Transport development between Helsinki-Tallinn twin cities Feasibility study of the Helsinki-Tallinn fixed link January 2018 Kari Ruohonen, project director Malla Paajanen, chief adviser
FinEst Link
Over 8 million passengers /year and growing. The key commuting corridors of the Helsinki- Uusimaa region. Tallinn-Helsinki appr. 60.000 commuters. 4
TEN-T in the macroregion Growing role of the Arctic region Suggested extension of core network corridors around the Gulf of Bothnia Scandinavian Mediterranean core network corridor North Sea Baltic core network corridor and Rail Baltica by 2026 Helsinki Tallinn railway tunnel: FinEst Link feasibility study is on-going in 2016-18
The FinEst Link project 2016-2018 Feasibility study of the Helsinki-Tallinn fixed link. Comparative Impact Analysis: Social and economic feasibility Regional and spatial development, demographic considerations Cost Benefit Analysis: 1) transport volumes will brow but investments only on HKI-TLN port connections, 2) building of a tunnel. Technical concept and economic assessments of tunnel solution: Train operation concept, locations of terminals, technical planning, detailed investment costs, risk evaluation assessment of future development in transport technologies, financing and governance models in realizing a mega project. A simple environmental impact assessment (not full EIA). Benchmarking, policy frameworks and stakeholder dialogue Benchmarking with fixed link projects in the EU (Öresund, St.Gotthard, Brenner, Fehmarnbelt, Channel Tunnel) Roundtable discussions and stakeholder events 6
Volume estimations 2050 Ferry connection 0+ Passenger now 9 and 2050 about 14 milj/a Freight now 3,8 milj.t/year 2050 about 7 milj.t/a Tunnel connection With ferries Passenger 2050 about 10 milj/a Freight 2050 about 4 milj.t/a With trains Passenger 2050 about 13 milj/a Freight 2050 about 4 milj.t/a
0+ Description The Basic 0+ option is based on current port terminals. However, three other alternatives have been recognised: 0+ Cargo to Vuosaari 0+ All Ferry Traffic to Vuosaari 0+ Other Ports There is a cargo vessel transporting cargo between Helsinki and Tallinn. This is expecting to continue, but all cargo is unlikely to be shifted to Vuosaari because of synergies with passenger traffic. Moving all ferry traffic to Vuosaari is possible but not considered realistic at the moment. Other ports (especially Hanko an Paldiski ) support traffic but can t replace Helsinki and Tallinn. Train ferry traffic has been ceased generally in the market. Train ferry is not considered a feasible choice to compare in this study.
Terminal and Infrastructure Capacity in 0+ New passenger terminals have been built in Helsinki and Tallinn. Current terminal capacity is considered adequate. All ferry terminals are in the city centres, which causes some challenges.
Challenges in 0+ Vehicle traffic trough city centres is not an optimal choice and it is contrary to general city planning principles. Possible city boulevards in Helsinki will have an impact on traffic to and from the ferry terminals in Western Harbour, Southern Harbour and Katajanokka. Impacts are related on actual planning solutions and requires more detailed analyses. Impacts caused by the possible centre tunnel requires more detailed analyses
Terminal and Infrastructure Investments in 0+ Traffic investments in Helsinki Tyynenmerenkatu 14 M 2017-2026 West Harbour Traffic improvements 5 M 2017-2026 These investments will be done regardless of the possible Fixed Link. Additional: West Harbour Terminal 1 renovation or rebuilding planned. Mitigation measures if city boulevards proposed in the new City Plan will be established. Traffic investments in Tallinn Masterplan 2030 competition on August 2017 was won by Zaha Hadid Architects. Discussion to move ferry traffic from the Old City Harbour to Muuga; in order to ease congestion issues. Reidi road improvement plan (28,5 M ) is expected to help with congestion. Plans to take tramline or light rail to the Old City Harbour in near future.
Geology Tunnel will be situated mostly in crystalline Precambrian bedrock of gneisses and granitoids Good rock quality, high intact rock strength Approaching the Estonian coast, the crystalline bedrock dives gently under younger, weaker sedimentary rocks Ediacaran sandstone (soft, hydraulically conductive aquifer) Blue clay (low water permeability, well suited for tunneling) Quaternary deposits (loose silt, sand and gravel)
FinEst Link Artificial islands
FinEst Link - Finland
Estonia Alignment & Facilities FinEst surface alignment follows the rail corridor presented in Harju County Plan FinEst tunnel portal at Iru junction (can be about 5 km to north) Freight terminal (including car and truck terminal) in same location than possible Rail Baltic freight terminal
D) North of Airport ( >22 km from Pasila) A new rail to Hanko- Hyvinkää, 1520 Freight terminals and depots Cross section: Helsinki Pasila Airport Freight terminals and depots Finest Link Airport Link -70-35 -35
Safety tunnel concept Service tunnel is located below the running tunnels Cross passages for self-rescue purpose every 450m Max. gradient 6% (wheelchair-accessible) Intermediate cross passages for maintenance purpose Not accessible to unauthorized third parties Distance to be defined in respect to maintenance concept Maintenance cross passage Emergency cross passage
Artificial islands Water depth approx. 15 m & 20 m Tunnel depth 150m and 215 m Different geological conditions (e.g. depth of crystalline basement)
Construction time schedule Assumptions Working hours: 24/7 Working days per month: 28 Working days per year: 336 Advance rates Shield TBM: 15 m per day Mixshield/EPB: 10 m per day Learning curve at the beginning of each tunnel drive is taken into account
Key impacts in SEA Tunnel will have positive impact on sea ecosystems due to less pressure on coastal ecosystems presumably commuter trains will replace to some extent fast ferries, that cause waves Building and use of artificial island will have likely negative impacts on marine habitats. Tunnel option will have less traffic impacts in urban system (cargo) indirect and social impacts are still largely positive but need supportive strategic programs to maximise positive effect. Negative effects will be manifested due to considerable impacts to the climate during construction phase.
Capacity for passenger and cargo traffic (dim.direction) 1435 mm Time 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Trains for Maintenance dim.direc.tot Passenger Trains 200/h 1 2 2 3 2 2 2 2 2 2 2 3 3 2 2 2 2 2 1 1 40 Slots for 160km/h rolling stock 0 0 Car shuttle 1 1 1 1 1 1 1 1 1 1 1 11 Truckshuttle 2 2 1 1 1 1 1 2 2 2 1 1 17 Slots for 120km/h rolling stock 8 8 Cargo 1 1 1 3 With a running speed of 160 km/h for shuttles and 120 km/h for conventional cargo trains, the distribution of trains (train table above) is functional and there is enough capacity. During maintenance hours no need for other train operations Dim direction 40 Passenger trains/day 400m/200km/h 11 Car shuttle trains/day 700 m/160 km/h 17 Truck shuttle trains/day 750 m/160km/h 3 Cargo trains/day 750m/120 km/h
Passenger demand just before opening of operating tunnels and current demands on projects under construction or in the project phase Passenger demand just before opening of operating tunnels and current demands on projects under construction or in the project phase
Freight demand just before opening of operating tunnels and current demands on projects under construction or in the project phase
Economic impacts of FinEstLink Tunnel versus 06 ferry connection Standard Cost- Benefit Analysis (CBA) Analysis of Wider Economic Impacts (WEI) Source: Laakso & Kostiainen & Metsäranta, 2016 (Originally Venables 2016)
Assessment levels Land use benefits give added value Wider impact assessments clarify the economic benefits that FEL makes possible The CBA sensitivity analysis provides more information on the uncertainties of the assessment Standard CBA forms a basement for the assessment
Open stage Global Challenge: alternative technologies and implementation models. Solution(s) that show practical feasibility will be included in FinEst link project report. Solutions for optimising present system of Tallinn-Helsinki transport-connection. Cooperation with Prototron (EE) and possible financing by Tekes (Finland) for relevant project Best idea 10.000 euro grant
New technologies concepts Hyperloop One Capsules with magnetic levitation in a low pressure tube Finest Bay Area Privat financing, real estate devolopment, and 2 fii 17,4 m tunnels, 1435 mm/1524 mm gauges OÜ Ankurtunnel Underwater concrete anchored tunnel SwissRapide AG Magnetic levitation (Maglev) trains AL Engineering OÜ Inductive linear motors and magnetic levitation capsules Alkutieto Oy Both gauges in same track. Freight terminals and depots in Tallinn
Thank you! kari.a.ruohonen@gmail.com +358 40 5045170 www.finestlink.fi Final Conference 7.2.2017 in Tallinn