383:, which became the first subsea tunnel in Norway when it opened in 1982. He had a meeting at his place on 18 December 1980, to which the three municipal councilors from Bjorøy also were invited, where he tried to get support for the tunnel, which would be the topic of a municipal council meeting on 20 December. The council unanimously voted in favour of establishing a committee to look into the tunnel. The committee was established on 6 January 1981 and concluded that there were three alternative possibilities to build a fixed link to Bjorøy: a bridge from the island over Søre Steinsundet via Vestre Steinsundholmen, Kjerringholmen and Kaggen to Søre Snekkevik on Litlesotra; a tunnel under Vatlestraumen to Håkonshella; or a bridge over Vatlestraumen to Håkonshella or Kongshaug.
537:
to Tyssøy were estimated at NOK 5 million. The issue was not resolved when the construction of the tunnel started. The original costs for the bridge were for NOK 11.4 million, including a 20-metre-long (66 ft) bridge with a clearance of 10 meters (33 ft). This was later reduced to 10 metres (33 ft) length and 5 meters (16 ft), which reduced the costs to NOK 9.4 million. Of this, the county paid NOK 4 million, while the two municipalities had advanced the transporting earthwork from the tunnel to the sound. On 22 January 1996, the tunnel company agreed to advance the construction costs and collect it from the tolls, with
426:, and cooperation was started with the Norwegian Public Roads Administration to find a suitable connection to Tyssøy, so that they could also take advantage of the tunnel. To connect the two islands, it was chosen to build across Nautasundet, which was shallow and 175 metres (574 ft) wide. In 1987, Kaare Hartman joined the committee and proposed that the tunnel be built with borrowed money, guaranteed by land-owners on the islands, and repaid using tolls. At the time the project was not on any prioritized investment list, and this way the project was not dependent on public grants. On 7 September 1987, Hartmann reached agreement with
29:
500:
the county paying the rest of the costs. The construction would be the responsibility of
Hordaland Public Roads Administration, with the tunnel company only responsible for their part of the financing and the collection of tolls. An agreement was made with Selmer, whereby they would charge NOK 59,422,500 and take the risk of the project, including any expenditures for unknown geological conditions or similar costs increases. They were also responsible for an insurance to reclaim the investments should it prove impossible to build the tunnel.
557:
ferry. With a manual system, it would not be possible to charge for two-wheeled vehicles and passengers, so the fares for other vehicles were raised slightly. In 1995, it had cost NOK 44 for a single passing with a car on the ferry. The tolls were set to NOK 120 for all types of vehicles, except two-wheelers, and NOK 72 was charged per travel with pre-paid ticket books. Bus riders had to pay for two extra zones. The toll plaza was open a few hour each week to allow people to purchase discounted tickets.
363:
509:"common problems" when building tunnels, but that construction would be delayed by up to two weeks. To keep up with the schedule, the company started also blasting from the mainland. However, the problems increased, and by September the tunnel was leaking 600 liters (130 imp gal; 160 U.S. gal) per minute, which was 50% more than estimated. This caused extra work to be done on the exterior to the tunnel, and costs had increased by several tens of millions of
1978:
1329:
475:
that the existing development plans permitted the construction, and that the noise would not exceed the permitted limits. They concluded that should these demands remain, the increased costs would terminate the project. On 16 November 1992, Bergen City
Council voted to allow the tunnel, under the condition that the tunnel project financed a new football field. The decision was appealed by lawyers representing the local community, but this was rejected by
496:, who must approve all toll roads. By then the costs were estimated at NOK 61.5 million, including NOK 4.5 million in ordinary county grants and NOK 30 million in extraordinary county grants. The proposal estimated annual toll collection costs to NOK 825,000, with the collection taking place at Bjorøy. It was originally planned that the toll plaza would be staffed between 06:00 and 22:00, meaning passing would be free at night.
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588:
during the work period. The project was highly controversial amongst the islanders and the plans were approved by only a single decisive vote in the municipal council. Islanders were especially concerned that the work might damage the tunnel. Calculations conducted by the
Coastal Administration conclude that there is no chance of this occurring, as the blasting is taking place 65 meters (213 ft) above the tunnel.
445:. Public grants were also secured, so the debt would be NOK 27 to 30 million. The planning was done by Chr. F. Grøner, for which the municipality paid the costs. Statistics from the ferry showed that 26,400 cars and 93,902 people had taken it in 1986, which had grown to 40,400 and 121,000 in 1989. The estimates were for a 90% increase until 2000, given an opening in 2002. A bid for the project was gathered from
564:, who wanted NOK 8.5 million for the job. The link opened on 27 September 1997. In 2000, a public meeting was held in which it was proposed to reduce the rates and instead prolong the collection time, but this was rejected. In 1999, the Norwegian Public Roads Administration reported that the Bjorøy Tunnel had the cheapest administration costs per passing, at 7.32
521:
technical committee was established, and on 16 December they recommended the use of cement injection combined with a ring of drainage holes around the tunnel before blasting. The method was to be continually tested, and if it was insufficient, freezing could be used. As the tunnel advanced, the hole was to be continuously secured using
528:, self-boring bolts, steel ribs and full pouring. Work was taken up after a meeting on 27 March 1995, and on 16 August the final blast was made. Representatives from Selmer stated that the method they had chosen had resulted in international interest for the tunnel, and they had demonstrated it to several international delegations.
536:
The grants were only given for the tunnel to Bjorøy, and not for the necessary roads that would connect Tyssøy to Bjorøy. This caused local controversy, as some people on Bjorøy disagreed that the tolls on the Bjorøy Tunnel should pay for the Tyssøy Bridge. On 13 May 1993, the costs of the connection
486:
Bjorøy og Tyssøy ANS had been established with capital from locals, but instead the company
Fastlandssambandet Bjorøy – Tyssøy AS was established on 29 September 1993. Capital for NOK 40,000 was paid by Fjell Municipality, NOK 20,000 by Sund Municipality and NOK 10,000 by Jack Jahnsen.
310:
for the islands of Bjorøy and Tyssøy (Tyssøy is connected to Bjorøy by a bridge). The tunnel is 2,012 metres (6,601 ft) long and reaches 88 m (289 ft) below mean sea level. The maximum gradient is 10 degrees (about 18% grade). It is one of few tunnels in Norway without mobile telephone
508:
The construction of the tunnel started on 29 September 1993, with the original plans calling for the tunnel to open on 15 June 1995. The original construction consisted of blasting from Bjorøy, but by
January 1994 there were problems with water leaks through cracks. The contractor described these as
474:
demanded that the costs of a new field be paid for by the project, and that the tunnel be slightly extended. A new estimate was made, which increased the price by NOK 10.3 million; however, Hordaland Public Roads
Administration protested, stating that it would give an inferior road technically,
556:
automatic toll collection system. A manual collection system was estimated to cost NOK 1.4 million per year, while an automated system was estimated at NOK 0.4 million. The tunnel opened on 7 May 1996, the same day the last ferry ran. Originally the plan was to charge tolls similar to the
499:
An agreement was made between the ministry, the tunnel company and the county municipality on 6 January 1994 to build the tunnel. The company had the right to collect tolls for up to 15 years on fees dictated by the county municipality, and would have to pay NOK 27 million for the tunnel, with
457:
for a car and an investment cost of NOK 47 million. The plans were at first nearly discarded by the administration, as they felt it was impossible for a community of 400 people to finance such a large project without other grants. However, it became evident that the administration was spending
414:
tests conducted in August 1983 concluded that the ground had good conditions: the uncompacted material laid mostly only 1-meter (3 ft 3 in) deep, albeit at times as deep as 7 meters (23 ft). The proposed tunnel crossing followed a mountain ridge, and the maximum depth was between 40
520:
On a meeting on 10 October, O. T. Blindheim, a geological consulting company, and Selmer presented three alternatives: continued injection of cement, recommended by
Blindheim; freezing, recommended by Selmer because it was the cheapest, but would take more time; and use of a water-tight shield. A
516:
On 30 September, Selmer stopped construction from the Bjorøy side, although it continued from the mainland. About 750 metres (2,460 ft) from the Bjorøy side, the construction found a section of sandstone, the upper
Jurassic Bjorøy formation, a condition that had never been encountered during
587:
started in May 2012 to blast away the bank, increasing the depth from 9 to 14 meters (30 to 46 ft). This allows the sailing width though
Vatlestraumen to increase by 250 meters (820 ft). The work required the tarp covering the tunnel to be removed, causing increased leaks in the tunnel
458:
NOK 2 million per year on the ferry service, and as the ferry soon would have to be replaced, this would increase to NOK 3 to 5 million per year. On 1 October 1990, the issue was considered by
Hordaland Transport Board, which approved the plans. This was followed up by
465:
The plans were met with criticism from locals on the Bergen side where the tunnel would emerge. They stated that the plans had "cheap solutions" and had unnecessary negative impact on their local environment. This included the demolishing of a football field and lack of
491:
in October 1992, who started working on a proposal for parliament in January 1993. Issues raised by the ministry were that the loans had been issued in 1987, and whether the land estimated value of the guaranteed real estate was real. The project was presented to the
441:. Four land-owners made a guarantee for NOK 9 million, with a judicial registration covering an area of 347 hectares (860 acres). They hoped that the value of their land would increase after the tunnel had been built. The same amount was also guaranteed by
517:
subsea tunnel construction before. Geological engineers stated that there was no known solution to overcoming the problem, and that if the contractor had blasted into the area, the tunnel would have been filled with sand and water within minutes.
452:
On 12 December 1989, the committee sent an official offer to Hordaland Public Roads Administration whereby they, as a company under establishment, offered to fully finance the tunnel. The plans called for tolls of
305:
The Bjorøy Tunnel is a subsea tunnel which runs below the Vatlestraumen strait between the island of Bjorøy and the mainland of Bergen. It carries two lanes of Norwegian County Road 5236. It is the only
285:
owners who vacation on the islands. The first proposal was launched in 1980, and construction started on 29 September 1993. There were severe problems because the tunneling encountered an area of
322:
Before the construction of the Bjorøy Tunnel, the geology of the area was thought to consist entirely of metamorphic basement rocks similar to those exposed on the surrounding islands. The
376:
513:. In particular, a different type of rock had been struck, and 60 tonnes (59 long tons; 66 short tons) of concrete had been injected without this giving the desired effects.
242:
446:
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on 19 June 1991, which involved NOK 27 million being financed by debt and NOK 28 to 33 million being financed through reduced subsidies to the ferry.
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1302:
427:
1947:
379:. The plans for a tunnel to Bjorøy were first launched by the engineer Jack Jahnsen in 1980. These were based on the then under construction 2,890-metre
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2012:
1952:
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1907:
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1727:
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423:
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1912:
568:, of all small toll companies. The tolls were removed on 29 January 2005, after eight years and eight months, almost half the stipulated time.
1882:
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However, Norges Skibshypotek had to withdraw, as it was not permitted to invest in non-shipping investments. Instead, a loan was taken in
2002:
258:
579:
of Revskolt in Vatlestraumen, located above the tunnel. The accident cost 18 people their lives and was the most extensive and costly
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age (Late Jurassic) for the sequence. The sedimentary rocks appear to have been deposited into an eroded depression caused by a
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and a sandstone with coal fragments, some of which was quite unconsolidated. Spore and pollen samples gave an
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59:
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The contract for the construction of the bridge to Tyssøy was announced on 20 August 1996, and was won by
1563:
1269:
1663:
398:. All three included a road connection to Tyssøy, with the bridge proposals costing 16 million
522:
476:
459:
28:
2022:
331:
449:, which gave a maximum price of NOK 55 million, given that construction started in 1989.
415:
and 45 metres (131 and 148 ft), although the topography went steep down to those depths.
311:
coverage, although there are emergency telephones that connect to the operation center of the
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1425:
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8:
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1967:
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230:
222:
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483:
419:
347:
339:
1812:
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in Norwegian history. In an attempt to avoid similar incidents occurring again, the
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1957:
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406:, in part because the earthworks volume from the tunnel could be used to build a
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467:
206:
81:
68:
1822:
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1375:
1334:
538:
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At the time, a bridge to Litlesotra was estimated to cost 111 million
362:
671:"Mesozoic sediments and structures onshore Norway and in the coastal zone"
402:
for the Tyssøy connection, and the tunnel having a cost of 4 million
394:, while a bridge over Vatlestraumen was estimated to cost 74 million
289:, causing a year's delay. The total construction cost was 59 million
1992:
1705:
634:
250:
44:
1997:
1630:
1573:
411:
307:
274:
1977:
580:
294:
286:
278:
246:
125:
2007:
1709:
1635:
1264:
651:
553:
323:
234:
1614:
632:
Pedersen, Frode (19 August 2003). "Tunneler bryter nye EU-krav".
327:
282:
1713:
561:
471:
335:
262:
238:
52:
48:
1361:(in Norwegian). Straume: Fastlandssambandet Tyssøy – Bjorøy.
544:
On 2 February 1996, the tunnel company had an agreement with
442:
1704:
188:
434:. The bank had a guarantee in the income from the tunnel.
609:
315:, and the tunnel will receive coverage with the future
1324:
649:
Styve, Kyrre (16 January 2010). "Vil ha mobilnett".
277:for the 900 residents of the islands of Bjorøy and
986:
984:
605:"Folk flytter fra øyene tross milliarder til bru"
390:, a tunnel was estimated to cost 36 million
2051:
668:
981:
552:, to collect the tolls in the tunnel using the
269:strait, reaching 88 metres (289 ft) below
1690:
1391:
326:sediments encountered in the tunnel included
1405:
531:
1697:
1683:
1398:
1384:
375:Since 1966, Bjorøy had been served by the
346:, which later reactivated, disrupting the
293:. It opened on 7 May 1996 and remained a
27:
669:Bøe, R.; Fossen, H.; Smelror, M. (2010).
631:
489:Ministry of Transport and Communications
430:to borrow the estimated 50 million
424:Minister of Transport and Communications
361:
229:) is a 2,012-metre-long (6,601 ft)
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678:Norges geologiske undersøkelse Bulletin
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366:Map of Bjorøy and the surrounding area
16:Subsea road tunnel in Vestland, Norway
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1359:Fastlandssamband for Bjorøy og Tyssøy
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664:
662:
648:
571:On 19 January 2004, the freight ship
313:Norwegian Public Roads Administration
157:Norwegian Public Roads Administration
1293:"Sjøvann renner rett ned i veibanen"
996:
858:
819:
756:
13:
1258:Kalgraf, Marit (21 January 2005).
659:
14:
2101:
1291:Holte, Magnus Aamo (8 May 2012).
300:
1976:
1341:
1327:
1305:from the original on 10 May 2012
585:Norwegian Coastal Administration
1284:
1251:
1239:
1227:
1215:
1203:
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1167:
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334:in contact with the underlying
1268:(in Norwegian). Archived from
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732:
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708:
696:
642:
625:
597:
523:carbon fibre-reinforced carbon
184:
1:
2080:1996 establishments in Norway
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317:Norwegian Public Safety Radio
281:as well as a large number of
265:. It crosses underneath the
245:which connects the island of
241:. The tunnel is part of the
575:ran aground on the unmarked
418:The plans were presented to
261:in the city-municipality of
179:2,012 m (6,601 ft)
7:
541:guaranteeing for the debt.
487:The plans were sent to the
370:
10:
2106:
655:(in Norwegian). p. 5.
638:(in Norwegian). p. 3.
357:
243:Norwegian County Road 5236
2085:Tunnels completed in 1996
2031:
1985:
1974:
1720:
1623:
1607:
1413:
1260:"Bom stopp for bompengar"
532:Tolls and auxiliary roads
477:Hordaland County Governor
205:
201:−88 m (−289 ft)
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58:
40:
35:
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2065:Road tunnels in Vestland
2060:Subsea tunnels in Norway
1407:Subsea tunnels in Norway
562:NCC Eeg-Henriksen Anlegg
460:Hordaland County Council
546:Bru og Tunnelskelskapet
377:Alvøen–Bjorøyhamn Ferry
297:until 29 January 2005.
249:in the municipality of
2070:Road tunnels in Bergen
1357:Jahnsen, Jack (2006).
367:
226:
548:, which operates the
439:Bergens Skillingsbank
410:with a short bridge.
365:
253:to the mainland near
166:Until 29 January 2005
1636:Hordaland Fixed Link
494:Parliament of Norway
82:60.33750°N 5.18417°E
2090:Former toll tunnels
1615:Rogaland Fixed Link
479:on 30 August 1993.
472:Bergen Municipality
428:Norges Skibshypotek
78: /
23:
1608:Under construction
1272:on 15 January 2011
443:Fjell Municipality
368:
350:and causing steep
231:subsea road tunnel
21:
2047:
2046:
1672:
1671:
539:Sund Municipality
484:unlimited company
447:Selmer–Furuholmen
420:Johan J. Jakobsen
273:. It serves as a
215:
214:
140:29 September 1993
87:60.33750; 5.18417
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1980:
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1301:(in Norwegian).
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741:, pp. 23–24
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550:Bergen Toll Ring
456:
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405:
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198:Lowest elevation
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2050:
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2043:
2027:
1981:
1972:
1716:
1703:
1673:
1668:
1664:Trondheimsfjord
1650:Møre Fixed Link
1619:
1603:
1409:
1404:
1369:
1347:
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1298:Bergens Tidende
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577:underwater bank
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482:Originally the
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1421:Atlantic Ocean
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613:(in Norwegian)
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468:noise barriers
372:
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359:
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302:
301:Specifications
299:
271:mean sea level
227:Bjorøytunnelen
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1368:82-303-0642-7
1364:
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1349:Norway portal
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268:
267:Vatlestraumen
264:
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244:
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228:
224:
220:
219:Bjorøy Tunnel
210:
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63:
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54:
50:
46:
43:
39:
34:
30:
25:
22:Bjorøy Tunnel
19:
1848:Kvernhushaug
1737:
1706:Road tunnels
1430:
1358:
1335:Roads portal
1321:Bibliography
1307:. Retrieved
1296:
1286:
1274:. Retrieved
1270:the original
1263:
1253:
1248:, p. 81
1246:Jahnsen 2006
1241:
1236:, p. 76
1234:Jahnsen 2006
1229:
1224:, p. 75
1222:Jahnsen 2006
1217:
1212:, p. 88
1210:Jahnsen 2006
1205:
1200:, p. 87
1198:Jahnsen 2006
1193:
1188:, p. 86
1186:Jahnsen 2006
1181:
1176:, p. 72
1174:Jahnsen 2006
1169:
1164:, p. 69
1162:Jahnsen 2006
1157:
1152:, p. 71
1150:Jahnsen 2006
1145:
1140:, p. 70
1138:Jahnsen 2006
1133:
1128:, p. 46
1126:Jahnsen 2006
1121:
1116:, p. 45
1114:Jahnsen 2006
1109:
1104:, p. 64
1102:Jahnsen 2006
1097:
1092:, p. 63
1090:Jahnsen 2006
1085:
1080:, p. 62
1078:Jahnsen 2006
1073:
1068:, p. 61
1066:Jahnsen 2006
1061:
1056:, p. 60
1054:Jahnsen 2006
1049:
1044:, p. 58
1042:Jahnsen 2006
1037:
1032:, p. 57
1030:Jahnsen 2006
1025:
1020:, p. 56
1018:Jahnsen 2006
1013:
1008:, p. 52
1006:Jahnsen 2006
993:, p. 48
991:Jahnsen 2006
978:, p. 50
976:Jahnsen 2006
971:
966:, p. 51
964:Jahnsen 2006
959:
954:, p. 41
952:Jahnsen 2006
947:
942:, p. 39
940:Jahnsen 2006
935:
930:, p. 43
928:Jahnsen 2006
923:
918:, p. 42
916:Jahnsen 2006
911:
906:, p. 38
904:Jahnsen 2006
899:
894:, p. 36
892:Jahnsen 2006
887:
882:, p. 35
880:Jahnsen 2006
875:
870:, p. 34
868:Jahnsen 2006
855:, p. 33
853:Jahnsen 2006
848:
843:, p. 29
841:Jahnsen 2006
836:
831:, p. 30
829:Jahnsen 2006
816:, p. 31
814:Jahnsen 2006
809:
804:, p. 28
802:Jahnsen 2006
797:
792:, p. 27
790:Jahnsen 2006
785:
780:, p. 26
778:Jahnsen 2006
773:
768:, p. 25
766:Jahnsen 2006
753:, p. 24
751:Jahnsen 2006
746:
739:Jahnsen 2006
734:
729:, p. 22
727:Jahnsen 2006
722:
717:, p. 21
715:Jahnsen 2006
710:
705:, p. 17
703:Jahnsen 2006
698:
686:. Retrieved
681:
677:
650:
644:
633:
627:
615:. Retrieved
608:
599:
572:
570:
559:
545:
543:
535:
519:
515:
507:
504:Construction
498:
481:
464:
451:
436:
417:
385:
381:Vardø Tunnel
374:
332:conglomerate
321:
304:
218:
216:
18:
2039:Old Dyrskar
1933:Stongafjell
1918:Skatestraum
1733:Austmannali
1646:Moss–Horten
1589:Tromsøysund
1584:Sløverfjord
1569:Skatestraum
1549:Nordøyvegen
1531:Mastrafjord
635:Aftenposten
255:Håkonshella
117:Håkonshella
85: /
60:Coordinates
2054:Categories
1998:Cross Link
1948:Trengereid
1858:Løvstakken
1798:Folgefonna
1748:Bømlafjord
1631:Cross Link
1554:North Cape
1544:Nappstraum
1540:Melkøysund
1461:Fannefjord
1446:Bømlafjord
1276:15 January
688:18 January
592:References
412:Seismology
344:fault zone
308:fixed link
275:fixed link
148:7 May 1996
137:Work begun
70:60°20′15″N
2013:Korsfjord
2003:Fedjefast
1968:Åkrafjord
1953:Trollkone
1938:Storegjel
1908:Seljestad
1898:Rullestad
1833:Jernfjell
1793:Fløyfjell
1641:Langfjord
1559:Oslofjord
1476:Freifjord
1471:Flekkerøy
1456:Ellingsøy
581:oil spill
340:Oxfordian
295:toll road
287:sandstone
223:Norwegian
171:Technical
132:Operation
73:5°11′03″E
2075:Øygarden
2008:Hordfast
1986:Proposed
1963:Vallavik
1958:Tunsberg
1928:Stavenes
1923:Stalheim
1878:Naustdal
1868:Masfjord
1808:Gudvanga
1788:Fjærland
1763:Eidfjord
1758:Damsgård
1728:Arnanipa
1712:county,
1710:Vestland
1624:Proposed
1594:Valderøy
1536:Maursund
1526:Kvalsund
1436:Bjørvika
1303:Archived
1265:VestNytt
652:VestNytt
554:Autopass
453:51
371:Planning
336:gneisses
324:Jurassic
259:Hilleren
251:Øygarden
237:county,
235:Vestland
153:Operator
45:Øygarden
41:Location
36:Overview
2023:Skansen
1863:Markhus
1818:Haukeli
1813:Halsnøy
1773:Eikefet
1768:Eidsvåg
1753:Dalseid
1721:Current
1659:Sundsøy
1579:Ryfylke
1564:Skansen
1511:Ibestad
1501:Hundvåg
1491:Halsnøy
1451:Eiksund
1441:Byfjord
1426:Bjarkøy
1414:Current
684:: 15–32
617:9 April
573:Rocknes
358:History
348:bedding
328:breccia
283:cottage
109:Fv 5236
2032:Closed
2018:Nyborg
1903:Røldal
1893:Risnes
1888:Olsvik
1853:Lærdal
1843:Knappe
1838:Jondal
1828:Hyving
1803:Frudal
1743:Bortne
1738:Bjorøy
1714:Norway
1521:Knappe
1516:Karmøy
1506:Hvaler
1466:Finnøy
1431:Bjorøy
1365:
1309:11 May
526:gunite
511:kroner
279:Tyssøy
263:Bergen
247:Bjorøy
239:Norway
176:Length
145:Opened
126:Bjorøy
101:In use
98:Status
53:Norway
49:Bergen
1913:Sivle
1823:Horda
1783:Fjæra
1778:Eikås
1654:Sotra
1599:Vardø
1496:Hitra
1486:Godøy
1481:Frøya
674:(PDF)
207:Grade
189:lanes
114:Start
106:Route
1993:Arna
1883:Nipe
1873:Måbø
1363:ISBN
1311:2012
1278:2011
690:2011
619:2013
408:mole
352:dips
330:and
257:and
217:The
163:Toll
47:and
1708:in
1574:Rya
682:450
610:NRK
233:in
211:18%
187:of
185:No.
122:End
2056::
1295:.
1262:.
998:^
983:^
860:^
821:^
758:^
680:.
676:.
661:^
607:.
566:kr
470:.
455:kr
432:kr
422:,
404:kr
400:kr
396:kr
392:kr
388:kr
354:.
319:.
291:kr
225::
51:,
1698:e
1691:t
1684:v
1399:e
1392:t
1385:v
1371:.
1313:.
1280:.
692:.
621:.
221:(
193:2
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
