The Undersea Tunnel Network That Could Transform Shetland’s Fortunes
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Shetland wants to ditch ageing ferries and replace them with undersea tunnels connecting five islands including Unst, the most northerly of the British Isles.
These three paragraphs add some more detail.
The plans sound grand but they have also been greeted with some scepticism.
Can the Shetland Isles really pull off such an ambitious plan, given the UK’s struggles to deliver big projects such as high speed rail?
Yes, says the prime minister of the tiny Faroe Islands, which are 200 miles further out into the Atlantic.
The Faroe Islands Tunnel Network
I asked Google AI to describe the Faroe Island tunnel network and received this answer.
The Faroe Islands tunnel network is a massive feat of engineering connecting the 18-island archipelago.
It features over twenty land tunnels and four ultramodern subsea tunnels.
The system replaces unpredictable ferries, drastically reduces travel times, and even features the world’s first subsea roundabout.
The subsea tunnel network links major islands and regions:
Eysturoyartunnilin (Eysturoy Tunnel): A major project stretching over 11 km that connects the capital, Tórshavn, to the towns of Runavík and Strendur.
It is famous for the world’s first underwater roundabout—dubbed the “jellyfish”—which sits 72 meters below the seabed and is illuminated by stunning blue light effects and sculptures by local artist Tróndur Patursson. Travel times between Tórshavn and Runavík plummeted from over an hour to just 16 minutes.
Sandoyartunnilin (Sandoy Tunnel): Spanning roughly 11 km, this subsea tunnel connects the island of Sandoy to Streymoy.
It reaches depths up to 150 meters below sea level and integrates a relatively isolated community into the mainland, turning an hours-long ferry journey into a brief 30-minute commute.
Norðoyatunnilin (Northern Islands Tunnel): A 6.3 km subsea connection linking the island of Eysturoy with Borðoy (home to Klaksvík, the second-largest city in the Faroes).
Vágatunnilin (Vágar Tunnel): The first subsea tunnel constructed (opening in 2002), spanning 4.9 km and connecting the main island of Streymoy to Vágar, where the Faroe Islands’ international airport is located.
How the Network Works
Design & Specs: All four subsea tunnels are spacious, two-laned, single-tube designs.
The speed limit throughout the tunnels is fixed at 80 km/h.
Safety & Depth: The tunnels can reach depths of up to 187 meters below the Atlantic Ocean. Despite this, the maximum road gradient never exceeds 5%, ensuring safety for all vehicles.
Toll System: All subsea tunnels require a toll fee. Drivers can either pay per single trip or purchase a Tunnel Pass that covers driving through any subsea connection over a specific timeframe.
How Were The Faroe Tunnels Funded?
I asked Google AI to say how the Faroe Tunnels were funded and received this answer.
The Faroe Islands’ extensive subsea tunnel network is primarily funded through public-private financial partnerships utilizing international bank loans, pension fund investments, and government guarantees.
These multi-million-pound infrastructure projects pay for themselves entirely over time through user tolls.
The mechanics of this self-financing model operate as follows:
Public Companies & Bonds: The government establishes dedicated, publicly-owned companies (such as P/F Eystur- og Sandoyartunlar) that build, own, and manage the infrastructure. These companies take out large loans from international financial institutions—including UK and US pension funds—and issue bonds to private investors.
Toll Revenue Repayment: The loans and bonds are secured against future toll revenues, which are collected from motorists using the tunnels.
Government Guarantees: The Faroese government provides financial backing, essentially guaranteeing minimum traffic usage to reassure institutional investors.
Cross-Subsidization: To ensure all islands benefit, highly-trafficked tunnels (like the Eysturoy tunnel) subsidize the costs of less-trafficked tunnels (like the Sandoy tunnel).
Inside The Faroe Tunnels
This article on the BBC is entitled Faroe Islands: Inside The Undersea Tunnel Network.
It is worth a look.
Bilfinger Drives Highview Power’s Innovative Storage Project, Accelerating The Energy Transition
The title of this post, is the same as that of this press release from Bilfinger, who are a European multinational engineering and services company.
This is the first paragraph of the Wikipedia entry for Bilfinger.
Bilfinger SE (previously named Bilfinger Berger AG) is a European multinational company specialized in civil and industrial construction, engineering and services based in Mannheim, Germany.
Fifty years ago, I was playing a very small part in the designing of complex chemical plants for ICI. My part was mainly to check, the mathematics and dynamics for the designs, the engineers wanted to use.
The experience certainly left me with the belief, that to design a world-class chemical plant is not an easy process.
So if I was needing a complex chemical plant, I would call in the experts.
A Highview Power energy storage system, may not be a chemical plant, but it shares many of the factors of chemical plants, waterworks and sewage plants. So building one, needs a company, with wide experience, which Bilfinger certainly appear to have.
This paragraph from the press release, summarises Bilfinger’s roll in Hghview Power’s Manchester project to create a 50 MW/300 MWh battery based on Highview’s proprietary long duration energy storage system.
The scope of Bilfinger’s services ranges from the procurement of steel to extensive plant construction services, including mechanical, electrical, instrumentation, insulation, painting and structural steel work, along with the overall management of all aspects of construction, including civil works and equipment installation. As principal contractor, Bilfinger is committed to ensuring the highest safety standards on site.
In UK Infrastructure Bank, Centrica & Partners Invest £300M in Highview Power Clean Energy Storage Programme To Boost UK’s Energy Security, I described how Highview Power had recruited high-class backers to fix the companies finances.
It looks like the Bilfinger deal to build the first system, is the last piece of the jigsaw and will see Highview Power on its way.
Battery Train Deployment Report Commissioned
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
The Rail Safety & Standards Board has commissioned consultancy WSP to produce evidence-based recommendations for optimising and standardising the adoption of battery-powered trains.
Note.
- The train shown in the picture in the article is a Stadler FLIRT Akku.
- WSP are a well-respected Canadian engineering consultancy.
To commission a development report sounds to be a sensible act.
ORR’s Policy On Third Rail DC Electrification Systems
The title of this post is the same as that of a document I downloaded from this page on the Office of Rail and Road web site.
It is one of the most boring legal documents, that I have ever read and I have read a few in my time.
As I read it, effectively it says that new third-rail electrification is banned because of Health and Safety issues, which take precedence.
But only once in the document is new technology mentioned, that might make third-rail safer and that is a reference to the Docklands Light Railway, where the third rail is shielded.
I am an Electrical Engineer and I was designing safety systems for heavy industrial guillotines at fifteen as a vacation job in a non-ferrous metals factory.
One design of an ideal electric railway would have battery-electric trains, that were charged in stations by third-rail. The third-rail would only be energised, when a train was over the top and needed to be charged. In effect the train would act as an all-enclosing guard to the conductor rail.
Electrification Of The West Of England Main Line
The West of England Main Line runs between Basingstoke and Exeter via Salisbury. It is one of the longest, if not the longest main lines in England, that is not electrified.
It would probably need to be electrified with 750 VDC third-rail electrification, as that standard is used between London Waterloo and Basingstoke.
In Solving The Electrification Conundrum, I described a system being developed by Hitachi, that would use battery-electric trains that were charged by short sections of electrified line every fifty miles or so. For reasons of ease of installation and overall costs, these short sections of electrification could be third-rail, that was electrically dead unless a train was connected and needed charging. These electrified sections could also be in stations, where entry on to the railway is a bit more restricted.
Conclusion
The Office of Rail and Road needs to employ a few more engineers with good technical brains, rather than ultra-conservative risk-averse lawyers.
As a sad footnote, I live in East London, where trespassers are regularly electrocuted on the railway. But usually, it is when idiots are travelling on top of container trains and inadvertently come into contact with the overhead electrification.
Engineers Go Microbial To Store Energy, Sequester CO2
The title of this post, is the same as that of this article on the Cornell Chronicle.
This is the first two paragraphs.
By borrowing nature’s blueprints for photosynthesis, Cornell bioengineers have found a way to efficiently absorb and store large-scale, low-cost renewable energy from the sun – while sequestering atmospheric carbon dioxide to use later as a biofuel.
The key: Let bioengineered microbes do all the work.
This is slave labour, that even the most ardent of Human and Animal Rights activists would approve.
This is technology to watch!
The Anonymous Widower 