19

ISLE OF WIGHT COUNTY PRESS - FRIDAY, NOVEMBER 13, 1998

the Island's 1 million question

From previous page
Eight routes were examined and
while no conclusions were reached in
the report, it is understood Gosport to
Ryde is the favourite sub-Solent route.
The link is expected to provide a
system for high-quality public transport
and have two or three lanes for road
traffic.
Cost of the immersed tube tunnel
range from 208 million to 306 million
depending which of the eight routes is

chosen, although the Gosport to Ryde

route would mean an outlay of 234
million.

TRANSPORT ISSUES
The assumption is made in the study
that some form of high-standard public
transport - either bus priority, guided
bus or in some route options, light rail
- will be an integral part of any fixed
link.
It is envisaged there would be a toll

There's no easy
way to build an
Island fixed link

plaza with one-third of toll booths for

automatic payment.
"This implies that a plaza with some
six lanes. catering for both directions,
would be required," said the report.
"A loading bay at both sides has
been allowed for, for the purposes of
interchange loading bicycles into a
transit vehicle."
A specific shuttle vehicle would take
cycles and their riders through the tunnel, similar to the Dartford Crossing.

Alternatively the public transport services on some of the route options

could carry cycles.
The fixed link would normally operate 24 hours a day and two notional
ferry toll tariffs. were considered - a
high toll slightly lower than the ferry
fares at 15 each way for a car and a
lower toll at two-thirds of the cost of
ferry fares to stimulate use

Under both scenarios large discounts for Island residents or frequent

users would be commercially advantageous and sensible in public relations

terms, said the study.
Further research by KPMG, not contained in the report, indicated that if all
the most optimistic trends proved correct, the price could be dropped down
to 55 per cent less than the return tare.
that is less than 15 return.
Excluding public service vehicles. it
was expected the number of vehicles
would range from a low of 1.3 million a

year to a high of 2.5 million. based on

1996 figures.
Given that a possible opehing year
for a fixed link would be 2005, it was
anticipated daily traffic would range
from 3.900 to 8.200 vehicles. rising to
14,300 a day in the height of the sum-

mer season.
Flows would bring a revenue of
28.2 million to 59 2 million a year, at
the higher rate toll. reducing to
between 20 million to 42.1 million at

the lower toll including a 6.7 per cent

increase in use.
In touching on the commercial
impact the report said initial analysis
showed the majority of vehicle traffic
on the ferries would transfer to a fixed
link.
As a result of this it predicted at
least one ferry closing completely' and

the others needing to drastically alter

their frequency and/or fare tariff to cut
costs or compete.

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THE three options of a bored tunnel, a bridge or immersed tube tun-.

net are, in theory,. technically feasible.

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Potential investors, however, would examine the project in terms of forecast cash0
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flows and the associated risks.
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In order to feel confident that the construction risks are minimised. potential
0
i 'estors would tend to favour the bridge options.
1
hey may he cautious over tunnels in the light of financial problems with high
pr.( ile tunnel projects such as the Channel Tunnel and the Heathrow Airport rail
/ a
tun 'I.
- Im ersed tube tunnels. however. have a better track record than bored tunnels in
constr ction costs.
Many have been constructed on time and to cost. such as the Sydney Harbour
Tunnel. the Western Harbour crossing. Hong Kong and the River Medway crossing.
ti '37
A bored tunnel constructed under the Solent is not a new concept. dating from
1900 when an Act of parliament was passed to allow the South Western and IW
Junction Railway power to construct a tunnel under the Solent.
But the authors of the report acknowledged such a tunnel would he difficult due
to the soft variable ground conditions.
"The system of tunnelling to be adopted will have to deal with both soft sands and
days as well as hard layers such as limestone hands which may he encountered.
"The problems of tunnelling are further compounded by the presence of water
with some strata reported to contain water under artesian pressure," said the report.
Construction costs alone of this option would amount to i40.000 a incite.
The option of a bridge would mean massive spans over shipping channels - possibly longer than any others in the world.
This would be necessary because of the height required to allow two-way shipping
traffic in the Solent.
The use of causeways in the approach to the bridge was looked at as an alternative
"..'"
to viaducts. espcially on the IW side where part of the foreshore dries out at low
water.
Their use has also been considered more generally as much of the crossing. particularly between Portsmouth and Ryde, is over water only four metres deep at.low
tides.
Isle of Wight fixed link Solent crossing route options, from the report published by Wight Training & Enterprise and Linkland.
It would he necessary to protect the roadway from wave run-up.
One design would require a 9.5 metre high wall above the lath- suitable where water depths are less than 25 metres.
Entrance to an immersed tube tunnel outside
The construction process starts with the preparation of 100
road level to protect it against severe weather conditions with
Rotterdam.
Associated roads and infrastructure add
to
2(10
yard
sections
of
the
tunnel
unit
within
a
dry
dock.
spring tides.
to the total costs.
The roadway itself would he seven metres above the sea and known as a casting basin.
The units are then floated out and sunk into a pre-dredged
eight to 11 metres above the seabed.
But the report acknowledged that widespread use of cause- trench using ballast tanks filled with water.
They are connected together and. once sealed. the water is
ways could meet opposition from environmentalists and
pumped out.
mariners.
Around one million cubic yards of rock and backlit! would
A causeway would obstruct passage for small craft and
THE infrastructure studies looks at
would probably he considered more visually intrusive than a he imported to protect the top of the tunnel.
the suggested landing points and
Traffic
would
descend
into
and
emerge
from
the
tunnel
viaduct.
roads needed either side of the
All eight routes are examined with regard to a bridge and a through cut and cover entrances. although these could he
placed out into the Solent to minimise land use.
Solent. The costs are based on the
number were dismissed as not being practical.
The option of the immersed tube tunnel would he
highest construction at C . I million to
One. the route between Southsea and Ryde East would
need a suspension bridge with a clear span of 1,21X) yards favourable in terms of visual impact but would potentially
2 million per kilometre for a single,
cause disruption to ecologically and archaeologically sensitive
one of the longest in the world.
metres
two-lane carriageway with a width of
sites.
Construction costs of a bridge on this route would he E670
7.3 metres.
The dredging of the tunnel route and the transportation
million for two lanes, although this would he reduced to E320
Route A. Gurnard Bay to Calshot
and installation of tunnel units would have a severe effect on
on the Gosport (Browndown) to Fishbourne route.
requires
up to 3 km of new carriageway
navigation. particularly in confined areas such as the entrance
The favoured option. the immersed tube tunnel. is partici,mainly across agricultural land and a new
to Portsmouth Harbour and the main shipping lanes south of
Medina crossing.
the Ryde middle hank and the Thorn Channel used by big
Route 13. East Cowes to Calshot, up to
ships.
2 km of new roads. including purchase
Another problem is the fact that the tunnel units can only
and demolition of private houses. Possible Wootton bypass.
able off site highway improvements. Costs 131 to C36 million.
he put in place when the current is below one metre per secRoute C. Fast Cowes to Gosport - HMS Daedalus - requires
Route F. Ryde to Solent Way. Gosport- the rumoured preond and wave heights do not exceed two metres and half-aup to 1.6 km of carriageway. again including purchase and demoli- ferred route - would require just 400 metres of new carriageway
metre respectively. These conditions only occur for six per
tion of private houses and a Wootton bypass.
along with IMO metres of new light rail. including crossing a golf
cent Of the time so night-time work would probably have to be
course and extensive off-site highway works.
Options A. B and C would cost between ti24 and C28 million.
The report predicted least an option.
Costs 3$ to f44 million.
Route D. Fishhourne to Gosport - Browndown would need
Safety of tunnel users would he ensured. said the report. by
one terry closing completely'
1.3 km of new roads across farm and ministry of defence land.
Route G. Ryde to Portsmouth. 500 metres of road but this would
traffic
control
systems.
fire
and
smoke
control
systems.
loudand the others needing to
Mainland upgrading of roads and Wootton and Ryde bypasses cross historically and environmental) sensitive sites and need
speakers and lighting systems. closed circuit TV and a central
drastically alter their
would add up to 1:29 to 33 million.
extensive off-site highway works.
escape walkway. also used for maintenance. Emergency panfrequency and/op tare tariff
Route E. Fishbourne to Portsmouth would need up to slat km of
Cost% 130 to 35 million.
els would he provided every 50 metres with telephones. fire
new roads across farmland and common land but with considerRoute H. Ryde to Southsea. similar to Route (1.
to cut costs or compete.
extinguishers. a fire hose and alarm buttons.

\/

Road and rail

costs of up
to 44 million

Business looks at the

benefits and the costs
THE authors of

fixed link

report admit that the economic effects of a fixed link on the

IW are difficult to quantify
with certainty.
Any findings should he treated as
indicative.
They said: The peripheral location
of the Island off the south coast of
Hampshire has been cited as one of the
main reasons for its economic underperformance.
"If this peripherality can he mitigated or removed by the construction of a
fixed link. the argument goes, the
Island should soon catch-up with its
more prosperous neighbours as a result
of increased trade and investment."
As regards population. the permanent population of 120,000 is up by
more than a third since 1961.
Growth of almost six per cent was

//While most
businesses are
broadly in favour of
the fixed link, the
results are by no
means
overwhelming

experiencedhetween 1981 to 1991. giving the Island one of the fastest rates of
growth in the country and almost 50
times the average for England and
Wales.
"This is almost entirely due to
inward migration. particularly from
retired persons.
"The 1991 census found that over a
quarter - 26.4 per cent - of the population were of retirement age or older.The 1W gross domestic product - a
measure of its output - is considerably
lower than the UK average and not
expected to catch up significantly in the
near future.
Its unemployment rate is consistently the worst in the South East and
almost double the UI average.
The report said the Island's average
earnings arc the third lowest in the UK.
around four-fifths of the national average.
The benefits of any fixed link to
Island businesses would he:
Improved links with suppliers:
Access to a larger workforce:
Reduced transport costs for delivery
Access to a wider customer base.
But among the possible costs to
Island businesses could he:

Increased competition from

mainland firms;
Higher wages needed to keep
..orkftwee:

E Increased traffic congestion.

/Write manufacturing
Reduced quality of life for
sector of those
Island workforce.
A business survey was carsurveyed expected
ried out by KPMG as part of
the study.
to see the greatest
A questionnaire was sent to
around 15(1 local businesses.
benefit from
with replies from more than
60 firms.
the fixed link
Average size of respimdents
was about 4 million turnover
on tourism, the report stated there has
with a workforce of around 60.
Overall there was a wide spread of been "little investment in developing
opinion on how the fixed link would tourism to its full potential - no new
hotels haY e been built since 1945".
affect their businesses.
The report said that if the level of
The report said: "While most !nisinesscs are broadly in favour of the tolls charged was less than the current
fixed link. the results are by no means ferry fares. the cost of a lutliday will
fall. leading to increased demand.
overwhelming.
People on the mainland would find it
"Very few respondents believed that
the link would he positive for all easier to get to the Island for a day
%Tisk.
aspects of their business.
But on the negative side the tourist
"Others admitted that while they
supported the project from a commer- industry loses its most valuable asset cial perspective. they were ambivalent the fact that the IW is an island.
What is crucial. said the report. to
from a more personal point of view."
The manufacturing sector of those improYing the tourist industry is good
surveyed expected to see the greatest marketing to attack the ever-decreasing UK market. which has been lost to
henelit from the fixed link.
But more significantly three quarters overseas.
"The fixed link is going to have an
felt the link would he of benefit to the
Island's economy. with almost half impact in part of the solution but it
expecting those benefits to he signifi- must he pointed out that the impact
could he significantly negatke: said
cant.
On the section covering the impact the study.

This was an artist's impression in 1956 of how a fixed link

might look. Among the trees in the foreground are homes

-Sensitivesites will
require
more
scrutiny
THE study acknowledges that the Solent
area is one of particular
importance for nature
conservation.
The national and international designations on the
area mean that the location
and route of any proposed
fixed link will requirecareful
scrutiny.
Because of the sensitivity
of the area considerable further evaluation is needed.
The landfalls of routes G
and H to Portsmouth and
Southsea are less ecologically sensitive than the landfalls
of the other routes on the
mainland.
Discussions with the 1W
C'ouncil archaeologist threw
up a number of points.
The bridge option could
have an effect on undiscovered potential submarine
archaeology as would an

immersed tube tunnel.

On the IW. the routes to
the west of Ryde were of particular archaeological sensitivity while the routes which
terminate at Ryde town centre were less problematic.
although the route between
Southsea and Ryde passes
through an area where at
least 15 wrecks are recorded.
Routes A and B fall into
areas of outstanding natural
beauty (AONB). New Forest
designation. Heritage Coast
and in close proximity to two
designated historic landscapes.
Route C falls in open
countryside and coast and on
the East Cowes side in an
AONB and registered historic park.
Routes D and E fall in
another AONB at Fishbourne and Ryde has a large
conservation arca.
It concluded: "All of the
routes pass over areas which
arc protected by national or
international designations.
particularly in regard to
nature conservation."
All the routes pass over or
close to either ecologically.
archaeologically or landscape-sensitive area. and in
some cases all three.

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