time saving also targeted the trains on the Vestfold Line and the Sørlandet Line. Part of the financing of the tunnel was channeled from a surcharge which NSB imposed on all tickets running through Lieråsen. A major discussion arose regarding the use of the old track between Asker and Drammen. That part of the line remained single track. Three main proposals were made: closing down that line entirely, keeping it for local traffic and only keeping the part closest to Asker. The traffic was characterized by a high portion of rush-hour traffic between Røyken and Oslo, and a more even traffic through the day from Røyken to Drammen. The compromise was selected, whereby the from Asker to Spikkestad Station was kept and named the Spikkestad Line, while the remaining were closed on the same day the Lieråsen Tunnel opened. Upgrades A short-coming in the tunnel's design was the lack of any lighting, emergency exits or water deviation. Specifically, the lighting made inspection difficult. This was especially important since there was nothing hindering water from dripping down on the tracks, electrical systems and signaling system. This oftentimes caused cracks in the rails and ties. Poor geological conditions resulted in a net being hung up over the rails to hinder rocks from falling down. The decay was so hard that it was oftentimes not possible for NSB to keep up. A total replacement of the railway's superstructure was therefore necessary in the early 1990s. As of 1995 there were 97 daily trains carrying 13,000 passengers running through the tunnel. Tunnel safety in case of a fire was also a concern. As there was originally no emergency fire exits. Should a fire take place mid-way through the tunnel, there would be no possibility to rescue and fire crews to attend the site. As a result, the tunnel received an upgrade in 2003, where a crosscut was built, an improved ventilation system was installed, along with other upgrades for NOK 800 million. The most expensive part of this was the need for upgrades to the concrete, where water had started to corrode the reinforcements. The National Rail Administration and the government are working on plans for a future high-speed railway which would include upgrading the Vestfold Line to . There are no plans for upgrades between Drammen and Oslo, which would make the Lieråsen Tunnel a bottleneck in the new system. References Bibliography Asker