A proposal to connect Scotland's Outer Hebrides and Northern Isles with a network of undersea tunnels has reignited a long-standing debate about the region's infrastructure. The idea, championed for years by former Western Isles MP Angus Brendan MacNeil and increasingly supported by industries such as salmon farming, draws inspiration from extensive tunnel projects in the Faroe Islands.
Proponents point to the Faroe Islands' success in linking its archipelago with a series of undersea tunnels and bridges since the 1960s. One notable example is the 7.1-mile tunnel connecting Streymoy to Eysturoy, which features the world's only undersea roundabout, nicknamed 'The Jellyfish.' Anne Anderson of Scottish Salmon highlights the potential for improved infrastructure to boost the Scottish salmon industry, the UK's most valuable food export. She argues that a decline in global market share for Scottish salmon, from 10% a decade ago to nearly 5% now, is partly due to a lack of investment in public infrastructure, suggesting a 'copy and paste' approach from successful Faroese models.
The campaign has also gained traction due to recent performance issues with Caledonian MacBrayne (CalMac), the ferry operator for many of Scotland's islands. Criticisms include delays in the construction of new ferries and frequent breakdowns of an aging fleet. The lengthy sea journey from Aberdeen to Shetland, a route described as reminiscent of the paddle-steamer era, further fuels the argument for alternative transport solutions.
However, the prospect of undersea tunnels faces significant opposition. The estimated cost of such projects is substantial, with plans for a tunnel between Yell and mainland Shetland alone projected at £402 million and an eight-year construction timeline. Critics argue that the expense is prohibitive, especially for sparsely populated areas and in a time of strained public finances. The practicalities and safety of tunnel construction and use are also major concerns. The construction of the Channel Tunnel, for instance, resulted in ten fatalities between 1987 and 1993. Furthermore, the Mont Blanc tunnel disaster in 1999, where a fire in a truck led to 39 deaths, serves as a stark reminder of the potential catastrophic consequences of accidents in confined underground spaces.
Beyond cost and safety, practical and cultural arguments are also being raised. Some believe that the scenic ferry journeys themselves are an integral part of the tourist experience, contributing to the charm of the Hebrides. For example, the ferry trip into Tarbert, Harris, or the voyage from Mallaig to Lochboisdale are considered highlights for many visitors. A rapid subterranean transit, critics suggest, would diminish this aspect of island appeal.
Biosecurity is another significant concern. The Outer Hebrides boasts a unique ecosystem, largely free from many predators and invasive species found on the mainland. The introduction of species like rabbits, frogs, hedgehogs, and moles has already presented challenges, and the recent eradication of North American mink highlights the ongoing efforts to protect the native environment. Concerns exist that tunnels could inadvertently facilitate the spread of new species, potentially disrupting the avian paradise that draws international importance to the islands.
Historical examples also offer a cautionary tale. The construction of a bridge to Scalpay in 1997, intended to improve connectivity, coincided with the closure of local amenities such as the school, clinic, and shops. This raises questions about whether improved accessibility always leads to positive outcomes. Additionally, increased accessibility can alter the cultural landscape. Since 2000, the Western Isles have seen a reverse migration trend, with young people leaving and new settlers arriving, leading to rising property prices and cultural shifts, including a decline in the proportion of Gaelic speakers. The author contrasts these potential downsides with the