- Will contribute to growth along the entire coast of trøndelag -Fosna-the People, the Fosna People

A recent Sintef report shows that the tunnel under the Trondheimsfjord is possible, both economically and technologically.

Mayor Tom Myrvold in Ørland actually bubbles of optimism over the contents of the report that Sintef has made on behalf of the municipalities of Orkdal, Agdenes and Ørland.

Samfunnsnytten

- We can almost with certainty that the tunnels are self-financing, and there before samfunnsnytten be added into the calculation, ” says Myrvold.

So, it seems the tunnel under the Trondheimsfjord if you get acceptance for the seven percent gradient.

the Dream of a tunnel that connects Ørland with Agdenes is not new. What is new now is that you want to look at the opportunities for synergy effects in connection with Statnett in 2028 have to cross the trondheim fjord with a new power line in connection with the vindkraftutbyggingen in Fosen.

Two separate tunnels

When a similar project was launched in the early 2000s, it was thought a submarine trekantsamband, with tunnelåpninger in Agdenes, Ørland and Rissa.

Here, Statnett has planned fjordkryssingen with kraftlinja.

In the prosjektnotatet from Sintef building and infrastructure is there now for a number of reasons also account for two separate tunnels. The one is the thought from the Fevåg area in Rissa and Agdenes. The other is outlined to go from Karlsenget, about midway between Brekstad and Botngård, under Stjørnfjorden and to Fevåg. The last tunnel will bind together the most heavily populated areas of Fosen, while the first will give a ferjefri and væruavhengig the crossing of the Trondheimsfjord.

Clear speech from the Sintef

Sintef has assessed the requirements of the underwater tunnels, seen in different natural conditions as well as the assessed costs. In addition, one has also looked at different solutions for the routing of Statnett in such a project. The conclusion so far is clear. “In the work of the present note, appear no moments that make that tunnel under the Stjørnfjorden and This is not feasible,” it says in the summary of the Sintef-the document.

Work ahead

Mayor Myrvold in Ørland is clear that this now is a project that the parties wish to proceed with, and already this week he will meet his ordførerkolleger in Agdenes and apply for a job in order to discuss the way forward. At the same time he stresses that the whole Orkdalsregionen, through its regional council, supports tunnelprosjektet. Ørland has also observer status in this regionrådet.

Pathways for the planned tunnel under the Stjørnfjorden.

Snåsaforkastningen

Sintef takes initially for the topographical conditions in the prosjektnotatet. Depth below the sea is essential for the length of the tunnels, seen in relation to the maximum stigningsgrad. Furthermore, the described Snåsaforkastningen, which runs like a ribbon from Grong in the north and almost down to Ålesund. This extends as a band, and goes along with Stjørnfjorden and further south between the island of Hitra and the mainland. In relation to the tunnelbygging represents such faults svakhetssoner with partially large hydrothermal activity. Hitratunnelen going through this fault.

Tunnelklasse B

Trafikkgrunnlaget is also considered by Sintef, and it is believed that the ferry connection to Brekstad – Rolled past. Sintef also adds to the reason that some of the traffic that currently goes over the Flakk – Rørvik will be transferred to a future tunnel. Expected årsdøgntrafikk (ÅDT), Sintef set to about 1400. Furthermore, it is assumed that the ÅDT 20 years ahead in time will not exceed 4000, which is a limit value in relation to the dimensjoneringsklasse on the tunnels. This places the tunnels in dimensjoneringsklasse H3, tunnels of up to 90 km/h speed limit, and tunnelklasse B.

Seven percent

the Requirements to the maximum stigningsgrad in the tunnels is sharpened after that from the other tunnels to the island of Hitra and Frøya was built on the 90-talllet. Today’s demands on a maximum of five percent increase is based on the Eu directive on tunnelsikkerhet. The underwater tunnels to the island of Hitra and Frøya are both built with a ten percent gradient. After that the limit of five per cent entered into force, it is built several underwater tunnels with larger gradient, so that Sintef believes there is reason to believe that it is possible to achieve seven per cent increase in the current tunnels. This will have a big effect both in terms of cost and length of the tunnels.

toll

- There is no doubt that it will be good economy in this, and it can also be realism in tunnelbygging without bompengefinansiering. Who will then be able to say no, ” says the mayor Myrvold out from the contents of the report from Sintef.

ABOUT the CASE: report on experience tunnel under the Stjørnfjorden and the Trondheimsfjord

Myrvold believes that the realization of these tunnelplanene will be important for the entire Trøndelagsregionen, particularly with respect to the development of the blue industry along the coast. He also believes that if this fjordkryssingen be realized, then there will be a heavy argument for that one also get associated with the island of Hitra and Frøya to what could be a continuation of the coastal road E39. In this picture mean Myrvold that the underwater tunnel also can provide a boost for business development in the municipalities Osen and Roan.

Both the tunnel and bridge

the Mayor of Ørland is aware that some may wish to misrepresent tunnelprosjektet as a competitor or threat to the work for a bridge across the Trondheimsfjord. Myrvold thinks the opposite, that one can see the two different projects in a region and the region of positive correlation.

Sintef has devoted a separate section in the prosjektnotatet to the performance of the high voltage cables that use in road tunnels, which, incidentally, is common in Norway. In this case we are talking about a cable with a voltage level of 420 kV, and the sketches that the cables either can be together and placed in the trench in the tunnel, or alternatively be placed under the road surface in the tunnel.

the 2.2 compared with 3.1 billion

As mentioned, stigningsgraden essential for the project’s cost. With stigningsgrad of 5 per cent will the two tunnels will be respectively 16 and 8 miles long. With the two per cent increase in stigningsgrad reduced this to 11.4 and 5,7 kilometres.

the Length of both tunnels at the two different options for stigningsgrad. Source: Sintef

the Cost differs that almost one billion. With a seven percent gradient calculates the Sintef total price for both tunnels to 2,23 billion, while if you choose five percent receive a total of 3,12 billion. Sintef’s recommendation is that if you choose further study with a seven percent gradient, then put it into one extra lane so that there is established forbikjøringsmuligheter for the traffic that goes up in the tunnels.

Cost of respectively five and seven per cent stigningsgrad. Source: Sintef

Recommend further dialogue

the depth in the trondheim fjord on the two areas for tunnelbygging.

In summary, Sintef has also looked at the possibility of ferjeavløsningsmidler of such a project, and believe a rough estimate can trigger 29 million annually for 40 years. At the same time mentioned effects that are not as easily measurable.

“One of the hovedmomentene with tunnelprosjekter are synergies and samfunnsnytten that can be created. This includes such things as increased mobility within the region both for private individuals and businesses. A tunnel will also increase the capacity and predictability of transport in the region, then a tunnel will be open around the clock and regardless of weather conditions, such as pr. in the day can result in the set ferries,” it says in the oppsumeringen from Sintef.
Now recommended a further dialogue with Statnett with the idea of a common project.

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