Finse Tunnel

Infobox tunnel
name = Finse Tunnel

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caption = A freight train about to enter the Finse Tunnel
line = Bergensbanen
location = Finse, Norway
system = Norwegian Railways
start =
end =
stations =
status =
open = June 16, 1993
close =
owner = Jernbaneverket
operator = Norges Statsbaner
CargoNet
character =
linelength = convert|10300|m|mi|abbr=on
tracklength =
notrack = Single
gauge = RailGauge|sg
el = 15 kV AC
speed =
hielevation = convert|1237|m|ft|0|abbr=on
lowelevation= |

The Finse Tunnel ( _no. Finsetunnelen) is convert|10300|m|ft long railway tunnel west of Finse on the Bergensbanen railway line between Oslo and Bergen in Norway. It is the longest tunnel on Bergensbanen, and the third longest railway tunnel in the kingdom.cite web |url=http://www.jernbaneverket.no/multimedia/archive/01720/Jernbanestatistikk_1720406a.pdf |author=Jernbaneverket |title=Jernbanestatistikk 2006 |date=2007] The tunnel was opened on May 16, 1993 by King Harald V, and inside the tunnel at convert|1237|m|ft is the highest point on the Norwegian railway network. [Finse Tunnel is the highest point in Bergensbanen, in cite web|title=Finse|url=http://www.bt.no/kamera/article147.ece?lang=en|publisher=Bergens Tidende|accessdate=2008-06-03 which is the highest railway in Northern Europe cite web|title=Norway in a Nutshell - Norway's most popular round trip tour|url=http://www.norway.com/publish.asp?id=396|date=March 12, 2008|publisher=Norgate Online|accessdate=2008-06-03]

History

When Bergensbanen opened in 1909, it was the first railway to connect eastern and western Norway. The railway had faced many engineering challenges during construction and after it opened winter proved to be a fierce enemy to holding the railway open. Especially the parts over Finse proved extremely difficult to manage. Despite the of use single-locomotive snowploughs running continually through the day, it was a known phenomenon that the track would be snowed out at times and on a few occasions it was days before the track could be cleared.

Launch of an idea

To solve this challenge, Norges Statsbaner (NSB) had built snow sheds along the track, especially on the section between Finse Station and Hallingskeid. Of the convert|20.7|km|mi line between the two stations, convert|10.5|km|mi was under snow sheds and convert|2.5|km|mi was in tunnel. Along this part of the line was the highest point of the railways, convert|1301|m|ft at a point named Taugevatn.cite book |first=Kjartan |last=Rødland |title=Bergensbanen |publisher=Alma Mater |year=1999 |location=Bergen |language=Norwegian]

During the 1980s the repeated operational breaks and high costs related to Bergensbanen past Finse was a constant problem for NSB and in 1983 the director, Robert Nordén launched the idea of a tunnel through the mountain. He was backed by the engineering staff in NSB, who felt that a tunnel would be a simple way of solving many of the challenges relating to the railway operations. Estimates calculated the cost of the investment at NOK 170 million, including upgrade of part of the line east of Finse Station. In addition to the argument for better regularity on Bergensbanen, it was pointed out from NSB's side that the cost structure of railway operations had changed, making it relatively more expensive to operate snow sheds, that required rebuilding about every twenty years, than to build a tunnel, that would be excavated using heavy and automated machinery. NSB launched the idea to start construction after Oslo Central Station was scheduled for completion in 1989.

On the east side of Finse it was decided to build a new line that would both permit higher speeds, allowing through speeds of convert|170|km/h|mph and at the same time moving the line to a more protected right-of-way, to take advantage of natural protection against the weather. In total the two proposals would mean that convert|32|km|mi of railway would be rebuilt. The higher speed allowance was seen as part of a long-term plan to shorten down travel time on Bergensbanen, a plan that would include shortening the line with Ringeriksbanen from Hønefoss to Sandvika as well as gradual upgrades of the line.

The plans were taken up to political level in 1987, when they were launched by the Standing Committee of Transport and Communications of the Storting. Due to the possibility of covering the investment costs through savings on operations, the committee asked the Norwegian Ministry of Transport and Communications to prioritize the tunnel on their budget proposals. At the political level the Finse Tunnel had to compete with upgrades in Eastern Norway where NSB was planning to launch the InterCity Express service. The government chose to try to delay the decision to build the Finse Tunnel until after 1990 so it could be considered along with other railway projects in a central plan. Calculations showed a benefit-cost ratio of 1.93, making it a highly profitable venture for the government. The Minister of Transport and Communications, Kjell Borgen, wanted to prioritize the new line from Ski to Moss. It was not until after the 1989 Storting election that Parliament managed to pass the necessary priorities to start construction, which started in 1990.

Construction

The Finse Tunnel was built along with two kilometers of extra line at-grade. Total costs were estimated at NOK 290 million, and reduce the line length byconvert|4.5|km|mi and the time by 8-10 minutes. Construction started in 1990, and the tunnel was completed in 1992. The tunnel was not electrified before it was to late to continue construction for the winter. This, in addition to the lack of the connection of the tunnel rail tracks to the main railway prior to winter made it impossible to use the tunnel in the 1992-93 winter season. In the tunnel there had to be a convert|900|m|ft passing loop, named Fagernut, to ensure even distances between passing loops along the line. On June 16, 1993 the tunnel was opened, costing in total NOK 480 million. The snow clearance base at Finse Station was closed down after the tunnel was constructed. [ cite web |url=http://www.jernbaneverket.no/jernbanenettet/stasjonssok/stasjonsoversikt/article.jhtml?articleID=1488729 |author=Jernbaneverket |title=Finse stasjon |language=Norwegian]

The second part of the construction project consisted of the convert|11|km|mi line from Tuna to Finse, and was with the exception of one convert|300|m|ft tunnel all at grade. The old line was built for speeds at convert|70|km/h|mph, with the new line allowing speeds at convert|170|km/h|mph. These sections were built in five stages, with the first completed in 1995, and the last in 1998. Total costs for this part of the line were NOK 280 million.

Controversy

A report in 2004 warned that the tunnel might be a potential fire hazard because of the difficulty in accessing the tunnel with rescue equipment. The Finse Tunnel, unlike most other tunnels on the line, does have some safety equipment such as communications systems, lighting, and emergency areas, but the report was critical of the ability to evacuate the tunnel. [cite web |url=http://www.nrk.no/nyheter/distrikt/hordaland/1.202980 |title=Farlige jernbanetunneler |author=NRK Hordaland |date=2004-09-02]

References