Coastal Highway Route E39 Project Overview. January 2012

Project Briefing in Bergen 20th January 2012
Coastal Highway Route E39
Project Overview
Project Manager Olav Ellevset
Norwegian Public Roads Administration (NPRA)
… but challenges abound
The World’s Longest…..
Lærdal Tunnel (24.5 km)
Nordhordland Floating Bridge (floating section 1246 m)
Topographic challenges require thinking «Outside the Box»
E39 Kristiansand-Trondheim
about 1100 km
E39 Ferry Link KristiansandHirtshals in Denmark
E39 connects with E45 in
Aalborg, Denmark
8 Ferry Links
remaining
Report No. 21 to the Storting
(1994-95)
Coastal Highway Kristiansand-Bergen-Trondheim
Fixed links across the Boknafjord and
Bjørnefjord are regarded as unrealistic in the
foreseeable future
A fixed link across the Sognefjord is regarded
as unrealistic
The Ministry of Transport and
Communications
NPRA commissioned to:
Establish the potential for trade and industry,
employment and settlement patterns of a coastal
highway with no ferry links
Explore technological concepts for fjord crossings
Assess renewable energy potential
Implementation strategies and contracts
E39 Coastal Highway Project
A knowledge project
Four Components:
–
–
–
–
Society
Technology (Fjord Crossings)
Energy
Implementation Strategies and Contracts
Approx 1100 km
Concept approx size NOK 100 bn (Euro 13 bn)
The Society Component
Managed by NPRA Central Region
Good methods for estimating the impact on
transport costs
Harder to quantify the impact on
– national and regional economies
– larger areas of residence and employment
– long term structural changes
Key focuses for Society component
New transport model for E39 at national and
regional level
Introducing new impact elements into socioeconomic analyses, like long term structural
impacts of reduced travel time for
– Bergen-Haugesund-Stavanger (avearage wage raise)
– Northwestern Norway, Kristiansund-Molde-Ålesund ++
Long term changes in settlement patterns and
trade and industries
Searching for methods for assessing macroeconomic impacts
Travel time in hours, summary
Current
20 – 21
New
12 – 13
Savings
7-9
AADT E39 Kristiansand - Trondheim
Fjord Crossings Component
Managed by NPRA Western Region
Recent developments,
floating bridges (Norway):
Nordhordland Floating Bridge
Opened 1994
• End anchoring only
• Length of floating
section: 1246 m
• Cable-stayed bridge
across the ship channel
• Separate pontoons
New technology, yet not built
Planned submerged floating tunnel (SFT) across the Høgsfjord
Approved as the preferred link design (1998), but not built for
political reasons
Høgsfjord SFT:
•Length: 1400m
•Fjord depth: 155m
•Anchored to the
seabed
Recent developments,
offshore structures
Ekofisk tank:
70 m depth (1973)
Troll platform:
303 m depth (1995)
Buoyant platforms
(TLP) moored at
depths of more than
1500 m
Halsafjorden
Moldefjorden
Storfjorden
Nordfjorden
Sognefjorden
Bjørnafjorden
Boknafjorden
E-39 Boknafjorden (ROGFAST)
World’s longest
road tunnel
(approx 25 km)
Depth 380-400 m
below sea level
Two tubes (4
lanes)
Detailed design
ongoing that may
enable start 2015
Halsafjorden
Moldefjorden
Storfjorden
Nordfjorden
Sognefjorden
Bjørnafjorden
Boknafjorden
Side-anchoring of floating bridges
(Example: Bjørnafjorden 5-600m depth)
Floating part Bjørnafjorden approx 5 km
Chained floating bridge accross
Bjørnafjorden
Aquator/Link Arkitektur, Stord
Moving 2-300 m each
side with tides
Corridor
Concepts
E39 south of
Bergen
Halsafjorden
Moldefjorden
Storfjorden
Nordfjorden
Sognefjorden
Bjørnafjorden
Boknafjorden
Feasibility study
– how to cross the Sognefjord
Lavik
Oppedal
E39
”Extreme” fjord crossing:
Width: approx. 3.7 km
Depth: over 1250 m,
sudden deep waters
approx. 1500 m to rock
Sheltered from ocean waves
Navigation channel required for
large cruise ships
Objectives for the feasibility study:
Determine, at the conceptual level, whether it will
be technically possible to build a fixed link across
the Sognefjord.
Point out the most realistic solutions based on
expected technological developments.
Conceptual design:
Suspension bridge across the Sognefjord
Conceptual design:
Suspension bridge across the Sognefjord
Conceptual design:
Cable-stayed bridges on floating
foundations
Conceptual design:
Cable-stayed bridges on floating
foundations. Anchoring of foundations.
Conceptual design:
Floating bridge across the Sognefjord
(mid-fjord navigation channel)
Conceptual design:
Floating bridge across the Sognefjord
(mid-fjord navigation channel)
Conceptual design:
Floating bridge across the Sognefjord
(navigation channel close to shore)
Conceptual design:
Floating bridge combined with submerged
floating tunnels close to shore
Conceptual design:
Floating bridge combined with submerged
floating tunnels close to shore
Conceptual design:
Floating bridge combined with submerged
floating tunnels close to shore
Conceptual design:
Submerged floating tunnel across the
Sognefjord
Conceptual design:
Submerged floating tunnel across the
Sognefjord
Further work
Completing the feasibility study:
Document the feasibility of the various solutions
emerging from the idea phase
Health and safety clarifications
(construction phase, road users, shipping,
structural collapse, etc.)
Other factors such as costs, environmental
impact, etc.
Consulting Groups
Sognefjord Technical Feasibility Study
Dr. ing. A. Aas Jakobsen AS, w/ Johs. Holt AS, COWI, NGI, Skanska,
Tor Vinje, og Rolf Øyvind Johnsen
Reinertsen/Olav Olsen Consortium, w/ Snøhetta, Rambøll, Faltinsen,
Johansson, Arup og BergerABAM
Sweco Norge AS, w/ Hans-Petter Brathaug AS, Instanes Polar AS og
Anders Bleie
Norconsult AS, w/ Haug og Blom-Bakke AS
Multiconsult AS, w/ WSP Finland, Barlindhaug Consult AS, Akvator AS
v/Jan Soldal og L2 Arkitekter, Leonhardt, Andrä und Partner GmbH
Stuttgart.
LMG Marin AS, w/ Marintek, Teknisk Data AS, TDA, Smidt &
Ingebrigtsen AS, SMIAS og Fondasol
The fjord crossing project
Fjord crossings which were previously considered
”impossible” without a ferry service now appear
to be potential candidates for a fixed link in the
reasonably near future.
Progressing the project will depend on
enthusiastic involvement and conscious effort
invested by researchers, engineers and
contractors, as well as politicians.
Halsafjorden
Moldefjorden
Storfjorden
Nordfjorden
Sognefjorden
Bjørnafjorden
Boknafjorden
Halsafjorden
Moldefjorden
Storfjorden
Nordfjorden
Sognefjorden
Bjørnafjorden
Boknafjorden
Concepts E39 Volda - Ålesund
Suspension Bridge E39 Storfjorden,
Festøya-Solavågen (Fefast)
Main span: 3400m
Towers: 420m
Separated carriageway: 2x(12,9m x 2,5m)
Cost approx. 1,7 bn Euro (NOK 13,5 mrd)
420m
3400m
End-anchored floating bridge E39 FestøyaSolavågen (Fefast) accross Storfjorden
Spans 3,5 - 4 km
Cost approx. 800 mill Euro
Side-anchored floating bridge E39 FestøyaSolavågen (Fefast) the Storfjord
Suspension Bridge Sulesund-Hareid
across the Sulafjord (Hafast)
Lengde hovedspenn: 3100m
Tårnhøgde: 390m
Seglingslei: 300m x 70m
Cost approx. 1,5 bn Euro (NOK 12 mrd)
3100m
390m
Conceptual design:
Submerged floating tunnel with anchoring to
the sea bed (Hafast) Sulafjord
Tube location approx. minus 150 m
Floating Bridge accross the Sulafjord (Hafast)
LMG Marine, Bergen
Span 4 – 4,5 km
Conceptual design:
Submerged floating tunnel with
anchoring to the sea bed
Halsafjorden
Moldefjorden
Storfjorden
Nordfjorden
Sognefjorden
Bjørnafjorden
Boknafjorden
Ålesund – Bergsøy – Liabø
KONSEPTER SOM UTREDES
Susp bridge main
span 1,6 km
Subsea
tunnel 13 km
55
Suspension Bridge Julsundet
Main Span 1500 m
56
Halsafjorden
Moldefjorden
Storfjorden
Nordfjorden
Sognefjorden
Bjørnafjorden
Boknafjorden
Suspension Bridge Halsafjorden
Main Span 2000 m
Suspension Bridge Halsafjorden
Main Span 2000 m
Crossings Status Summary (1)
Suspension bridges:
Main spans:
– Hardanger bridge
– Storebælt bridge
– Akashi-Kaikyo Bridge
– Messinastredet
– Sulafjorden
– Storfjorden
– Julsundet
– Halsafjorden
1310
1624
1991
3300
3100
3400
1500
2000
m
m
m
m
m
m
m
m
Crossings Status Summary (2)
Floating bridges:
– Nordhordland Bridge (Bergen): (floating part) 1246 m
(separate pontoons, end-anchored)
– Evergreen Point Floating Bridge
2300 m
(continous pontoon, side-anchored)
–
–
–
–
Sulafjorden:
Storfjorden
Sekkfast
Halsafjorden
3700
3100
3300
3000
m
m
m
m
Energy Component
Managed by Road Safety, Environment and Technology
Department, NPRA Headquaters Oslo
Consider how bridge infrastructures can be
utilised for producing energy from the renewable
sources solar, tide currents, waves and winds.
Explore also how the energy production potential
may be utilised for the approximately 15,000
existing river bridges managed by the NPRA.
Potential for renewable energy in
Norway*
Wave Power is estimated 600 TWh/year
– Potential for development 12-30 TWh/year
Tidal Power is estimated 1-2 TWh/year
Wind power is estimated 14000 TWh/year
The total energy consumption in Norway is:
– 228 TWh in 2008 (50% electricity)
*Results from feasibility study report from ENOVA in 2007, Item No: 12502
La Rance Tidal Power Plant in France
The world's first and also the world's second
biggest tidal power Plant is a bridge





Operated since 1966
Annual output 600 GWh
24x10 MW turbine
750 m long
Max tide range of 13m
Examples of technological solution for
various renewable energy sources
Examples of power plants for various
renewable energy sources
Feasibility study
The main objective is to assess the energy
production potential and the accessible potentials
with focus on coastal highway route E39.
The study is divided in two separated part:
Part 1. Technology survey for renewable energy
associated to tidal power as waves and currents
Part 2. Technology survey for renewable energy
associated to wind and sun
The subproject Energy:
Feasibility study will be performed by:
– Rambøll
– Norconsult
– SP (Technical Research Institute of Sweden)
Workshop in Trondheim 19th April 2012 (RERC
Conference)
Research topics for master students at
universities (NTNU & Chalmers)
PhD projects in the field at universities (NTNU &
Chalmers)
Implementation Strategies and
Contracts Component
Consider suitable implementation strategies and
types of contracts for a project of this size
– Financing options ?
– PPP options ?
– Ranking of individual projects ?
– Contract sizes and packaging of projects ?
– Dedicated management company for the
project?
Mr. Jan Eirik Henning will go into more details
Some other issues…
Earl stage
Dialogue for implementation issues
Corridor and formal planning status - huge
challenge
Relatively low sensitivity for road tolls
Conflicts of interest
Patent rights
Road infrastructure – combined utilization
The North Sea
In the 60-ies,
who could
imagine that
structures
would be
located in the
middle of the
North Sea?
The Ekofisk Tank:
70 m depth (1973)
The Troll platform:
303 m depth (1995)
Buoyant platforms
(TLP) moored at
depths of more than
1500 m
Thank you for your attention!