470억불 규모 노르웨이 최대 해안도로 프로젝트 시동 VIDEO: Norway’s $47BN Coastal Highway | The B1M

Norway’s $47BN Coastal Highway | The B1M

The Norwegian government are embarking on the largest infrastructure project in the country's history

NORWAY'S western coast is home to some of the most dramatic landscapes on earth. Carved by glaciers throughout the ages, some of these fjords stretch for 200 kilometres inland and are over a kilometre deep.

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470억불 규모 노르웨이 최대 해안도로 프로젝트 시동 노르웨이 정부는 역사상 가장 큰 규모의 인프라 프로젝트에 착수하고 있다 노르웨이의 서부 해안 지역은 지구에서 가장 극적인 경관 중 하나가 있는 곳이다 빙하에 의해 오랜 세월 동안 운반되어 온 이들 중 일부는 내륙으로 200킬로미터나 뻗어있고 깊이가 1킬로미터가 넘는다. 현재 이 지역을 왕복하는 복잡한 여행 노선은 총 21시간 걸리는 도로인 노르웨이의 1,100km의 E39 고속도로 등이 있다. 현재 노르웨이 정부는 역사상 가장 큰 규모의 인프라 프로젝트에 착수함으로써 서부 지역 전체의 서비스와 주택 및 노동 시장의 활성화에 노력하고 있다 E39는 최남단에 있는 크리스티안스와 북쪽에 있는 트론드하임 사이를 운행한다. 이 노선은 요드 네트워크를 가로질러 운행하며, 7개의 페리 교차로를 가지고 있다. 새로운 해안 고속도로 프로젝트는 가로, 세로, 아래로 교량과 터널을 건설함으로써 여객선 운항의 필요성을 없애는 것이 목표다. 기존 기반구조가 교차하기엔 길을 따라 있는 많은 비행장들이 너무 넓거나 너무 깊어서 혁신적인 새로운 노선 해결책들이 노르웨이 공공도로청에 의해 조사되고 있다. Rogfast는 E39를 연결하는 교차로 중 처음으로 해저 터널에서 27km 떨어진 Stavanger와 Haugesund를 연결한다. 이 구조물은 해수면 아래에서 390미터 깊이에 설치될 것이며 세계에서 가장 깊은 해저 도로 터널과 가장 긴 해저 터널이 될 것이다. 노르웨이에서 가장 긴 해저터널이 될 Rogfast 프로젝트는 사실 250미터마다 비상 출구와 연결된 두 개의 터널로 구성될 것이다. 각각의 터널은 500미터 간격으로 배치될 것이며, 전화와 감시 카메라와 함께 경로를 따라 배치될 것이다. 이 터널은 또한 Kvitsøy 섬과 중거리 교차로를 특징으로 하며 해저 터널 교차로를 만들고 이 섬을 노르웨이 본토와 연결할 예정이다. 2018년에 시작된 이 프로젝트 요소는 2026년에 20억불의 비용으로 완성될 예정이다. -중략- 황기철 콘페이퍼 에디터 큐레이터 Ki Cheol Hwang, conpaper editor, curator

The current convoluted travel route through and around this terrain takes you along Norway’s 1,100 kilometre, 683 mile, E39 highway - a road with a total journey time of 21 hours. Now, the Norwegian government are working to improve access to services and residential and labour markets across the country’s western regions by embarking on the largest infrastructure project in the nation’s history. The E39 runs between, Kristiansand in the far south of the country and Trondheim in the north. The route navigates its way across the fjord network and features no fewer than seven ferry crossings.

Above: A proposal tethering a floating bridge to the seabed, like an oil rig, could be used (image courtesy 

of the Norwegian Public Roads Authority). 

The new coastal highway project aims to eliminate the need for ferry services altogether by building a series of bridges and tunnels across, through and under the landscape. With many of the fjords along the route being too wide or too deep for conventional infrastructure to cross, innovative new solutions are being investigated by the Norwegian Public Roads Administration. Rogfast is the first in a series of crossings that will link the E39, connecting Stavanger and Haugesund via a 27 kilometre, 16 mile under sea tunnel.

Above: Rogfast will be the longest undersea road tunnel in the world (image courtesy of the Norwegian

Public Roads Authority).

This structure will reach depths of up to 390 metres below sea level, making it the deepest as well as the longest undersea road tunnel in the world. The Rogfast project will in fact consist of two tunnels connected every 250 metres with emergency exits. Each tunnel will have a lay-by at 500 metre intervals, along with telephone and surveillance cameras along the route. The tunnel will also feature a mid-route intersection with the island municipality of Kvitsøy creating an undersea tunnel junction and connecting the island with the Norwegian mainland.​This structure will reach depths of up to 390 metres below sea level, making it the deepest as well as the longest undersea road tunnel in the world. The Rogfast project will in fact consist of two tunnels connected every 250 metres with emergency exits. Each tunnel will have a lay-by at 500 metre intervals, along with telephone and surveillance cameras along the route. The tunnel will also feature a mid-route intersection with the island municipality of Kvitsøy creating an undersea tunnel junction and connecting the island with the Norwegian mainland.

Above: An undersea junction will connect the island of Kvitsøy to the mainland for for the first time

(image courtesy of the Norwegian Public Roads Authority).

With work begun in 2018, this element of the project is set to be completed by 2026 at a cost of USD $2BN.

While the Rogfast works are already underway, the scale of some other fjords is presenting the project team with extreme engineering challenges.

Bjornafjord - located to the south of Bergen - stands 5 kilometres wide, and reaches depths of 600 metres.

Above: A floating bridge has been proposed to cross the Bjornafjord (image courtesy of the Norwegian

Public Roads Authority).

To cross this challenging stretch of water, a proposal has been put forward for a floating bridge, anchored to the shore at both ends.

The Sulafjord crossing has seen two possible solutions put forward.

The first is for a three tower suspension bridge, with two of the bridges’ towers anchored on land and the third central tower anchored to the seafloor, some 400 metres below the water line.

Above and Below: The Sulafjord could be crossed by a three tower suspension bridge or by a floating

tunnel tethered to the seafloor ( images courtesy of the Norwegian Public Roads Authority). 

An alternative proposal for a “submerged floating tunnel” would see two interconnected tubes running side by side tethered to the seabed using high strength cables.

Crossing the Romsdalsfjord will require a 16 kilometre undersea tunnel, much like the Rogfast project, from Alesund to Midsund - followed by a 2 kilometre suspension bridge connecting onto Molde.

By far the most complex and ambitious of all of the coastal highway crossings is that at Sognefjord - also known as the “King of the Fjords”. 

Norway's largest and deepest fjord is over 3.7 kilometres wide and an incredible 1.3 kilometres deep at its lowest point.

While these extreme distances pose their own challenges, engineers must also account for the high number of ships that enter the fjord on a regular basis.

Any crossing must allow for a clear shipping lane that is at least 400 metres wide - with 70 metres clearance above the water’s surface and at least 20 metres clearance into the depths.

To deliver this, the project team are considering numerous different types of crossing for this fjord.

Above: A suspension bridge crossing the Sognefjord would be a true record breaker, double the length

of the world's current longest bridge ( image courtesy of the Norwegian Public Roads Authority). 

The first is a traditional suspension bridge. With a 3,700 metre crossing, such a structure would be almost double the length of the world’s current longest bridge and would require support towers at least 450 metres tall, significantly eclipsing the 343m tall Millau Viaduct in France to become the world’s tallest bridge structure.

A floating bridge is also being considered. However, this structure would need to raise to allow ships to pass and achieving such a feature in a bridge that is only anchored to each shoreline poses considerable engineering challenges that are yet to be overcome.

Above: A suspension bridge crossing the Sognefjord would be a true record breaker, double the length

of the world's current longest bridge ( image courtesy of the Norwegian Public Roads Authority). 

In a similar proposal to that found at Sulafjord, a submerged floating tunnel in also being considered.

This proposal would differ slightly to its counterpart due to the extreme depth of the Sognefjord. Rather than being tethered to the seabed, the tunnels would be suspended from floating pontoons that would allow ships to pass overhead.

A hybrid proposal is also being considered - combining a floating pontoon bridge with a portion of submerged floating tunnel that allows ships to pass overhead.

Above: In a world first, a hybrid floating bridge and a floating underwater tunnel structure could be used

to cross the fjord (image courtesy of the Norwegian Public Roads Authority).

Whilst fixed bridges transferring into fixed tunnels is not an uncommon solution in waterways with high shipping traffic - such as the link between Denmark and Sweden and the extensive Hong Kong to Macau crossing - combining the two floating structures in this way would create the world's first example of such a solution.

Above: A proposal tethering a floating bridge to the seabed, like an oil rig, could be used (image courtesy

of the Norwegian Public Roads Authority).

Finally, a proposal for a multi-span cable stayed bridge is under review. This structure would feature four floating pylons tethered to the sea floor rather like oil rigs.

With safety and environmental considerations being of the utmost importance, Norway’s vast coastal highway project is set to become a new benchmark in engineering capabilities and a model for future infrastructure projects around the world.

Footage and images courtesy of the Norwegian Public Roads Authority. 

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