Transport / Tunnels: what does the inter-island connectivity report say?
SHETLAND’s two parliamentarians have welcomed news that four possible subsea tunnels have been recommended for further consideration in a significant new report on inter-island connectivity.
MP Alistair Carmichael and MSP Beatrice Wishart said they will look to maintain the momentum in the campaign for fixed links.
A long-awaited first report on Shetland Islands Council’s inter-island connectivity programme is due to go in front of elected members next week, and it proposes – among many other ferry-related options – that tunnels to Yell, Unst, Whalsay and Bressay are taken forward for further consideration.
But what details does the report provide on the idea of subsea tunnels for these four islands?
There are no cost estimates at this stage, and it is worth noting that the draft strategic outline case is the first step in a very long process – a process which comes with a lot of unknowns.
But the report, which was created by consultants including fixed link experts Cowi, offers a suggestion on how the subsea connections could potentially work through high level, indicative designs.
Although the details are fairly basic and could change over time, they give an insight into what consultants have been exploring at this early stage.
For Yell there is a 6km tunnel proposed which would have entry points in the Toft area on the mainland and Copister in Yell.
The western “portal” near the A968 in Toft would descend at a six per cent gradient to about 40 metres below seabed level before rising again in Yell.
Under this design, around two kilometres of existing single track road would require upgrading, with 750 metres of new road also needed.
For a fixed link to Unst, a 4.35km tunnel is suggested which would broadly follow the line of the ferry route – starting near Gutcher and ending to the north of Belmont.
Both tunnel ‘portals’ would connect to the A968 with roundabouts, with 380 metres of new road needed on the Yell side and 200 metres in Unst.
The tunnel would descend at a six per cent gradient to 44 metres below sea level, deepening to 50 metres below ground level before ascending again into Unst.
An indicative Whalsay tunnel would cover 6.35km – the longest of the four designs.
The design also includes 2.75km of new road on the mainland side which could connect with the B9071 in the Skelberry area.
It suggests an entry point in Whalsay at Marrister.
The report says there would be “significant” elevation changes at either end, making for a seven per cent gradient on the west side which is steeper than preferred.
For Bressay a tunnel of 1.9km length is suggested which would see an entry point north of the Lerwick Power Station, with the exit point in the Heogan area of Bressay.
There could be more than half a kilometre of new road needed, including a roundabout on the Bressay side.
The tunnel would descend at a six per cent gradient to 25 metres below sea level and would continue at this depth for about 300 meters before then ascending towards Bressay.
The report highlights how previous studies on a fixed link between Lerwick and Bressay identified seafront “portal” locations which are now occupied by industrial developments.
This means that the entry points would need to be further inland, increasing the construction cost compared to previous estimates.
The tunnel designs for Yell, Unst and Whalsay come with a proposed 40mph limit, but Bressay is suggested as 30mph.
There is also a suggestion that tolls could potentially be used on fixed links to bring in income.
The idea of a 5km tunnel between Yell and Fetlar was explored but the recommendation is that it should be ruled out at this stage, particularly given the “affordability and value for money challenges” regarding its population and limited economic activity.
The only other option which is recommended to be ruled at is keeping business as usual on the Bluemull Sound ferry route, to Unst and Fetlar.
At Wednesday’s meeting councillors will also be asked to approve a spend of up to £900,000 from Crown Estate revenue which would go towards examining the tunnel possibilities included in the report. This work would include design work, “buildability” and financial models.
The report highlights that private finance would likely need to be in the funding mix for fixed links, but the feasibility of securing finance and a contractor remains unknown at this stage.
Possible ferry service enhancements are included in the range of recommended options to take forward for further appraisal.
A raft of options are presented for Bluemull Sound, from an enhanced weekend service and free ferry fares for residents to an additional vessel and 24-hour sailings which would be on-request overnight.
Similar measures have been suggested for Whalsay, as well as the development of North Voe as a new ferry terminal for the island.
Options for Bressay range from continuing with business as usual, with a replacement vessel at the life expiry of the Leirna, to amendments to the timetable and more sailings. Again the 24-hour idea, on-request overnight, is mooted.
Some of the more substantial options suggested for Yell Sound include a third vessel and increased service frequency.
Options for other ferry routes are mentioned too, including a replacement of the New Advance vessel for Foula at the end of its lifespan.
A new and larger ferry for Papa Stour is also among the suggestions, as well as additional sailings.
For Skerries among the options are a new vessel once the Filla reaches the end of its lifespan, and the introduction of sailings on Wednesdays.
At Wednesday’s meeting of the full council elected members will be asked to approve which groups of options should be taken forward for further appraisal in an outline business case.
For Bluemull Sound, Yell, Whalsay and Bressay this includes business as usual, ‘do something’ and ‘do max’ on ferries, and a fixed link.
For Foula, Papa Stour and Skerries the options are categorise as business as usual and ‘do something’.
The report said Fair Isle’s needs have already been accounted for the island’s ongoing ferry replacement programme.
The report highlights that funding availability is one of the “biggest uncertainties” facing the connectivity programme.
“Appetite for public funding will need to be explored in consultation with government agencies and other institutions, as it could be key to presenting an attractive investment proposition to the private sector,” it said.
There is also recognition that developments in Faroe and countries like Norway and Iceland “offer compelling delivery and procurement models and could help inform the viability of any fixed links”.
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