/http://www.tu.no/nyheter/bygg/article26447.ece |url-status=live))</ref> It carries the double-tracked Asker Line between Asker Station and Solstad. The tunnel runs mostly through [[Cambrian]]-[[Silurian]] [[sedimentary]] [[slate]], [[nodular limestone]] and [[shale]], with local occurrences of [[Permian]] [[igneous]] rock.<ref name=holmoy>((cite book |url=http://ntnu.diva-portal.org/smash/get/diva2:133612/FULLTEXT01 |title=Significance of geological parameters for predicting water leakage in hard rock tunnels |last=Holmøy |first=Kristin Hilde |date=December 2008 |publisher=[[Norwegian University of Science and Technology]] |isbn=978-82-471-1284-7 |issn=1503-8181 |pages=109–114 |archive-date=22 April 2012 |archive-url=https://web.archive.org/web/20120422165928/http://ntnu.diva-portal.org/smash/get/diva2:133612/FULLTEXT01 |url-status=dead |access-date=2 December 2011 |df=dmy-all ))</ref><ref>((cite web |url=http://folk.ntnu.no/bnilsen/ita2004-khholmoy-43.pdf |title=Site investigation results versus tunnelling conditions – a study with emphasis on water leakage based on Norwegian cases |last1=Holmøy |first1=Kristin H. |last2=Nilsen |first2=Bjørn |publisher=[[Norwegian University of Science and Technology]] |date=May 2004 |access-date=2 December 2011 |archive-date=24 April 2012 |archive-url=https://web.archive.org/web/20120424021038/http://folk.ntnu.no/bnilsen/ita2004-khholmoy-43.pdf |url-status=live))</ref><ref name=injeksjon>((cite web |url=http://www.vegvesen.no/_attachment/61915/binary/15137 |title=Injeksjon – erfaringer fra Jong–Askertunnelen |publisher=[[Norwegian Public Roads Administration]] |date=12 December 2005 |language=Norwegian |access-date=17 May 2012 |archive-date=15 April 2012 |archive-url=https://web.archive.org/web/20120415062230/http://www.vegvesen.no/_attachment/61915/binary/15137 |url-status=live |page=58))</ref> The line is electrified at ((15 kV AC)) and allows for maximum speeds of ((convert|160|km/h|sp=us)).<ref name="stat" /><ref name=fratil>((cite web |url=http://www.jernbaneverket.no/PageFiles/1286/Brosjyre_Lysaker-S_1620924a.pdf |title=Lysaker – Sandvika Fra to til fire spor |author=Norwegian National Rail Administration |language=Norwegian |date=March 2007 |archive-url=https://web.archive.org/web/20110527082655/http://www.jernbaneverket.no/PageFiles/1286/Brosjyre_Lysaker-S_1620924a.pdf |archive-date=27 May 2011 |access-date=19 February 2011 |url-status=dead ))</ref> The tunnel has frost isolation ((convert|300|m|sp=us)) into the tunnel from each end and frost fans which ensure that the air stays put in the middle of the tunnel to hinder cold air from reaching in past the frost isolation.<ref name=olafsen>((cite web |url=http://www.vegvesen.no/_attachment/194112/binary/377852 |title=Noen drift's erfaringer fra tunneler |last=Olafsen |first=Egil |publisher=Norwegian National Rail Administration |language=Norwegian |access-date=2 December 2011 |archive-date=5 April 2012 |archive-url=https://web.archive.org/web/20120405075833/http://www.vegvesen.no/_attachment/194112/binary/377852 |url-status=dead ))</ref>

==History==
[[File:Asker Line map.jpg|thumb|left|Map of railways west of Oslo, with the Asker Line in red and the Drammen Line in black. The Skaugum Tunnel is the dotted red line to the left.]]
The Asker Line runs from [[Lysaker Station]] via [[Sandvika Station]] to Asker Station, in the municipalities of [[Bærum]] and Asker. The line was built to increase the traffic on the west corridor. Traditionally, the only railway west of Oslo was the [[Drammen Line]], which has limited capacity, and a mix of [[commuter rail|local]], [[regional rail|regional]], [[inter-city rail|intercity]] and [[freight rail transport|freight]] trains. This caused many delays and poor utilization of tracks, as some trains make many stops and others only a few. The Asker Line allows regional and intercity trains to by-pass the local stations east of Asker, by running local trains and freight trains on the Drammen Line, while faster trains run on the new track. The Asker Line was built in two stages: the first from Asker to Sandvika was built from 2001 to 2005, and the second stage, from Sandvika to Lysaker, between 2007 and 2011.<ref>((cite web |url=http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Bakgrunn/Sporsmal-og-svar-til-Skoyen---Asker/ |title=Spørsmål og svar |author=Norwegian National Rail Administration |date=27 June 2008 |access-date=24 January 2011 |archive-date=29 August 2012 |archive-url=https://web.archive.org/web/20120829133017/http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Bakgrunn/Sporsmal-og-svar-til-Skoyen---Asker/ |language=Norwegian |url-status=dead ))</ref> The other two tunnels on the Asker Line are the ((convert|3.8|km|sp=us|adj=on)) long<ref name=stat /> [[Tanum Tunnel]]<ref>((cite web |url=http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Sandvika---Asker/Dette-er-bygd-pa-Sandvika-Asker/ |title=Dette er bygd på Sandvika-Asker |author=Norwegian National Rail Administration |date=15 August 2005 |access-date=24 January 2011 |archive-date=16 September 2009 |archive-url=https://web.archive.org/web/20090916023441/http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Sandvika---Asker/Dette-er-bygd-pa-Sandvika-Asker/ |language=Norwegian |url-status=dead ))</ref> and the ((convert|5.5|km|sp=us|adj=on)) long [[Bærum Tunnel]].<ref name=lys>((cite web |url=http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Lysaker---Sandvika/Forste-lys-i-tunnelen/ |title=Første lys i tunnelen |author=Norwegian National Rail Administration |author-link=Norwegian National Rail Administration |date=6 June 2008 |access-date=24 January 2011 |archive-date=2 June 2009 |archive-url=https://web.archive.org/web/20090602211409/http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Lysaker---Sandvika/Forste-lys-i-tunnelen/ |language=Norwegian |url-status=dead ))</ref>

Work on geological surveys in the area started prior to 2001, with surveys being performed by the [[Geological Survey of Norway]].<ref name=holmoy /> The contract to build the tunnel and all other earthwork on the section from Solstad to Hønsveien was awarded to Mika, with the tunneling costing NOK&nbsp;425 million.<ref>((cite news |url=http://www.nrk.no/nyheter/distrikt/ostlandssendingen/1.351001 |title=Mika bygger dobbeltspor i Asker |date=24 January 2002 |language=Norwegian |work=[[Norwegian Broadcasting Corporation]] |archive-url=https://archive.today/20120904170714/http://www.nrk.no/nyheter/distrikt/ostlandssendingen/1.351001 |access-date=2 December 2011 |archive-date=4 September 2012 |url-status=live))</ref> The tunnel was built using the drilling and blasting method using two points of entry, the entrance on the Asker side and from a crosscut at [[Skaugum]].<ref name=underjorden /> Work started in February 2002 and was concluded in May 2005. Construction involved blasting ((convert|450000|m3|sp=us)) of earthwork  and drilling ((convert|275|km|sp=us)) of holes for pre-injection. The construction used ((convert|14000|m3|sp=us)) of [[Shotcrete#Shotcrete vs. gunite|gunite]], ((convert|14000|m3|sp=us)) of concrete, 24,000 bolts, ((convert|35000|m3|sp=us)) of water- and frost protection, ((convert|25000|m3|sp=us)) of noise- and frost isolation and ((convert|9.4|km|sp=us)) of [[cable conduit]].<ref name=mika>((cite web |url=http://www.mika.no/extra.asp?id=7B7A78E5CB7A4F5E9ED9 |title=Jernbaneverket Skaugumtunnelen Solstad - Asker JA1 |publisher=[[Mika (company)|Mika]] |access-date=9 September 2011 |language=Norwegian))((dead link|date=December 2011))</ref> Near the entrance at Asker, the tunnel is closest to the surface, and is between ((convert|2|and|3|m|sp=us|0)) below the basements of residential houses. During the construction of this part, the construction was as slow as ((convert|8|to|10|m|sp=us)) per week, of which half the time was used for injections to choke the tunnel.<ref name=underjorden />

During the construction there was an accident where a worker driving a [[loader (equipment)|wheeled loader]] was only ((convert|20|to|30|m|sp=us|-1)) from a blasting. He became disabled, but did not receive any compensation because he was working for the contractor as a [[sole proprietor]], not as a wage earner. The [[Norwegian Labour Inspection Authority]] criticized Mika for improper safety routines and required them to improve them, but concluded that no criminal offenses had been committed.<ref>((cite news |title=1200 kilo dynamitt eksploderte i tunnelen rett foran Oddbjørn (39) |work=[[Verdens Gang]] |date=6 July 2006 |page=8 |last=Rovick |first=Arne |language=Norwegian))</ref>

A concern from people living along the tunnel was that they would be subject to low-frequency noise. Originally the municipalities of Asker and Bærum had demanded that residents be subject to a maximum of 27 [[decibel]] [[A-weighting]] (dBA), but the National Rail Administration appealed the requirements and was permitted to allow up to 32 dBA. In March 2004, a test was done in the tunnel to insure that the requirements would be met, as low-frequency sound is difficult to predict. Measurements after the opening of the tunnel showed background noise of 30 dBA, that no-one was subject to 32 dBA or higher, and that it was nearly impossible to measure the passing of trains.<ref>((cite web |url=http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Sandvika---Asker/Suksess-med-strukturlyddemping1/ |title=Suksess med strukturlyddemping |publisher=Norwegian National Rail Administration |last=Nordli |first=Olav |date=16 April 2008 |language=Norwegian |access-date=2 December 2011 |archive-date=18 September 2012 |archive-url=https://web.archive.org/web/20120918052058/http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Sandvika---Asker/Suksess-med-strukturlyddemping1/ |url-status=dead |df=dmy-all ))</ref>

Among the major concerns were leaks;<ref name=underjorden /> during the construction on the [[Romerike Tunnel]], there was a one-year delay and severe [[cost overrun]]s due to improper construction methods.<ref name=department1999>((cite web |url=http://www.regjeringen.no/nb/dep/sd/dok/NOUer/1999/NOU-1999-28/4/2/6.html?id=355320 |title=Særskilt om Romeriksporten |author=Norwegian Ministry of Transport and Communications |author-link=Norwegian Ministry of Transport and Communications |date=1999 |language=Norwegian |access-date=2 December 2011 |archive-date=29 March 2012 |archive-url=https://web.archive.org/web/20120329010543/http://www.regjeringen.no/nb/dep/sd/dok/NOUer/1999/NOU-1999-28/4/2/6.html?id=355320 |url-status=dead ))</ref> One of the main aims in the Skaugum Tunnel project was therefore to avoid similar leaks, and the criteria were set to ((convert|4|L|sp=us)) per minute per ((convert|100|m|sp=us)). This was achieved by using sufficient time for the pre-injection,<ref name=underjorden /> as well as continuous pregrouting through the entire tunnel.<ref name=holmoy /> However, water still dripped into the tunnel, which caused several types of damage. In some places, it dripped onto the track causing it to rust, while in other places it fell onto electrical equipment. There were also issues with water running down the walls and collecting in the cable conduit, and the limestone in the water mixing with the [[track ballast|ballast]].<ref name=olafsen /> By 2011, the emergency lighting system had to be replaced because of the high humidity. The National Rail Administration has stated that savings made by the specifications in the water and frost protection methods have caused high maintenance costs because the small leaks which are present have done a lot of harm. In addition, areas with leaks suffer from icing. This has been part of a trend where older tunnels are nearly maintenance-free, while newer tunnels have incurred high maintenance costs.<ref>((cite web |url=http://geoaktuelt.no/bergindustri/norsketunneler/ |title=Norske tunneler |last=Carstens |first=Halfdan |publisher=[[Geological Society of Norway]] |date=21 February 2011 |language=Norwegian |access-date=2 December 2011 |archive-url=https://web.archive.org/web/20120402095300/http://geoaktuelt.no/bergindustri/norsketunneler/ |url-status=dead |archive-date=2 April 2012))</ref>

Laying of tracks, signaling, power supply and other infrastructure was done by [[Baneservice]]. The cost for the entire section from Asker to Sandvika was NOK&nbsp;70 million. The work was done in February and March 2005.<ref>((cite web |url=http://www.oslopakke2.no/alle/?module=Articles;action=Article.publicShow;ID=5020 |title=Sporlegging mellom Sandvika og Asker |publisher=[[Oslo Package 2]] |last=Nordli |first=Olav |date=3 November 2004 |language=Norwegian |access-date=2 December 2011 |archive-date=2 April 2012 |archive-url=https://web.archive.org/web/20120402095300/http://www.oslopakke2.no/alle/?module=Articles;action=Article.publicShow;ID=5020 |url-status=dead |df=dmy-all ))</ref> The opening of the tunnel and the rest of the section from Asker to Sandvika took place on 27 August 2005.<ref>((cite web |url=http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Sandvika---Asker/Sandvika-Asker-apnet/ |title=Sandvika-Asker åpnet |last=Nordli |first=Olav |publisher=Norwegian National Rail Administration |date=29 August 2005 |language=Norwegian |access-date=2 December 2011  |archive-date=25 March 2012 |archive-url=https://web.archive.org/web/20120325092311/http://www.jernbaneverket.no/no/Prosjekter/Prosjekter/Skoyen---Asker/Sandvika---Asker/Sandvika-Asker-apnet/ |url-status=live))</ref>

==References==
((Reflist))
((Commons category|Skaugumtunnelen))

[[Category:Asker]]
[[Category:Railway tunnels in Akershus]]
[[Category:2005 establishments in Norway]]
[[Category:Tunnels completed in 2005]]
[[Category:Tunnels on the Asker Line]]

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