Do you have questions about Stad ship tunnel? Here we have gathered some of the frequently asked questions, as well as answers. Click on the question, then the answer pops up.
The Stad sea is the most exposed and most dangerous area along the coast of Norway. A ship tunnel will reduce the risk of incidents and accidents, making the voyage safer for both passengers and freight, as well as securing traffic regularity. It will also strengthen industrial and commercial activities in the region.
Calculations done in conjunction with the technical pilot project shows that ship tunnel will have estimated costs of NOK 2.7 billion.
Optimistically, the ship tunnel could open in early 2023. However, before the ship tunnel can be built, a number of prerequisites must be met. First, the project must undergo a process of quality assurance and cost estimates, a process called KS2. This is carried out by order of the Ministry of Transport and Communications. When this process is completed, the project is presented to the Parliament, who then decides on whether the project should be funded. If the Parliament approves the project, construction could start in 2019.
Stad ship tunnel will be the worlds’ first full scale ship tunnel. There are no other tunnels made for ships, only for smaller boats – narrow boats and barges. Those are located in Great Britain and France.
The reason why a ship tunnel has not been built before is difficult to say. One reason might be that there has not been enough political will to do it. In addition, the environmental effects of reducing fuel/pollution are more of a key topic now than it was before.
Yes, we are going to follow the usual standard with red and white lights to show when it is safe to pass through the ship tunnel. Passing vessels will most likely get slot times from a Vessel Traffic Service (VTS) centre – which would work in a simular way to slot times for aviation traffic.
There is a small difference in tide level between the two fjords that will be connected by the tunnel. The current in the canal (the tunnel) will at most be up to 2 knots. In other words – the tide will not cause any problems for the vessels.
Yes. Commercial traffic will be given priority - especially passenger traffic. But leisure boats and other vessels can also use the tunnel.
Use of the tunnel will be free of charge. However, compulsory pilotage, regulated by the Pilot Act, would be applicable for vessels over 70 meters using the fairway through Stad ship tunnel. Compulsory pilotage would be applicable for vessels over 70 meters. It is possible that compulsory pilotage may be replaced with a Pilot Exemption Certificate (PEC).
No. On each side, there is a 3.5 meter wide fended lead structure, but this is mostly to prevent the bridge wing from touching the tunnel walls. In addition, this structure may be used in the event of an evacuation, and thus have the status of emergency exit.
For safety purposes the distance between passing vessels will probably be around 400 meters. As a general rule, this is regarded as the minimum distance for safe travel. With this distance, we will be able to run five ships through per hour.
No. This issue is still undergoing planning. Most likely leisure boats will be granted specific slot times, for example during the morning and evening. Another alternative would be to add them to the convoy of passing vessels.
A decision on final speed limitation for both fjords and in the tunnel will be made at a later date, as part of the revision of the Maritime Traffic Act. Through the tunnel, it will likely be eight knots for speed boats, which equals a ten minute voyage through the tunnel. Other boats would most likely have to hold five knots.
Passing vessels could be up to 21.5 meters wide, and would then have a clearance of 2.5 m on each side. This has undergone testing in a model tank, where the aim, among other things, was to investigate the best speed to maneuver efficiently and safely through the tunnel. Entry / approach has also been tested in a simulator.
The tunnel will have fendering that have been dimensioned for the largest vessels that may pass through it.
Estimates made in connection with the technical preliminary study, shows that four houses and some barns, sheds and boathouses have to be demolished to initiate the construction process. The NCA has had meetings with each of the landowners who may be affected, and there is a good dialogue between the homeowners and the Norwegian Coastal Administration and the municipality on this issue.
The structure will be more simular to that of a large and long mountain hall than a tunnel, and we plan to engage highly experienced engineers to carry out construction. In Norway, there is plenty of experience and great expertise in this type of work. The upper part of the ship tunnel will be run the same way as conventional road tunnels. After that, the construction will work downwards, layer by layer. This method is called pallet blasting.
Overall, we are talking about approximately three million cubic meters of rock. This is equal to around eight million tons of pulp. Around two thirds of this will be bigger blocks from blasting. The rest is smaler scaled mass that you get from regular tunneling.
The masses will be transported out of the tunnel by vehicles in a traditional manner. Furthermore, the masses will be transported on large barges to other locations for final disposal. There might also be a need to establish a service tunnel next to the main tunnel.
A final solution in terms of driving method and logistics will probably be clarified in cooperation with the contractor.
The masses are going to be used in the neighboring municipalities to establish new landmass and expand existing areas for business purposes. Which municipalities and which areas have not yet been decided. Sections of the masses may be deposited in a regulated deposit at sea.
During the construction period, "thresholds" will most likely be in place at both ends of the tunnel – higher than kote -12. This would enable dry tunnel operations to be carried out below sea level for most of the tunnel.
At both ends there will be around 160 meters long, diagonal leading constructions for entering. There will also be safety zones outside the openings free of other vessels in case the vessel needs to go astern (reverse its position). In addition, there will be an area dedicated as the 'point of no return' for vessels going into the tunnel.