0 - IF NEEDED Consolidated Technical Report FEMERN

WORK IN PROGRESS
December 2011
Consolidated
Technical Report
Draft
December 2011
Consolidated Technical Report
Draft
This report has been prepared by Femern A/S on the basis of conceptual designs from
Rambll, Arup & TEC and COWI A/S & Obermeyer.
Prepared: CIV, NEM
Checked: KSA, JGI, ABJ
Approved: SLY, HCH
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Femern A/S Vester Sgade 10 Tel +45 33 41 63 00 www.femern.com

DK-1601 Copenhagen V Fax +45 33 41 63 01 CVR 28 98 65 64
Table of contents
1. THE IMMERSED TUNNEL .......................................................................... 10

Major features ................................................................................................................10
Alignment .......................................................................................................................12
Description of Permanent Works..................................................................................12
Tunnel elements ........................................................................................................................... 12

Tunnel trench ............................................................................................................................... 14
Technical installations in the tunnel ............................................................................................. 16
Reclamation areas ....................................................................................................................... 19
Fehmarn portal building and ramp area ....................................................................................... 23
Works on land, Fehmarn .............................................................................................................. 28
Drainage systems on Fehmarn .................................................................................................... 30
Portal building and ramp area on Lolland .................................................................................... 30
Works on land, Lolland ................................................................................................................. 36
Drainage system on Lolland ......................................................................................................... 38
Operation and Maintenance ..........................................................................................39
Lolland portal building .................................................................................................................. 39

Fehmarn portal building ............................................................................................................... 39
Lolland toll station......................................................................................................................... 39
Customs areas on both Fehmarn and Lolland ............................................................................. 40
Construction works .......................................................................................................40
Resource requirements ................................................................................................................ 40

Construction of temporary work harbours .................................................................................... 41
Immersed tunnel construction ...................................................................................................... 46
Construction of portal buildings and ramps .................................................................................. 53
Construction workforce................................................................................................................. 57
Construction schedule .................................................................................................................. 58
Decommissioning and removal ....................................................................................58
The environmental impact.............................................................................................59
2. THE CABLE STAYED BRIDGE .................................................................. 63

Major features ................................................................................................................63
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WORK IN PROGRESS Consolidated Technical Report

Alignment .......................................................................................................................64
Description of permanent works ..................................................................................68
Main bridge ................................................................................................................................... 68

Approach bridges ......................................................................................................................... 77
Foundations .................................................................................................................................. 79
Technical installations .................................................................................................................. 82
Land works Fehmarn................................................................................................................. 89
Land works Lolland ................................................................................................................... 93
Operation and maintenance facilities ........................................................................................... 94
Construction works .......................................................................................................96
Resource requirements ................................................................................................................ 96

Production sites and temporary work harbour ............................................................................. 96
Production and load out of caissons and pier shafts ................................................................... 99
Support for the construction of the land works on Lolland ......................................................... 102
Summary of the main quantities for temporary structures ......................................................... 102
Production site at Odense/Lind ................................................................................................ 102
Production and load out of approach bridge girders .................................................................. 105
Production of the pylon caissons for the main bridge ................................................................ 107
Production of superstructure for the main bridge ....................................................................... 109
Marine works for the bridge ........................................................................................................ 112
Construction of the main bridge substructure ............................................................................ 113
Construction of main bridge superstructure ............................................................................... 116
Construction of approach bridge substructure ........................................................................... 117
Construction of approach bridge superstructure ........................................................................ 120
Construction of land works ......................................................................................................... 121
Construction workforce............................................................................................................... 123
Construction schedule ................................................................................................................ 124
Decommissioning and removal ..................................................................................124
The environmental footprint .......................................................................................125
3. THE SUSPENSION BRIDGE .................................................................... 129

Major features ..............................................................................................................129
The main bridge ......................................................................................................................... 130

Construction Works.....................................................................................................135
Construction of main bridge substructure .................................................................................. 135
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Consolidated Technical Report WORK IN PROGRESS

Approach bridges ....................................................................................................................... 140
Construction of main bridge superstructure ............................................................................... 140
Construction workforce............................................................................................................... 141
Construction schedule ................................................................................................................ 141
The environmental footprint .......................................................................................142
4. THE BORED TUNNEL .............................................................................. 143

Major features ..............................................................................................................143
Description of permanent works ................................................................................144
Bored tunnel ............................................................................................................................... 144

Construction works .....................................................................................................148
Boring method ............................................................................................................................ 148

Separation plant and storage area for bored materials.............................................................. 151
Construction of portal buildings and ramps ................................................................................ 156
Resource requirements .............................................................................................................. 157
Time schedule ............................................................................................................................ 159
The environmental impact...........................................................................................159
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Table of Figures
Figure 1-1: Conceptual design alignment ............................................................................. 11
Figure 1-2: Longitudinal profile of the alignment .................................................................. 12
Figure 1-3 Cross-section of standard element with dimensions in metres ......................... 13
Figure 1-4: Cross-section of special element with dimensions in metres ............................ 14
Figure 1-5: Cross section of dredged trench with tunnel element and backfilling................ 15
Figure 1-6: Longitudinal ventilation by jet fans in road tunnel .............................................. 16
Figure 1-7: Creative lighting in road tubes ........................................................................... 18
Figure 1-8: The extent of the proposed reclamation on Fehmarn ........................................ 20
Figure 1-9: The extent of the proposed reclamation on Lolland .......................................... 22
Figure 1-10: Landscaping of reclamation ............................................................................... 23
Figure 1-11: Main features of the portal building and ramp area on Fehmarn ...................... 24
Figure 1-12: Cross-sections through the Fehmarn portal and ramp ...................................... 25
Figure 1-13: Dike perimeter and sea defences on Fehmarn ................................................. 27
Figure 1-14: Overview of structures on Fehmarn................................................................... 28
Figure 1-15: Main features of the portal building and ramp area on Lolland ......................... 31
Figure 1-16: Cross-section of the portal building and ramps on Lolland ............................... 32
Figure 1-17: Portal building on Lolland in front of the new coastline ..................................... 33
Figure 1-18: View of the portal building with the storm surge dike on Lolland ...................... 34
Figure 1-19: Storm surge dike and sea defences on Lolland ................................................ 35
Figure 1-20: Overview of works on Lolland ............................................................................ 37
Figure 1-21: Possible location of toll station and customs areas on Lolland ......................... 38
Figure 1-22: Temporary work harbour on Fehmarn conceptual design ............................. 42
Figure 1-23: Geological longitudinal profile of the immersed tunnel ...................................... 44
Figure 1-24: Dredgers............................................................................................................. 44
Figure 1-25: Dredgers............................................................................................................. 45
Figure 1-26: Dredging immersion trench ................................................................................ 45
Figure 1-27: Production plant for tunnel elements on Lolland ............................................... 47
Figure 1-28: Production of elements using an industrial production method......................... 48
Figure 1-29: Towing a tunnel element .................................................................................... 49
Figure 1-30: Placing crushed rock as the foundation for tunnel element .............................. 50
Figure 1-31: A tunnel element is towed by tug boats to the resund tunnel (Denmark)....... 51
Figure 1-32: Immersion of an element from an immersion pontoon ...................................... 52
Figure 1-33: Backfilling of the trench and protection of the immersed tunnel........................ 52
Figure 2-1: Horizontal alignment Fehmarnbelt Fixed Link Bridge Design ........................ 65
Figure 2-2: Alignment of road and rail Bridge Design Fehmarn..................................... 66
Figure 2-3: Alignment of road and rail Bridge Design Lolland ....................................... 67
Figure 2-4: Vertical profile ..................................................................................................... 68
Figure 2-5: Main bridge elevation ......................................................................................... 69
Figure 2-6: Cross section Main bridge............................................................................... 69
Figure 2-7: Typical truss layout............................................................................................. 70
Figure 2-8: Centre pylon ....................................................................................................... 71
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Figure 2-9: Outer pylon ......................................................................................................... 72
Figure 2-10: Layout of centre pylon caisson; ......................................................................... 73
Figure 2-11: Section of centre pylon caisson ......................................................................... 74
Figure 2-12: Layout of the outer pylon caissons .................................................................... 74
Figure 2-13: Section of the outer pylon caissons ................................................................... 75
Figure 2-14: Layout of the anchor piers ................................................................................. 76
Figure 2-15: Layout of protection structure for anchor and transition piers ........................... 77
Figure 2-16: Cross-section Approach bridge girder ............................................................ 78
Figure 2-17: Approach bridge substructure concept .............................................................. 79
Figure 2-18: General overview of soil conditions along the bridge alignment ....................... 80
Figure 2-19: Layout of pier foundations for piers L46 to L5 ................................................... 81
Figure 2-20: Layout of pier foundations for piers F1 to F28 ................................................... 82
Figure 2-21: Proposed lighting at the main spans.................................................................. 84
Figure 2-22: Principal arrangement of the SCADA System ................................................... 87
Figure 2-23: Illustration of the Fehmarn peninsula................................................................. 89
Figure 2-24: Reclamation Fehmarn........................................................................................ 90
Figure 2-25: Typical cross section of embankment on Fehmarn ........................................... 91
Figure 2-26: Penultimate support of gallery most extended cross beam .............................. 91
Figure 2-27: Lolland peninsula and gallery solution ............................................................... 93
Figure 2-28: Reclamation Lolland .......................................................................................... 94
Figure 2-29: Lolland Production Site and Work Harbour ....................................................... 98
Figure 2-30: Lind/Odense Harbour Production Site ........................................................... 104
Figure 2-31: Fabrication of some of the approach bridge girder elements in building B4. .. 106
Figure 2-32: Assembly of 60 and 80 m girder sections in building B12. .............................. 107
Figure 2-33: Fabrication of the pylon caissons in dry dock no 3 at Odense/Lind. ............. 108
Figure 2-34: Production of main bridge girder segments in the area near dry dock 3 ........ 110
Figure 2-35: Birds eye view of working harbour at Fehmarn .............................................. 111
Figure 2-36: Prefabrication of pylon caissons in an existing dry dock facility ...................... 113
Figure 2-37: Transport, positioning and placing of the caisson for the centre pylon ........... 114
Figure 2-38: Caisson placed on the sea bed ....................................................................... 114
Figure 2-39: Construction of the pylon legs ......................................................................... 115
Figure 2-40: Erection of a 20 m girder segment................................................................... 116
Figure 2-41: Pick-up of caisson from a barge with a heavy lift vessel ................................. 118
Figure 2-42: Erection of a pier shaft ..................................................................................... 119
Figure 2-43: Erection of ship impact protection ring with sheer leg crane ........................... 120
Figure 2-44: Installation of an approach bridge girder ......................................................... 121
Figure 3-1: Main bridge elevation ....................................................................................... 130
Figure 3-2: Suspension bridge............................................................................................ 131
Figure 3-3: Pylon................................................................................................................. 132
Figure 3-4: Pylon................................................................................................................. 133
Figure 3-5: Anchor block design ......................................................................................... 134
Figure 3-6: Layout of the anchor blocks ............................................................................. 135
Figure 3-7: Casting of pylon caissons in a dry dock ........................................................... 136
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Figure 3-8: Transport, positioning and placing of the caisson for the pylon ...................... 136
Figure 3-9: Batching plants are moored to the caisson ...................................................... 137
Figure 3-10: Construction of the pylon legs ......................................................................... 138
Figure 3-11: Anchor block caissons in the dry dock............................................................. 138
Figure 3-12: Placing of ship collision protection rings around an anchor block ................... 139
Figure 3-13: Erection of a 40 m girder section ..................................................................... 140
Figure 4-1: Cross-section of the two road tubes ................................................................ 145
Figure 4-2: Cross-section of railway tunnel with two separate tubes ................................. 146
Figure 4-3: Portal buildings and ramps on the Lolland side ............................................... 147
Figure 4-4: Portal buildings and ramps on the Fehmarn side ............................................ 148
Figure 4-5: Tunnel boring machine ..................................................................................... 148
Figure 4-6: Typical mixshield machine with double chamber............................................. 149
Figure 4-7: Geological longitudinal profile of the bored tunnel ........................................... 153
Figure 4-8: Fehmarn construction site ................................................................................ 155
Figure 4-9: Lolland construction site................................................................................... 156
This report summarises the status of the four conceptual designs as at 1 October 2011 for the
four possible designs for the fixed link as drawn up by Femern A/S. The report describes work
in progress, and changes to the design and construction methods in relation to the final project
can be expected. The report provides an overview of the conceptual designs and as such
does not present the full technical basis for project approval.
The preferred technical solution, an immersed tunnel, forms the basis for the project that
Femern A/S will submit for approval by the authorities.
In Denmark, final approval will take the form of a Construction Act passed by the Danish Fol-
ketinget while in Germany the project will be approved by the relevant authorities in Schles-
wig-Holstein.
In the event of discrepancies between the Danish, German and English versions of the Con-
solidated Technical Report, the English version prevails.
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Introduction
This Consolidated Technical Report presents four technical variants of the many suggestions
for a Fehmarnbelt Fixed Link between Denmark and Germany. The variants are the result of
the consultancies efforts to create the best solutions on the basis of data provided by Femern
A/S.
The Fehmarnbelt Fixed Link is designed and planned by Femern A/S, a subsidiary of the Dan-
ish state-owned Sund & Blt Holding A/S. The political condition for the link is a state treaty,
signed by the German and Danish governments and approved by the respective parliaments
in 2009.
The descriptions are all based on the same requirements for the link to accommodate a dual
track railway and a four lane motorway, plus requirements on safety, quality and life expectan-
cy.
The four variants described here are an immersed tunnel, a bored tunnel, a cable stayed
bridge and a suspension bridge. The report gives an overview of the design, the possible work
methods and the permanent structures, including the corresponding land works. It also pro-
vides an estimate of the necessary workforce and the quantity of materials needed.
The Fehmarnbelt Fixed Link is work in progress, and the texts and illustrations represent the
project level as of October 2011. The design and selection of construction methods will be
prepared by the contractors, and consequently the described design and working methods in
this report may be changed accordingly.
On 25 November 2010 Femern A/S recommended to the Danish Transport Minister an im-
mersed tunnel as the preferred technical solution. On 1 February 2011, the Danish politicians
behind the project followed this technical recommendation.
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1. The Immersed Tunnel
Major features
The major features of the immersed tunnel solution include:
A dual track railway and a four lane motorway link with emergency lanes in both direc-
tions in an immersed tunnel, approximately 18 km in length
Cut and cover tunnels at each landfall on the Danish and German sides, linking the
tunnel to the surface
Portal buildings at each entrance to the tunnel
Ramps for the road and railway on the approaches to the tunnel
Road and railway connections on both sides of the tunnel, linking to existing infrastruc-
ture
Reclamations areas at both coasts (the great majority at the Lolland coast) for the dis-
posal of seabed material dredged from the tunnel trench
Toll collection facility on the Danish side
Facilities for Operation & Maintenance (O&M) on both sides, including facilities for cus-
toms and emergency response authorities
Modifications to the surrounding secondary road network, including the construction of
new local roads, etc.
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Figure 1-1: Conceptual design alignment
(road shown in blue and railway shown in red)
(EEZ: Exclusive Economic Zone
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Alignment
The alignment for the immersed tunnel solution is shown in plan in Figure 1-1 and in longitudi-
nal profile in Figure 1-2. The route passes east of Puttgarden, crosses the Fehmarnbelt in a
soft curve and reaches Lolland east of Rdbyhavn.
The actual alignment and landfall locations were chosen in a process which included environ-
mental considerations in addition to the costs and technical issues of connecting to the exist-
ing infrastructure. The environmental considerations led to the definition of a "low impact corri-
dor" within which the final alignment could be chosen. A number of alignments were investi-
gated and optimised with regard to the spatial resistance factors identified for the project area.
Figure 1-2: Longitudinal profile of the alignment

showing the depth beneath the surface of the sea
Description of Permanent Works
Tunnel elements
The tunnel elements accommodate a combined road and railway in one level within a concrete
structure. A steel and concrete composite construction with the same layout could be a feasi-
ble alternative design if proposed by the contractor.
There are two types of tunnel elements: standard elements as shown in Figure 1-3 and special
elements as shown in Figure 1-4. Standard elements represent the cross-section for the ma-
jority of the immersed tunnel. Special elements are located approximately every 1.8 km and
serve a number of functions. In addition to providing space for the technical installations, they
give maintenance staff access to all areas of the tunnel with a minimum of disruption to traffic.
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Standard elements
The Fehmarnbelt Fixed Link tunnel will be constructed from 79 standard elements. All stand-
ard elements have the same geometric layout and are, to a high degree, interchangeable. The
approximate cross-sectional dimensions of the standard elements are as shown in Figure 1-3.
Each standard element is approximately 217 m long.
The two road tubes in the standard elements are approximately 11.0 m wide and are located
on the west side of the tunnel. Each road tube contains two traffic lanes, one emergency lane,
marginal strips and a step barrier along the walls. The roof over the road tubes is elevated for
a short length at the centre of the element to create a niche for the installation of ventilation jet
fans or signage.
A central gallery, approximately 2 m wide, is located between the two road tubes. The gallery
is divided into three levels. The lower level contains pipelines from the drainage sumps and
water supply pipes for the fire hydrants and fire suppression system. The mid level of the cen-
tral gallery is located at road level, and provides space for use by maintenance staff and a
place of temporary refuge in the event of an evacuation from one road tube to the other. The
upper part of the central gallery is used as a service gallery, predominantly for cable routing
from the special elements to the installations throughout the tunnel.
Two railway tubes, each with a width of approximately 6 m, are located on the eastern side of
the tunnel. Each tube has space for one track, constructed as slab track. Emergency walk-
ways are located on both sides of each track, and the tubes include space for ventilation jet
fans without any additional structural changes. The dimensions of the railway tubes are such
that trains are able to pass through safely at speeds up to 200 km/h, whilst keeping the pres-
sure waves from the trains within an acceptable limit.
Figure 1-3 Cross-section of standard element with dimensions in metres
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Figure 1-4: Cross-section of special element with dimensions in metres
Special elements
There are 10 special elements along the length of the immersed tunnel. They provide space
within the tunnel for the electrical and mechanical equipment needed for the operation sys-
tems of the tunnel. Each special element is unique and cannot be interchanged with other
elements.
The approximate cross-sectional dimensions of the special elements are as shown in Figure
1-4. The special elements penetrate deeper into the ground than the standard elements in
order to house a lower level for equipment rooms beneath the road and railway such as
pumps and transformers. At the same time, the maintenance staff get access to all road and
rail tubes regardless of the traffic. In the western road tube is a lay-by for parking of service
vehicles outside the emergency lane, from where there is access to the underlying levels via
stairs at both ends of the lay-by and via a lift at one end. These access provisions make the
special elements wider on the western side compared to the standard tunnel elements.
Tunnel trench
The tunnel elements are placed below the original seabed in a dredged trench, as shown in
Figure 1-5.
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Figure 1-5: Cross section of dredged trench with tunnel element and backfilling
A bedding layer of crushed rock is placed in the base of the dredged tunnel trench and forms
the foundation for the elements. A combination of locking fill and general sand fill is backfilled
along the sides of the elements, while a protection layer of large stones is placed across the
top of the element. This layer is in general 1.2 m thick, but can vary depending on the location
along the alignment.
The function of the locking fill is to lock the tunnel element into position in the trench and pre-
vent any movement from taking place due to hydraulic loads or the placement of the general
fill. The protection layer protects the element against any sinking ships or dragging anchors.
Within the Natura 2000 area, covering a stretch of approximately 4 km, further backfilling with
dredged material on top of the protection layer will be made, so that the natural seabed is
quickly re-established.
The tunnel is placed at such a depth that the stone protection layer is always below the exist-
ing seabed level, with the exception of the near-shore areas at to Fehmarn and Lolland. At
these locations, the seabed is locally raised to incorporate the protection layer over a distance
of approximately 250 m from the proposed new coastlines.
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Where the roof of the standard elements is locally raised to provide space for the jet fans, the
thinner protection is compensated by adding an extra layer of protective concrete.
Technical installations in the tunnel
Power supply
The electrical power supply supports all systems within the tunnel and the portal buildings
except for the railway traction power. A number of high voltage cables with transformers will
be installed in the tunnel.
Electricity from Danish sources will be used to power the full length of the tunnel for normal
operation. A German supply will power the German landside facilities under normal operating
conditions.
Ventilation
The ventilation system consists of several sub-systems:
Ventilation of the road and rail tubes

Ventilation/cooling of plant rooms in the tubes
Ventilation of the central gallery between the road tubes
Ventilation/cooling in the portal buildings
The road and rail tubes are provided with a system of jet fans to assist ventilation when nec-
essary. The system is capable of handling normal operation as well as maintenance and
emergency situations. During normal operation the tunnel will primarily be self-ventilating due
to the piston effect of vehicles and trains dragging air through the tunnel.
Figure 1-6: Longitudinal ventilation by jet fans in road tunnel
Fire suppression
A water-based deluge system will be installed in both road and rail tubes. The system is de-
signed to limit the size and spread of a fire, and thus provide a number of positive safety ef-
fects, including:
Better conditions for self-rescue

Better conditions for intervention by fire and rescue services
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Protection of the tunnel structure and fixed equipment from excessive damage until fire
and rescue services appear
The system is divided into short zones. The relevant zones are activated by the control room
operator on the basis of information from the monitoring systems.
The deluge system is designed to keep any fire under control until the arrival of the fire ser-
vices. Upon their arrival, it is expected that the fire brigade will assume control of the event
(assisted by the tunnel authorities). A separate permanently pressurised fire hydrant system
will provide water for the fire services, enabling them to extinguish the fire.
Tunnel drainage
During normal operation the tunnel drainage system will collect rainwater run-off from the ap-
proach ramps and water used for cleaning the tunnel. The drainage systems on the approach
ramps are designed to minimise the volume of water that flows from the ramps down into the
tunnel.
The volume of wash water from each washing cycle will depend on the type washing machin-
ery and the chosen frequency of washing. The water used for cleaning the road tubes contains
the same pollutants as normal storm water run-off from a motorway, with a content of heavy
metals, polycyclic aromatic hydrocarbons (PAH), oil and suspended solids. There will also be
soap in the wash water.
In case of accidents a mixture of chemical spills and fire fighting water can be collected and
contained by the drainage system for subsequent processing.
A number of sumps (collecting tanks) collect the waste water, and pumping stations transport
the water from the tunnel to the portal buildings where it will be treated in accordance with
environmental regulations before being discharged into the Fehmarnbelt.
Lighting within the road tubes

Lighting within the road tubes is of primary importance for safety, particularly the prevention of
traffic accidents, but will also have a significant influence on the aesthetic impression of the
tunnel environment. Creative lighting with different shades of colour and decorations on the
tunnel walls will relieve or reduce any discomfort users may have from driving in a tunnel.
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Figure 1-7: Creative lighting in road tubes
The road tube lighting will account for a significant part of the power consumption within the
tunnel. However, the rapid development of LED light sources will probably make it possible to
fulfil the lighting requirements with significantly lower energy consumption than with the pre-
sent technology.
In the event of a power failure, part of the lighting system will be powered by an emergency
supply. A secondary lighting system will include a series of lighting components aimed at cre-
ating safe conditions for exiting the tunnel. Escape routes will thus be lit and unambiguous
signage such as lit door surrounds, lit exit signs and roadway guidance lights will be installed.
Permanent lighting is not planned in the rail tubes. However, emergency lighting will be pro-
vided for use in the event of evacuation.
Communication
The communication systems comprise an array of different systems for use during normal
operation and during emergencies.
During normal operation, public broadcast radio within the tunnel and the provision of anten-
nae for mobile telephones will provide the comfort required by the tunnel users. In case of
emergency, users can phone from one of the emergency stations in the tunnel, and the tunnel
staff can address persons in the tunnel via a Public Address system (PA system).
The Closed Circuit Television system (CCTV) is also a key system, which will provide detailed
information on all incidents in the road and rail tubes. During incidents or emergencies a public
address system in combination with an Intelligent Transportation System (ITS) will be used to
guide road users and regulate traffic. In addition, the fire and rescue services radio systems
will provide an independent communication system for the emergency services.
Traffic management
Road traffic is supervised in a control and supervision centre located in the portal building on
the Danish side (the rail system is supervised by the Danish and German rail traffic control).
An Intelligent Transportation System (ITS) will be installed to manage traffic inside the road
tubes and on the landside approach motorways on both Fehmarn and Lolland.
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The system comprises signs with variable commands or text, for example speed limits and
warning signs in addition to supplementary text messages. The ITS will be used in both nor-
mal and emergency situations to communicate necessary information and control the flow of
traffic by, for example, lane or tube closures or changes in the speed limit.
All vehicles passing the tunnel portals will be monitored and guided by the system. Toll sys-
tems for road traffic will also be established at the portal buildings.
All vehicles passing the tunnel portals will be monitored and controlled by the system.
Data acquisition and control (SCADA)

The SCADA (Supervisory Control and Data Acquisition) system supervises and controls all the
technical systems in the tunnel and the portal buildings, with the exception of the rail system,
which is supervised by Danish and German rail traffic control.
The primary supervision centre linked to the SCADA system will be in a control room in the
Lolland portal building. This is supplemented by a secondary control room in the Lolland portal
building and an emergency control room on Fehmarn. The SCADA system facilitates mainte-
nance and assists in creating a high level of safety and reliability.
Railway systems
The rail systems inside the tunnel include the following:
Railway tracks
Catenary systems
Signalling and control systems
Reclamation areas
Reclamation areas are planned along both the German and Danish coastlines that will ac-
commodate the seabed material from the dredging of the trench for the immersed tunnel. The-
se areas will be landscaped into green areas.
The size of the reclamation area on the German coastline has been minimised. Two larger
reclamation areas are planned along the Danish coastline on both sides of Rdbyhavn. These
will absorb the majority of the dredged material from the trench excavation.
Fehmarn coast
As designed, the proposed reclamation area on the Fehmarn coast will not extend further out
into the Fehmarnbelt than the breakwaters for the existing ferry harbour at Puttgarden and will
not impact the protected area at Grner Brink. The coast at Marienleuchte to the southeast will
not be affected either.
The extent of the Fehmarn reclamation is shown in Figure 1-8. The reclamation area is de-
signed as an extension of the existing terrain with the natural hill turning into a plateau behind
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a dike. The shape of the dike is designed to include a new beach close to the residential areas
at Marienleuchte.
It is intended that the new land is to be landscaped to create an enclosed pasture and grass-
land habitat.
Figure 1-8: The extent of the proposed reclamation on Fehmarn

(dotted white line)
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Lolland coast
As designed, the proposed reclamation areas along the Lolland coast do not extend further
out into the Fehmarnbelt than the breakwaters for the existing ferry harbour at Rdbyhavn and
will not impact the protected area at Hyllekrog.
The extent of the reclamation areas on Lolland is shown in Figure 1-9. There are two reclama-
tion areas on Lolland, located on either side of the existing harbour. The reclamation areas
extend approximately 3.7 km east and 3.5 km west of the harbour and reach approximately
500 m into the Fehmarnbelt.
The total area is approximately 300 ha, with approximately 130 ha west of the harbour and
approximately 170 ha east of the harbour.
The existing dike along the coastline will be largely retained and will continue to function as
the storm surge dike. Stone protection will be placed in front of the new reclamation areas
facing the sea. At the eastern end of the reclamation, the dike will gradually become a higher
till cliff that will, in the long term, be eroded to a limited extent, releasing sand for the stretch
east of the till cliff. This stretch is designed with a smooth connection to the existing beach at
Hyldtofte stersbad.
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Figure 1-9: The extent of the proposed reclamation on Lolland
(dotted white line)
New beaches will be established within the reclamation areas to the west. One beach is con-
nected to the existing harbour via a series of small channels that are interlinked to a long la-
goon for recreational activities, water sport, swimming, etc.
To the east there will also be a lagoon with two openings towards Fehmarnbelt and with
breakwaters at the openings to limit the wave flow into the lagoon area this lagoon will have
a more natural wetland appearance.
In its final form, the reclamation area will consist of three types of landscape: recreation areas,
wetlands and grasslands - each with different natural conditions and potential uses. The dif-
ferent areas can still be modified to provide the best conditions for wildlife and recreational
activities.
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Figure 1-10: Landscaping of reclamation
Fehmarn portal building and ramp area

The Fehmarn tunnel portal building is located behind the existing coastline in a dip in the land-
scape. The main features of the portal building and ramp area, shown in Figure 1-11, are as
follows:
Ramps for road and railway

A cut and cover tunnel, including a lightscreen structure
Main sump and green sump, connected to a drainage system
Portal buildings
Sea defences
Page 23/164

Figure 1-11: Main features of the portal building and ramp area on Fehmarn
(enlarged vertical scale)
Road and rail ramps

The road and rail ramps have different designs due to their different gradients and horizontal
alignments. As the road and railway descend along the ramps, they are gradually aligned to
be parallel and at the same level before entering the cut and cover tunnel. Figure 1-12 shows
a number of cross-sections along the ramps.
The concrete section of the ramps is a U-shaped reinforced concrete structure with base slab
and retaining walls that create a watertight trench in the ground.
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Figure 1-12: Cross-sections through the Fehmarn portal and ramp
Cut and cover tunnel section with lightscreens

Before entering the fully enclosed cut and cover tunnel, the road and railway enter the light-
screen section, which provides a gradual transition from daylight to the artificial tunnel lighting.
This section is partially enclosed, but is provided with intermittent transverse slots which allow
daylight to pass. Lightscreens are installed across these slots for passive control of light admit-
tance onto the road below.
Page 25/164

The cut and cover part beyond the lightscreens is approximately 440 m long. The base slab,
side walls, and roof are constructed from in-situ cast reinforced concrete.
Portal building
The necessary installations for the operation and maintenance of the tunnel are installed in the
portal building on Fehmarn however being the back-up system for the main control centre
located on Lolland. The portal building is placed below terrain level west of the tunnel. The
installations in the portal building include:
A back-up system for the main control centre in the portal building on Lolland
Technical installations for operating the tunnel
Fire suppression system
Main sump and green sump for the drainage system
Underground loading bay
As shown in Figure 1-11, the main sump is located under the cut and cover tunnel and collects
the drainage run-off from the portal building and ramp area. The sump includes sand traps and
oil skimmers to retain any pollutants within the run-off. Water from the main sump is treated to
the required standard for discharge.
Storm surge protection

The protection of the tunnel on Fehmarn against flooding consists of a closed ring of a storm
surge dike surrounding the portal building and ramp structures (as shown in Figure 1-13),
which tie back into the existing terrain.
The dike structure contains an internal layer of impermeable material on top of the underlying
natural clay stratum in order to minimise seepage.
The flood protection structures are designed to accommodate long-term settlements during
the isostatic sinking of Fehmarn, sea level rise due to global warming and a 1 in 10,000 years
storm surge frequency.
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Figure 1-13: Dike perimeter and sea defences on Fehmarn
The proposed motorway passes over the crest of the storm surge dike as it climbs out of the
tunnel on the naturally rising terrain.
The shallow railway gradients mean that the railway must pass through the storm surge dike in
a cutting. In the event of an extreme storm surge, storm surge protection barriers will be in-
stalled across the railway. The side walls of the railway ramps have the same height as the
storm surge dike, and thus match the protection provided by the permanent dike.
In addition to the storm surge dike, stone protection is placed on the seaward side of the rec-
lamation area. This forms the lower part of the sea defences for the portal building and pro-
tects against the highest waves. The seaward storm surge dike is armoured and is over 10 m
wide to limit any wave over-topping. The area between the sea defences and the storm surge
dike is also protected by rock armouring, which also covers the tunnel. Landscaping is made
for the majority of the armoured plateau to harmonise the structure with the existing land-
scape.
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Works on land, Fehmarn
A number of infrastructure improvements will be made on land in both Germany and Denmark,
including the construction of a new motorway and railway to access the tunnel. An overview of
the various works on Fehmarn is shown in Figure 1-14.
Figure 1-14: Overview of structures on Fehmarn
Page 28/164

New motorway construction
A new four lane motorway is to be constructed on Fehmarn for an approximately 3.5 km sec-
tion south of the portal building. It will ultimately be connected to a future upgrade of the mo-
torway leading onto the German mainland.
This new motorway rises out of the tunnel and passes over an embankment and a bridge
crossing the existing harbour railway. The remainder of the motorway is approximately at level
with the surrounding terrain. Towards the southern end of the motorway, a new interchange is
built to connect to the existing local road system.
New railway construction

A new electrified dual track railway is to be constructed on Fehmarn for an approximately 3.5
km section south of the portal building. Like the motorway, this new railway will be connected
to a future upgrade of the railway leading onto the German mainland.
A new railway junction will be built approximately 2.5 km south of the portal building, allowing
trains to both access the existing railway to the harbour and continue towards the Fehmarnbelt
Fixed Link tunnel.
Modifications of side roads

The construction of the motorway and railway on land will require some of the side roads on
Fehmarn to be diverted or modified. The roads affected include Marienleuchter Weg and Re-
then, located between Puttgarden and Marienleuchte, and Dorfstrae, south of Puttgarden.
Other roads will require minor modifications.
Secondary structures
New bridges will be required on Fehmarn at the following locations:
where the proposed railway intersects Rethen

where the proposed motorway intersects Marienleuchter Weg
where the proposed motorway crosses the existing harbour railway
a new road bridge as part of the new motorway interchange on Fehmarn (not part of
this project)
a new road bridge over the proposed railway adjacent to the motorway interchange
(not part of this project)
A number of small ditches will be required as part of these works on land.
Customs areas
A lay-by is built on both sides of the proposed motorway for use by German authorities. The
lay-bys can also be used for maintenance purposes or by emergency response services. The
locations of the customs areas are shown in Figure 1-14.
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Drainage systems on Fehmarn
Separate drainage systems will be required within the storm surge dike, which is a drainage
basin in itself, and for the area outside the dike.
Drainage systems within the dike perimeter

The surface water within the dike perimeter is divided into two categories:
1. Run-off from the motorway and rail ramp area

2. Run-off from the landscaped slopes, outside the ramp areas
The run-off from roads is potentially contaminated with pollutants. Drainage systems are there-
fore installed within the ramp areas to carry this run-off down to the main sump, located be-
neath the portal building (as shown in Figure 1-11). From here, the run-off will pass through a
system of pumps to a discharge tank and will subsequently be treated before being dis-
charged into the Fehmarnbelt.
The rainwater that accumulates on the slopes outside the ramps will be discharged without
treatment. This run-off is therefore piped to a green sump from where it is discharged directly
into the Fehmarnbelt.
Motorway and railway drainage systems outside the dike perimeter

Rainwater management along the new alignments will aim to prevent flooding and erosion as
well as improve water quality through the inclusion of basins for retention and treatment. The
run-off from the motorway and railway is collected in closed pipe systems, and is after treat-
ment discharged into either existing watercourses or directly into the Fehmarnbelt.
The southern sections on Fehmarn will drain into the existing drainage system. The quantity of
run-off discharged into these watercourses must be controlled in accordance with the guid-
ance of the German water authorities. Retention basins are therefore provided with sufficiently
large volumes to store run-off and control the outflow into the existing watercourses. Retention
basins will also be installed as part of the motorway's drainage system to allow cleaning of the
rainwater and separation of pollutants such as oil.
Rainwater that falls outside the dike (and not onto the road or railway) will drain into shallow
open ditches at the foot of the dike. As this water has not come into contact with the road or
railway, it is discharged without further treatment.
Portal building and ramp area on Lolland

The main features of the Lolland portal building are similar to those at the Fehmarn portal
building, and include:
Ramps for road and rail

A cut and cover tunnel including lightscreens
Main sump and green sump, connected to drainage systems
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Portal buildings
Sea defences
The portal building on Lolland is established on top of the cut and cover tunnel in the new rec-
lamation area outside the existing coastline, and is located in a depression surrounded by
protective dikes. The portal building accommodates the main control and supervision centre
including operation and maintenance facilities.
Figure 1-15: Main features of the portal building and ramp area on Lolland
(enlarged vertical scale)
Road and rail ramps

As on Fehmarn, the road and railway descend towards the tunnel on ramps. Figure 1-16
shows a number of cross-sections along the ramps. The concrete section layout is principally
similar to that on Fehmarn.
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Figure 1-16: Cross-section of the portal building and ramps on Lolland
Cut and cover tunnel with lightscreens

The cut and cover tunnel and lightscreen section is generally similar to that on Fehmarn.
However, it should be noted that the portal building is located above the cut and cover tunnel.
Only the structure containing the lightscreen section itself will need to be tied down with
ground anchors to resist the effects of buoyancy. The cut and cover tunnel beyond the light-
screens is approximately 100 m long. The increased depth and weight of this section means
that anchoring is not required.
Page 32/164

The base slab, side walls, and roof of the cut and cover section are constructed from rein-
forced concrete which is cast in situ.
Portal building
The principal control centre for the operation and maintenance of the Fehmarnbelt Fixed Link
tunnel is housed in a building located on top of the Danish portal structure. This portal building
will provide the following facilities:
A central control facility to supervise the daily operation and maintenance of the tunnel,
and to provide a venue for coordination in the event of an emergency
Technical installations for operating the tunnel
Fire suppression system
Main sump and green sump for drainage
Above-ground loading bays and parking areas
Figure 1-17: Portal building on Lolland in front of the new coastline
The above-ground parking areas and loading bays slope away from the portal building and is
made of a gravel sub-base topped with asphalt. The perimeter around the parking areas on
the seaward side is provided by a retaining wall with back fill to the top of the storm surge dike.
The areas on the top of the perimeter wall, and on the portal building itself, are covered with
large stones as part of the landscape design.
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Storm surge protection
The storm surge protection consists of a system of dikes around the perimeter of the portal, as
shown in Figure 1-18, and is designed to protect the portal building against flooding.
Figure 1-18: View of the portal building with the storm surge dike on Lolland
The flood protection structures are designed to accommodate the natural settlement of the
south coast of Lolland, a sea level rise due to global warming and a 1 in 10,000 years storm
surge frequency. Figure 1-19 shows the extent of the storm surge dike. The front towards the
south, directly exposed to wave action, is slightly higher. The top of the seaward dike is rein-
forced by rock armour and has a designed width to keep wave over-topping within acceptable
limits, even in the event of extreme weather conditions.
If sea levels rise due to climate change in line with the predicted trend, provisions have been
made for the dikes to be raised at a later time to an even higher level equivalent to the level in
120 years time, by the addition of an extra layer of 0.5 m.
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Figure 1-19: Storm surge dike and sea defences on Lolland
The approach road to the portal building is also located behind the storm surge dike on either
side of the alignment.
As on Fehmarn, the shallow railway gradients will mean that the proposed railway must pass
through the storm surge dike in a cutting. In the event of an extreme storm surge, provision
has been made for storm surge protection barriers to be placed across the railway at the end
of the railway ramp.
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A public footpath is provided on the southern seaward side of the dike to serve as recreation
access within the reclamation area and for vehicular access. Pedestrians will be able to walk
along the top of the dike, but will be prevented from entering the inner slopes towards the
ramp structures by fences and signs.
Works on land, Lolland

An overview of the works on Lolland is shown in Figure 1-20.
New motorway construction

A new four lane motorway is to be constructed on Lolland for approximately 4.5 km north of
the portal building. The road will be connected to a future upgrade of the motorway leading
into the Danish hinterland.
This new motorway rises out of the tunnel and passes onto an embankment. The remainder of
the route of the motorway is approximately at level. Towards the northern end of the motor-
way, a new interchange is provided to connect to the local road system.
New railway construction

A new electrified twin track railway is to be constructed on Lolland for approximately 4.5 km
north of the portal building. Like the motorway, this new railway will be connected to a future
railway upgrade leading into the Danish hinterland towards Vordingborg and Ringsted.
Planned modifications of side roads

As on Fehmarn, the construction of the landside motorway will require some of the side roads
on Lolland to be diverted. The roads affected include stersvej, Strandholmsvej and Hum-
legrdsvej. Other roads will require minor modifications.
Secondary structures
New landside bridges will be required on Lolland at the following locations:
Near the portal building to provide access to both carriageways for emergency and
maintenance traffic
Where the proposed motorway intersects the side road Frgevej
Where the proposed railway intersects the side road Frgevej
A new road bridge as part of the new motorway interchange on Lolland
A number of small drainage culverts will be required as part of the landside works.
Toll station
A facility for motorway toll collection will be established on the Danish landside. The collection
method has not yet been decided. Therefore, a traditional toll station is included in the concep-
tual design. This is located immediately north of Frgevej, as shown in Figure 1-21.
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Figure 1-20: Overview of works on Lolland
Page 37/164

Figure 1-21: Possible location of toll station and customs areas on Lolland
Customs areas
A lay-by is provided beside the motorway to the tunnel in each direction for use by Danish
authorities police- and customs officials. The customs areas are located next to the proposed
site for the toll station, as shown in Figure 1-21.
The lay-bys have been designed so that they can also be used for maintenance purposes or
by the emergency response services.
Drainage system on Lolland

Like on Fehmarn, the drainage system on Lolland will be implemented as separate systems
inside and outside the storm surge dike.
Drainage systems within the dike perimeter

The drainage systems within the dike perimeter on Lolland will be designed in accordance with
Danish regulations and will in principle be similar to those on Fehmarn.
The portal buildings and roof of the tunnel are protected by waterproof membranes. Gradients
are introduced to ensure that rain water falling onto the loading bays and parking areas flows
away from the building itself.
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Motorway and railway drainage systems outside the dike perimeter
The run-off from the motorway and railway is collected in closed pipes or open ditches, and
discharged after treatment via existing watercourses into the Fehmarnbelt.
It is envisaged that the northern sections of the structures on Lolland will drain into the existing
watercourse system. The water collected is led to new retention basins with oil separators and
sand traps in order to treat run-off and retain any polluted spillages. For the southern section
of the alignment, nearest the portal building but outside the dike, it is envisaged that run-off
can be discharged into the Fehmarnbelt.
Rainwater that falls directly onto the dike (and not onto the road or railway) will drain into shal-
low open ditches at the foot of the dike. As this water has not come into contact with the road
or railway, it can be treated as green water and discharged directly from the system without
further treatment.
Operation and Maintenance
The main part of the Operation & Maintenance (O&M) activities during the tunnel operation
takes place at the following locations:
Lolland portal building

The Lolland portal building will act as the principal location for management of both operation
and maintenance activities. The building will house the main control centre with the equipment
necessary for supervising the traffic and operating the tunnel. There will be a 24-hour staff
presence to supervise the operation of the tunnel and its systems.
The portal building will also house many of the electrical and mechanical installations for the
operation of the tunnel. A staff presence will be required to maintain these systems. It is
planned that this staff will work in the Lolland portal building during normal working hours.
The main garage for maintenance vehicles will be part of the Lolland portal building.
Fehmarn portal building

A small underground building is established as part of the Fehmarn portal building to house
the essential technical equipment needed for operating the tunnel. The building is not intended
as a permanent base for operation or maintenance staff; these functions are to be based in
the Lolland portal building as previously described. However, the building is able to act as a
back-up facility in the event of an emergency and is providing vital communication links to the
main control centre on Lolland.
Lolland toll station

The size of the toll station, the staffing requirements and the method by which highway tolls
are to be collected have not yet been decided.
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An allowance has been made in the Conceptual Design for the construction of a toll station on
the Lolland landside of the tunnel. It could either be a staffed toll station, requiring toll booths
and welfare facilities for personnel, or alternatively an automated system (for example, based
on vehicle registration technology) with minimum staff presence. With the latter system, it is
possible that tolls could be collected with a much smaller toll station.
Customs areas on both Fehmarn and Lolland

Motorway lay-bys have been included in both directions on both Fehmarn and Lolland for cus-
toms facilities, which will be operated by the border patrols and customs authorities of Germa-
ny and Denmark at their discretion.
It is also the intention that these areas will be used for some maintenance activities in- and
outside the tunnel as well as for co-ordination and/or evacuation in case of an emergency.
Construction works
This section describes the construction of the immersed tunnel, with particular focus on the
fabrication of tunnel elements, the temporary work harbours, the portal buildings and the ramp
areas.
Resource requirements
Table 1-1 indicates the approximate requirements for some of the resources that will be need-
ed to construct the Fehmarnbelt Fixed Link tunnel. These quantities are subject to variation
during the detailed design.
Table 1-1: Estimated resource requirements

Quantities
3
Concrete in tunnel elements 2,480,000 m
Reinforcing steel 305,000 tonnes
3
Ballast concrete 386,000 m
3
Concrete for portal buildings, ramps & cut and cover 183,000 m
Tie down anchors 1,444
3
Crushed rock for foundation for tunnel elements 800,000 m
3
Sand and locking fill around tunnel elements 3,600,000 m
3
Rock in the protection layer over tunnel elements 2,000,000 m
3
Rock in coast protection structures 340,000 m
3
Sand for establishing new beaches 510,000 m
3
Sand fill for temporary structures 1,000,000 m
Page 40/164

Construction of temporary work harbours
Temporary work harbours

Two temporary work harbours are planned: one on the German side at Puttgarden and one on
the Danish side at Rdbyhavn.
The Danish work harbour on Lolland will be located east of the landfall of the immersed tunnel
(as shown in Figure 1-27) and will be integrated into the production site for the construction of
the tunnel elements.
The Fehmarn work harbour will be located within the reclamation area between the existing
harbour and the tunnel portal building (as shown in Figure 1-22). This location has been se-
lected as the necessary water depth is already available and there is therefore no need to
dredge an access channel.
Both harbours will also be integrated in the planned reclamation areas. When the tunnel con-
struction work has been completed, it is required that the work harbours will be removed. The
work harbour on Lolland will be backfilled and is part of the planned permanent reclamation
areas. The work harbour on Fehmarn will be established in an area in which there is no need
for dredging and subsequent backfilling.
The work harbours will also be used to provide a safe harbour for the contractors' various ves-
sels, to transport staff and to deliver, store and handle materials and equipment. The bulk of
the building materials will be delivered by sea.
How the harbours and work sites will be finally arranged and which activities will take place
where, is to a great extent dependent on the preferences of the consortiums of contractors.
The descriptions given in the following have been made under the following overall assump-
tions:
The harbours with work sites are established in the initial phase of the project and are
used as work harbours for the subsequent offshore works and for the land works as
well.
The work harbours and work sites are temporary. After completion of the construction
works, quay walls, breakwaters, buildings and pavements will be removed.
Each of the temporary work harbours will require the following:
A navigable access channel (only on Lolland)

A harbour basin with manoeuvring space for vessels
A quay to unload vessels
A service jetty for staff
A hard covered area for storage as part of the quay structure
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Figure 1-22: Temporary work harbour on Fehmarn conceptual design
Dredging and reclamation methods

There are a number of different types of marine dredging works that must be performed:
Dredging of a trench for the tunnel elements.

Dredging to create sufficient depth for temporary work harbours with access channels
and production site basins at Rdbyhavn.
Dredging for the portal buildings and ramps, reducing the need for land-based excava-
tion prior to commencing the individual construction activities.
The excavation of the tunnel trench between Rdbyhavn and Puttgarden represents the ma-
jority of the dredging works in terms of the quantity of dredged material and the associated
Page 42/164

construction time. However, all other dredging works (for production plant and work harbours,
access channels and ramps) must be completed beforehand.
The quantities of soil that will be dredged for different parts of the works are summarised in
Table 1-2.
Table 1-2: Estimated soil balance all quantities are indicated as in-situ dredging quantities
3 3
No. Dredging Area Quantity (m ) Total (m )
1 Dredging of tunnel trench and cut and cover tunnel -14,800,000
2 Dredging for production facility on Lolland, incl. work harbour -4,000,000
and access channel
-18,800,000
3 Establishment of containment dikes 900,000
4 Establishment of ramps and backfill around structures 600,000
5 Seabed restoration in Natura 2000 area 400,000
6 Fehmarn reclamation 400,000
7 Lolland west reclamation 6,400,000
8 Lolland east reclamation 10,100,000
18,800,000
Tunnel trench
The geological longitudinal profile along the tunnel between Fehmarn and Lolland is shown in
Figure 1-23. Both the German and Danish sides have gently sloping near-shore areas.
The soils to be dredged from the tunnel alignment comprise upper layers of post and late gla-
cial deposits (gyttja, sand, silts and clays), an underlying layer consisting of glacial deposits
(clay and sand tills) followed by a Palaeogene layer consisting of highly plastic to extremely
plastic clay.
The German side is characterised by Palaeogene clay and some clay-till, the central basin by
gyttja, sands, silts and clays and the Danish side is dominated by thick deposits of clay-till.
Page 43/164

Figure 1-23: Geological longitudinal profile of the immersed tunnel
The majority of the dredging is expected to be undertaken by using Backhoe Dredgers (BHD)
and Grab Dredgers (GD). The BHDs are mounted on barges kept in position by spuds or an-
chors, loading the dredged material into transport barges that are moored alongside. The
BHDs use a hydraulic back-acting bucket with a bucket size of up to approximately 20 m3.
Similarly, the GDs are normally also mounted on barges with spuds and anchors, loading the
dredged material into transport barges that are moored alongside. The GDs is expected to
have a bucket size of up to approximately 10 m3.
BHDs are expected to dredge all of the material down to MSL- 25 m, while GDs will dredge
the majority of all seabed material below that level. Some of the deeper soil layers will need to
be pre-treated by ripping the hardest soil with a Trailing Suction Hopper Dredger (TSHD) that
is fitted with a suction head that ploughs and thus loosens the top soil in 30-40 cm layers, after
which the soil can be dredged mechanically with the GDs. The seabed materials are trans-
ported by barge to the reclamation areas at the German and Danish coasts.
Figure 1-24: Dredgers

left: backhoe dredger Nordic Giant (Boskalis), right: Grab dredger Kanyo (Taisei)
Page 44/164

TSHDs are self-propelled vessels which can manoeuvre freely by their own engine power. The
TSHD is equipped with one or two suction pipes with a drag head at the end that loosens the
seabed materials that are then pumped into the vessel's hold. The excess water is discharged
via a fall pipe in the centre of the vessel. When the hold is full, the TSHD sails to the unloading
area, where the material is unloaded mechanically or pumped ashore through a piping system.
Figure 1-25: Dredgers

left: trailing suction hopper dredger Volvox Asia (Van Oord),
right: trailing suction hopper dredger "Queen" (Penta Ocean)
Sequence for dredging the tunnel trench

During the execution of the dredging works in the Fehmarnbelt, it is expected that work areas
will continually have to be defined and moved across the Belt as the dredging works progress.
Two independent work areas can be present at the same time in the Fehmarnbelt. These work
areas will be clearly marked for the other ship traffic and will be protected by safety service
vessels. In addition, a vessel traffic system (VTS) will keep the ship traffic informed about the
construction activities taking place in the Belt. Transport barges with dredged material will sail
between these work areas in the Belt and the land reclamation areas in both Denmark and
Germany.
Figure 1-26: Dredging immersion trench
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Use of dredged material to create coastal reclamation areas
As previously described, a number of reclamation areas are planned along both the Fehmarn
and Lolland coastlines to accommodate the dredged material. These will later be landscaped
into green areas. One shoreline reclamation is planned for the coastline east of Puttgarden
harbour and a further two are planned for either side of Rdbyhavn harbour. These areas are
planned to be established by first constructing a containment dike around the reclamation are-
as in front of the existing coastline. The containment dikes will be built of dredged material and
protected on the Fehmarnbelt side by rock protection. The dredged materials will subsequently
be incorporated in the reclamation areas behind the containment dikes. The reuse of the
dredged material and the choice of dredging method are designed to reduce the extent of sed-
imentation spill during the dredging.
Barge-mounted BHDs and GDs will be used for constructing the containment dikes. Tempo-
rary openings will be left to allow barges loaded with dredged material from the trench to navi-
gate into the reclamation areas where they will be unloaded by BHDs.
The dredged material is clean and the majority will be reused to create the reclamation area,
but the material may also be used for other purposes within the construction works.
Immersed tunnel construction

Production site for fabrication of the tunnel elements
It is a precondition that the production of the tunnel elements will be located in a purpose-built
casting factory east of Rdbyhavn. The production site is partly located onshore and partly
located offshore but inside the reclamation area.
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Figure 1-27: Production plant for tunnel elements on Lolland
The immersed tunnel comprises 89 tunnel elements in total, 79 standard elements and 10
special elements. The prefabrication of the reinforcement as well as the concrete casting and
curing take place in a controlled environment in a factory hall. The casting hall of the factory is
located with direct access to the upper shallow section of the launching basin, of which the
deeper section has access to the Fehmarnbelt via a floating gate.
Each element is cast in short sections called segments. One segment is expected to be cast
at each production line every 7-8 days. Each segment is cast in formwork on a fixed casting
bed, and after a minimum curing period, the segment is pushed free of the casting bed and out
into the shallow launching basin by hydraulic jacks to give space for the next segment to be
cast. Once sufficient segments for one element have been made, they are joined by tension
cables - see Figure 1-28.
Once a complete tunnel element has been produced, it is pushed the last part of the way into
the shallow part of the launching basin, where watertight bulkheads are mounted at each end
of the element. The basin is then cut off from the production area by a sliding gate and from
the sea by a floating gate.
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The launching basin, surrounded by dikes and gates, is then filled with water in a controlled
process until the tunnel elements float. Then the tunnel elements are pulled into the deep sec-
tion of the launching basin and moored, after which the water level is lowered down to the
water level in the Fehmarnbelt by pumping water out of the basin. Subsequently the sliding
gate and floating gate can be opened. The upper shallow basin is now dry again and ready for
the next tunnel elements.
From the deep basin, the elements are then towed to a fixed holding area next to the tunnel
trench in the Fehmarnbelt, from where they are ready for immersion into the tunnel trench.
Prior to towing, a system of ballast tanks has been installed inside the element, and when it
reaches the holding area, the element is connected to the pontoons needed for the immersion
operation.
Eight casting lines will be needed for production of the tunnel elements in order to meet the
planned time schedule.
Figure 1-28: Production of elements using an industrial production method

(2 production lines, resund tunnel, Denmark)
Logistics of construction materials

The high production rate means that the materials required for construction are expected to be
delivered to the production site by means of both lorries and vessels. The largest and heaviest
quantities of construction materials such as cement, sand, rock and steel reinforcement for
concrete production are expected to be delivered by vessels.
Part of the production site will include a buffer of materials to ensure that production can con-
tinue for a certain period of time, even if delivery is interrupted.
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Due to the location of the production site within the reclamation area at Lolland East, it will
temporarily be impossible to deposit dredged material in that part of the reclamation area. The
work harbour in front of the production site and the launching basins will result in additional
dredging, but these areas will be backfilled after the completion of the construction works. This
will also mean that it will be necessary to deposit the dredged material elsewhere temporarily.
Part of the temporary deposition of dredged material is achieved by raising the surface level of
the reclamation area at Lolland East. The rest is deposited on land, around the production site.
After the production of tunnel elements has been completed, the deposited dredged material
will be used to backfill the work harbour, and after this the landscaping will be carried out. The
access channel to the work harbour is expected not to have to be backfilled.
Tunnel element towing

The tunnel element will be connected to four tug boats and towed from the construction site to
a holding area near the tunnel trench in the Fehmarnbelt. Before towing, a system of ballast
tanks has been installed inside the element.
Figure 1-29: Towing a tunnel element
Immersion and installation of tunnel elements at sea
Cleaning of the tunnel trench

Since there may be a period of time between the dredging of the tunnel trench and immersing
the tunnel elements, a TSHD will be used to remove any unwanted sediments deposited in-
side the trench in the intervening period. This will ensure the trench is suitably clean for the
positioning of the tunnel elements.
Tunnel foundation
Prior to the immersion of tunnel elements, a foundation layer of crushed rock will be placed on
the bottom of the trench using a barge equipped with a fall-pipe. The crushed rock will be sup-
plied by self-unloading bulk carriers directly from a quarry in, for example, Germany, Norway,
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Sweden or Denmark. The bulk carriers will moor alongside the barge and unload the crushed
rock via a conveyor belt and the crushed rock will subsequently fall down into the trench via
the fall-pipe.
Figure 1-30: Placing crushed rock as the foundation for tunnel element
Immersion of tunnel elements

The immersion operation involves all activities concerning the preparation, immersion, and
connection of the tunnel elements under water.
Before immersion, the tunnel element is connected to immersion pontoons that are positioned
over the tunnel trench and moored to anchors and is then ready for immersion. In near-shore
area tug boats may need to be used to help guide the elements into place, as shown in Figure
1-31.
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Figure 1-31: A tunnel element is towed by tug boats to the resund tunnel (Denmark)
The immersion starts by the ballast tanks being filled with water until the freeboard of the float-
ing element is reduced to zero. The ballast tanks are then further filled to create the required
weight for the element to sink. During the immersion operation, the tunnel element is lifted by
the two immersion pontoons using suspension wires, as shown in Figure 1-32. The position of
the pontoons is controlled by mooring wires connected to anchors on the seabed.
During the immersion, the tunnel element is gradually lowered towards a position next to the
previously immersed element. The horizontal movement of the tunnel element is controlled via
positioning wires. When the tunnel element nears the bottom, it will slowly be lowered onto the
foundation in the trench. The immersed element is pulled towards the previous element by
means of hydraulic cylinders, thus creating a space between the two elements' steel bulk-
heads. The space is then emptied of water and sealed by a fitted rubber membrane (Gina
gasket) that is pressed together by the water pressure at the opposite free end of the element.
The ballast tanks are then filled further until the minimum weight required to keep the element
in place has been achieved.
Subsequently alignment adjustments are made if needed. Once the tunnel element is correctly
positioned, locking fill is placed around the element again by using a hydraulic fall pipe.
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Figure 1-32: Immersion of an element from an immersion pontoon
(cross-section through the centre of the element)
Backfilling and covering the tunnel

Once a tunnel element has been installed on the foundation bed, it is necessary to backfill the
trench with suitable materials and to provide a protection layer of approximately 1.2 m on top.
Figure 1-33: Backfilling of the trench and protection of the immersed tunnel
Crushed rock or gravel will typically be used for the locking fill, depending on the location
along the alignment. The material is expected to be taken from a quarry in, for example, Ger-
many, Norway, Sweden or Denmark and placed by a barge via a fall pipe. The rest of the fill
on both sides of the elements will be sand mined in authorised sand mining areas on land or
from the sea by using a TSHD, which also places the material along the sides of the elements.
For the protection layer, rock will be transported from a quarry, possibly using a barge towed
by a tug boat, and placed by side stone dumping (pushing rock over the side of the pontoon)
or by grabs mounted on the vessel itself (depending on the water depth).
Completion works
When the backfilling around an element has been completed and the protective layer has
been laid out, water is pumped out of the ballast tanks inside the tunnel element while ballast
concrete is cast along the full length of the tunnel floor. Then the ballast tanks and the steel
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bulkheads separating the tunnel elements are removed and finally the joints between the ele-
ments are completed.
Tunnel element immersion sequence

Two independent work areas will be present at the same time in the Fehmarnbelt, from where
the elements are immersed, one starting from the Danish coastline and the other starting from
the German coastline - and both progressing towards the middle of the Fehmarnbelt. For the
marine activities related to the immersion of the tunnel elements into the dredged trench, it is
expected that work areas will continually have to be defined across the Belt with a length of
approximately 2 km and a width of approximately 1.5 km. The work areas will move location
as the placing of the tunnel elements progresses. Marine operations such as laying out the
crushed rock foundation, installing anchors, immersing tunnel elements and placing locking fill
and sand fill will take place here. The work areas will be clearly marked for the other ship traf-
fic and, as for the dredging work area, these areas are expected also to be protected by safety
service vessels. In addition, a vessel traffic system (VTS) will inform the ship traffic about the
construction activities taking place.
When the immersion of tunnel elements starts, dredging activities in one work area may still
be ongoing.
The backfill material and the rock protection are laid out by self-propelled vessels and this can
take place outside the work areas.
Construction of portal buildings and ramps

The portal buildings must be constructed in parallel with the production of tunnel elements in
order to make sure that some key components of the building will be ready in time to receiving
the adjoining tunnel element when it becomes available for immersion.
At this stage, however, the portal buildings and ramps need not be totally complete, but it is
essential that the following items are finished:
Temporary work harbours, including access channel on Lolland

Sea defences (sometimes temporary, but sufficient to protect the portal area until the
permanent sea defences are in place)
The seaward section of the cut and cover tunnel at the immersed tunnel connection
In order to ensure that these components are finished on time, several other components must
be completed along the way as well. The preparatory marine construction works must be car-
ried out, particularly at Lolland, to make way for the reclamation areas on which the portal
buildings will be built.
The different stages of construction works for portal buildings, ramps and sea defences are
shown in outline below in 10 steps for Fehmarn. Similar stages are expected for the construc-
tion works for the portal buildings, ramps and sea defences on Lolland.
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Legend for construction sequence
Newly constructed Previously constructed
1. Establishment of a temporary work site and construction of a temporary access road.
2. Construction of the tempo-

rary dikes parallel to the ex-
isting coastline. A gap is left
between the dikes at the po-
sition of the alignment to al-
low access for dredging ves-
sels for stage 3.
3. The seabed behind the tem-

porary dikes is dredged to
create a trench in which the
cut and cover section of the
tunnel will be constructed.
Temporary side dikes are
constructed either side of the
alignment, meaning that the
portal and ramp site is only
open to the Fehmarnbelt at
the seaward end.
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4. Construction of the tempo-
rary front dike closes the
seaward gap in the contain-
ment dike. The portal and
ramp site is now completely
closed off from the sea, but
remains water-filled for the
time being while the sur-
rounding construction work
continues.
5. The height of the side dike is

now raised for added protec-
tion before work starts on the
portal structure. Rock armour
is placed on the faces of the
protective dikes.
6. Upon completion of the dikes

the portal and ramp area can
be de-watered. A temporary
ground water lowering sys-
tem is installed to keep the
groundwater level below the
bottom of the excavation.
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7. Excavation on land creates
the final level for the land-
ward ramp section. A gravel
layer is placed on the bottom
of the excavation to provide
the foundation layer for con-
struction.
8. The critical elements of the

concrete works for the road
and rail ramps are then con-
structed, including the final
cut and cover section, sheet
pile cofferdam and drainage
sumps.
9. Temporary bulkheads are in-

stalled at the end of the cut
and cover tunnel to enable it
to be connected to the first
immersed tunnel element at
stage 10.
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10. The rock armour layer is re-
moved from the temporary
front dike and the rest of the
dike is removed using a
combination of land-based
equipment and dredging.
The remaining section of the
trench for the immersed tun-
nel is then dredged up to the
cut and cover section, mak-
ing the site ready for the im-
mersion of the first tunnel el-
ement against the portal
building.
A number of minor non-time critical construction works will still be in progress after the first
element has been immersed and connected to the completed part of the cut and cover tunnel.
These comprise:
Casting the remaining parts of the cut and cover tunnel

Casting the concrete ramp and lightscreen structures
Establishment of cable routes
Construction of permanent dikes and the permanent sea defence system
Construction of portal buildings
Earthworks for the road and rail ramps, including drainage works
Construction of motorway foundation and asphalting
Installation of signage and technology
Construction sites on Fehmarn and Lolland

The contractor may choose to use more work sites but in connection with/close to the align-
ment on Fehmarn and Lolland during the construction of the tunnel and its approaches.
Construction workforce
The workforce discussed in this section is provisional, with exact staffing levels to be deter-
mined by the contractor. It is estimated that the total man-hours needed for the construction of
the Fehmarnbelt Fixed Link tunnel are in the region of 20,000 man-years.
Initial construction activities include preparation of the tunnel element factories, construction of
accommodation facilities and the early phases of marine dredging, including the construction
of the temporary work harbours.
The periods with highest activity will be during the production of the elements, the dredging of
the tunnel trench and the construction of the portal buildings and ramps. In this period it is
estimated that there will be approximately 600 people engaged in marine construction activi-
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ties (on work shifts basis) and approximately 200 people on either side of the Fehmarnbelt
engaged in construction of the portal buildings and ramps (also on work shifts basis).
The element factory is expected to employ 12,000 man-years (also on work shifts basis) over
a period of 4 years.
There will be reduced levels of activity at the end of the project with the final fitting out of the
tunnel comprising the installation of fixed equipment, including railway systems.
This will be followed by a period of testing and commissioning the tunnel including the railway.
Construction schedule
The overall goal is to complete the project within a timeframe of approximately 6 years, start-
ing from the first contract being signed in 2014. The time schedule is provisional and will be
further developed by the tenderers.
The time schedule assumes that the Fehmarnbelt Fixed Link tunnel project will be split into
contracts, all of which involves design and construct.
Table 1-3: Expected time schedule for the construction of the immersed tunnel
2014 2015 2016 2017 2018 2019 2020
Mobilisation
Design
Production site preparation
Dredging work
Construction works on Lolland
Construction works on Fehmarn
Element production
Tunnel element immersion
Installation works and testing
Target for opening of the link
Decommissioning and removal
Decommissioning and removing the tunnel structures and installations comprises the following
actions for the immersed tunnel solution:
The tunnel tubes are stripped of equipment and cabling, etc. and flooded, after which
the entrances are sealed to prevent unauthorised access
Decommissioning and removal/demolition of tunnel entrance structures, portal build-
ings and road and railway structures
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As the intention of the land reclamation areas is to maintain or even improve the condi-
tions for flora and fauna in the area, it is considered unlikely that, after 120 years of
'natural environmental development', these areas will be required to be returned to
their original condition. For this, a comparison can be made with the existing sea dikes
on both Lolland and Fehmarn, which were established in the 1870s
The environmental impact
The environmental impact is defined as the aspects of the project which have a potential im-
pact on the surrounding environment, and which can be quantified from the technical project
description. A project has an impact on the environment not only due to the technical features
and appearance of the final project, but also due to the construction method, construction ac-
tivities and the O&M-related facilities and activities. Examples of typical impacts are footprint
(area affected), vertical profile, noise, air emissions, spill of fine sediments during dredging
and reclamation and solid and liquid waste products. Table 1-4 shows a list of impacts for a
complete range of relevant project elements for the immersed tunnel solution, divided into
elements associated with the construction of the permanent link and O&M phase. The table
does not include the related environmental impact assessment.
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Table 1-4: Project features and environmental pressures for the immersed tunnel solution
PERMANENT STRUCTURE
Project Features Comprising Environmental pressure

Permanent project Access roads Footprint area (=horizontal extension)
structures on Lolland Motorway
Toll station
Customs
Railway Vertical profile (height distribution)
Green areas & paths
Part of:
Cut & cover tunnel Material composition and consumption
O&M facilities
Portal buildings
Sea defences
structures on Feh- Motorway
marn Customs
Railway Vertical extension (height distribution)
Green areas & paths
Part of:
Cut & cover tunnel Material composition and consumption
O&M facilities
Portal buildings
Sea defences
Permanent project Facilities at land reclamation area Footprint area (=horizontal extension)
structures offshore at Lolland, including area re-
claimed with trench excavation Vertical profile (height distribution)
material, cut & cover tunnel, O&M
facilities, portal buildings, sea
Material composition and consumption
defences
Facilities at land reclamation area Footprint area (=horizontal extension)
at Fehmarn, including area re-
claimed with trench excavation Vertical profile (height distribution)
material, cut & cover tunnel, O&M
facilities, portal buildings, sea Material composition and consumption
defences
Tunnel below water Footprint area (=horizontal extension)
Vertical profile (height distribution)
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CONSTRUCTION WORKS

Construction sites on Temporary structures Footprint area (=horizontal extension)
Lolland (facilities & buildings)
Construction works on land Disturbance
(earth works, drainage, construc-
tion traffic, etc.) Noise
Solid and liquid waste
Dust
Light emission
Accidental spills
Waste of materials and resources
Energy consumption
Water consumption
Construction sites on Temporary structures Footprint area (=horizontal extension)
Fehmarn (facilities & buildings)
Construction works on land Disturbance
(earth works, drainage, construc-
tion traffic, etc.) Noise
Solid and liquid waste
Dust
Light emission
Accidental spills
Waste of materials and resources
Energy consumption
Water consumption
Construction areas Offshore construction sites, in- Footprint area (=horizontal extension)
offshore cluding temporary work harbours
and storage areas Vertical profile (height distribution)
Offshore activities, including a Disturbance
fleet of construction vessels and
plants Restricted work zones
Noise
Accidental spills (including oil, chemicals,
solid and liquid waste), collisions leading to
oil spills
Dredging of tunnel trench Spill of fine sediments
Deposition of excavated material Spill of fine sediments
(reclamation areas at Lolland and
Fehmarn coasts)
Backfilling of trench Spill of fine sediments
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OPERATION & MAINTENANCE

Traffic Vehicles, Fuel consumption
trains (Air emissions)
Noise
Vibrations
Light
Traffic density
O&M activities General activities Energy consumption
Other resources (water, chemicals, etc).
Solid and liquid waste.
Activities at ramp areas (Lolland Disturbance
and Fehmarn) Noise
Light
Rainfall runoff and snow clearing Contaminated discharges
at portal buildings and ramps.
Washing of roads in tunnel.
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2. The Cable Stayed Bridge
Major features
The overall major features of the design for the cable stayed bridge solution are:
A dual track railway and a four lane motorway link. Double deck bridge girders with the
road on the upper level and the railway on the lower level.
A main bridge with six spans and a total length of 2,414 m.
Two main navigation spans each of a length of 724 m and minimum clearance from the
sea surface of 66.2 m.
Two approach bridges connecting the main bridge with the coasts, at lengths of
5,748 m on the Fehmarn side and 9,412 m on the Lolland side. The approach bridge
span is mostly 200 m.
Two reclaimed peninsulas at the Fehmarn and Lolland coasts out to water depths of 5-
6 m, connecting the approach bridges to the coasts.
Land works connecting the road and railway to the existing infrastructure.
Facilities, structures and buildings for toll collection and customs control.
Facilities for O&M and emergency response.
Facilities for administration.
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The total bridge length is approximately 18 km between the abutments of the approach bridg-
es, with a total of 78 piers plus three pylons for the main bridge. These features are described
in more detail in the following sections.
Alignment
The alignment for the marine section is shown in Figure 2-1 with the Fehmarn and Lolland
land alignments in Figure 2-2 and Figure 2-3. It passes 470 m east of Puttgarden harbour,
crosses the belt in a soft S-curve and reaches Lolland 1,560 m east of Rdby harbour.
The actual alignment and landfall locations were chosen in a process which included environ-
mental considerations in addition to costs and technical issues of connecting to the existing
infrastructure. The environmental considerations led to the definition of a "low impact corridor"
within which the final alignment could be chosen. A number of alignments were investigated
and optimised to fit the spatial resistance factors identified for the project area.
A perpendicular crossing of the international navigation channel, the T-route, leads to the op-
timum navigation conditions and to the minimum main span lengths.
The vertical profile consists of a straight line with 0.88 % slope on the Fehmarn Approach
Bridge, a gentle curve on the Main Bridge, and a straight line with 0.59 % slope on the Lolland
Approach Bridge. See Figure 2-4 where the heights are exaggerated 10 times.
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Figure 2-1: Horizontal alignment Fehmarnbelt Fixed Link Bridge Design
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Figure 2-2: Alignment of road and rail Bridge Design Fehmarn
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Figure 2-3: Alignment of road and rail Bridge Design Lolland
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Figure 2-4: Vertical profile
Description of permanent works
Main bridge
The concept design for the main bridge is a twin cable stayed bridge with three pylons and two
main spans of 724 m each. This concept has been identified as the most advantageous de-
sign, with respect to functional, operational, economic and aesthetic aspects.
The layout of the two main spans directly reflects functional and safety requirements related to
ship navigation. The separated east and west bound ship traffic requires two spans each with
a horizontal navigation clearance of 665 m. The vertical navigation clearance is a minimum of
66.2 m.
The pylons and piers are designed for the structural loads and ship impact forces as well as
for aesthetical aspects. There is a 4-leg centre pylon and two twin leg outer pylons supporting
the stay cables. The piers outside the outer pylons are called anchor piers, and refer to their
function of anchoring tension forces from the cables to the pier. The next pier out again is
called a transition pier, and it provides the transition from the main bridge to the approach
bridges.
The span arrangement, as shown in Figure 2-5, results in a total length of 2,414 m.
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Figure 2-5: Main bridge elevation
Superstructure
The superstructure of the cable stayed bridge consists of a double deck girder with the dual
carriageway road traffic running on the upper deck and the dual track railway traffic running on
the lower deck. The upper roadway deck is made as a closed steel box with the stay cables
anchored at the edge. A truss structure under the road deck carries the dual track railway. The
height of the girder is 12.9 m.
Figure 2-6: Cross section Main bridge
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Figure 2-7: Typical truss layout
The typical cross section of the bridge girder and the truss layout can be seen in Figure 2-6
and Figure 2-7.
There are emergency walkways inside the trusses along with cable trays for services (electrici-
ty, communication etc.).
Pylon structure
Two types of pylons are provided, both with a height of 272 m above sea level and V-shaped
in transverse direction. The centre pylon is A-shaped in elevation and has 4 legs. The two legs
on each side of the A are separated below the cable anchorage zone at an elevation of 190 m.
See Figure 2-8. The outer pylons have two legs and are vertical in elevation. See Figure 2-9.
The A-shape of the centre pylon is necessary since it is not stiffened by backstay cables and
has to be strengthened against bending and for reduction of the vertical deformations of the
main spans.
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Figure 2-8: Centre pylon
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Figure 2-9: Outer pylon
Pylon foundations
Caissons provide the foundation for the pylons and piers of the main bridge. The overall shape
of the caisson for the centre pylon in plan view is circular in order to minimize the water block-
age. This is also advantageous because the circular shape provides an improved capacity to
resist the large moments from road and rail traffic acting in the longitudinal direction of the
bridge while still providing the required capacity to resist the large forces from ship impact act-
ing in the transverse direction of the bridge. The diameter of the base slab (diameter of cais-
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son + 2 x 0.5 m) is 75 m corresponding to an area of 4,418 m2. See Figure 2-10 and Figure
2-11.
The outer wall of the caisson protrudes above the water surface to be visible to approaching
ships, and is provided with openings below water level to ensure exchange of water within the
wall.
Figure 2-10: Layout of centre pylon caisson;

diameter of base slab is 75 m
The caissons for the outer pylons are elliptical in shape (Figure 2-12) and are filled with sand
to resist impact loads from shipping. As with the centre pylon, the outer wall protrudes above
the water surface.
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Figure 2-11: Section of centre pylon caisson
Figure 2-12: Layout of the outer pylon caissons
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Figure 2-13: Section of the outer pylon caissons
Anchor and transition piers and foundations

The anchor and transition piers are similar in shape to the approach bridge piers, but with a
different structural design to accommodate the different loads at these locations. In particular,
the anchor piers are connected with pre-stressing cables to the bridge deck to transfer the
uplift forces. Figure 2-14 shows the anchor piers.
The caissons for the foundations of the anchor and transition piers are smaller than those for
the pylons, see Figure 2-14 for the section view. The footprint area is only approximately 720
m2 and they extend 4 m above the seabed. The caissons are filled with sand and the piers are
surrounded by ship protection structures.
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Figure 2-14: Layout of the anchor piers
Ship collision protection structure for anchor and transition piers

Ship collision protection structures are provided around the anchor and transition piers. This is
in contrast to the main pylons, where the caissons are designed not only for structural support
of the bridge but also to withstand ship collision. The general arrangement of the protection
structures and the concrete dimensions are shown in Figure 2-15. Ship protection structures
are only used for these four piers, as the risk of ship collisions with piers further away from the
navigation spans is lower.
Crushed stone will be used as fill inside the compartments of the caisson, and the outer wall
will protrude above the water surface, and has been provided with openings below water level
to ensure exchange of water between the inside and outside.
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Figure 2-15: Layout of protection structure for anchor and transition piers
Approach bridges
The main bridge is connected to the coasts by two approach bridges. The southern approach
bridge is 5,748 m long and consists of 29 spans and 28 piers. The northern approach bridge is
9,412 m long and has 47 spans and 46 piers. The alignment of the approach bridges is shown
in Figure 2-1.
The road rises from an elevation of 24.9 m at the Fehmarn abutment to 82.2 m at the centre
pylon and then drops to 20.9 m at the Lolland abutment. A coastal navigation route is provided
at approximately 2,700 m from the Fehmarn abutment where the clearance to the girder soffit
is above 34 m.
Superstructure
Similar to the main bridge, the road and rail traffic are at two levels, i.e. the upper deck for the
road and the lower deck for the railway. The principal difference is that the girder is a compo-
site structure with an upper concrete slab and a lower steel truss.
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Figure 2-16: Cross-section Approach bridge girder
Piers and caissons

The substructure concept assumes that all piers can be directly founded on shallow founda-
tions. This means that soil improvement will be required for some sections of the Fehmarn
approach bridges.
It is proposed that the piers are pre-fabricated on shore in two parts, a lower caisson and an
upper pier shaft, which will then be transported to the site and installed by a heavy lift vessel.
All piers, from the short ones near the coast to the tallest close to the main bridge, are based
on the same overall design principle with some variations, mainly relating to their size and
ability to absorb ship collision loads.
The pier shafts are formed as hollow, slender supporting structure elements, see Figure 2-17.
The caissons for the approach bridges are almost identical to those for the anchor and transi-
tion piers. The principal difference is that the caissons will be founded approximately 4 m be-
low the seabed.
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Foundations
The overall substructure solution adopted for the Fehmarn Bridge is precast concrete caissons
placed at a shallow depth below the seabed. For the Lolland approach bridge the soil condi-
tions are very favourable in that viable clay till is found close to the seabed and the pile con-
cept is direct foundation at shallow depth.
Figure 2-17: Approach bridge substructure concept
The soil conditions for the main bridge and the Fehmarn approach bridge piers are less fa-
vourable because weak postglacial/late glacial deposits of clay/sand/silt of significant thick-
ness overlie viable clay till or folded Palaeogene clay. The undrained shear strength of the
upper layers is estimated to be below 60 kPa, which is too weak for the pier and pylon founda-
tions. At a few pier positions the Palaeogene clay is close to the seabed.
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The soil below the piers and pylons for the main bridge and the Fehmarn approach bridge
needs to be improved to accommodate lateral loads from ship impact, and to ensure that total
and differential settlements are within acceptable limits.
The following foundation methods will be employed:
Pier L46 to Pier L5 (from the Lolland coast southwards): Caisson placed directly on
Quaternary Glacial deposits 4 m below the seabed.
Pier L1 to L4 (closest to main bridge on the Lolland side): Caisson placed on a 2 to 3 m
thick gravel bed, 4 m below the seabed, or lowered 2 or 3 m to a foundation depth of 6
to 7 m below the seabed.
Centre pylons, outer pylons, anchor piers and transition piers for the main bridge:
Caissons are placed 2 m below the seabed. The incompetent soils are improved with
15 m long bored concrete piles, each with a diameter of 2 m. The pile heads are em-
bedded in a crushed stone bed, and the piles are not connected structurally to the sub-
structure.
Pier F1 to F28 (from the main bridge to Fehmarn): Caissons are placed 4 m below the
seabed. The incompetent soils are improved with 15 m long bored concrete piles, each
with a diameter of 2 m. The pile heads are embedded in a crushed stone bed, and the
piles are not connected structurally to the substructure.
Figure 2-18: General overview of soil conditions along the bridge alignment
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A simple geological overview is presented in Figure 2-18. Piling will in general be carried out in
the Palaeogene clay and Basin deposits, mainly located on the southern part of the alignment
and at the location of the main bridge.
A general layout of the foundations for the Lolland side is shown in Figure 2-19, which also
shows the backfilling and scour protection.
Figure 2-19: Layout of pier foundations for piers L46 to L5
A general layout of the foundations for the Fehmarn side is shown in Figure 2-20.
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Figure 2-20: Layout of pier foundations for piers F1 to F28
Technical installations
Power supply
The electrical power supply system will support the operation of the M&E installations on the
bridge. A failure tolerant system, it will continue to operate in the event of a single failure in
any system component.
Electricity from Danish sources will be used to power the full length of the bridge, including the
Danish landside facilities. A German supply will power the German landside facilities under
normal operating conditions. In order to provide a high level of reliability, both the German and
Danish supplies must be independently capable of powering the entire link infrastructure.
Emergency power supply shall be provided at one in-feed point in the form of diesel generator
set(s) with step-up transformer(s). It will be possible to provide power supply to all essential
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loads along the bridge, even in the event of fatal failure in one section of the primary substa-
tion.
The estimated power demand for the M&E installations on the bridge is as follows:
Night period: 400 kVA

Day period: 300 kVA
The estimated energy consumption is 3,000 MWh/year, excluding railway operations.
Architectural lighting
The Fehmarnbelt links architectural lighting will be an important part of the character and vis-
ual impact of the bridge. In general terms, the main spans will represent the highlight of the
lighting project with the girder forming a lit element floating above the water below.
Illumination of the bridge will be focused on the following five components:
Main span pylons

Piers adjacent to main pylons
Cable stays
Girder/deck
Staircases
The railway deck will be equipped with evacuation lighting (every 25 m pointing to the nearest
stairway to the road level) and safety lighting on the handrails. Normal lighting on the railway
deck is not anticipated.
The pylons will be illuminated in order to outline and enhance their architectural features and
to increase their visibility at night for sea and air traffic. See Figure 2-21.
The basic illumination is white coloured floodlighting, which provides a uniform luminance of
the pylons surfaces, decreasing towards the top with soft gradients. The average luminance
will be 5-10 cd/m2.
The underside of the bridge girder and the pylons and piers around the navigation channels
will be illuminated to enhance the shape of the navigation clearance for the sea traffic.
The white floodlighting may be supplemented by coloured lighting and with point or line
shaped LED lights, to be decided by the architects.
Lighting equipment will be selected for both its function and ease of maintenance in the saline,
maritime environment of the bridge, as well as for low energy consumption.
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Figure 2-21: Proposed lighting at the main spans
Drainage on main and approach bridges

The drainage design on the main bridge and the approach bridges is different because of the
possibilities for collecting and discharging the water along the bridge.
On the approach bridges the roadway deck is furnished with gullies at 20 m intervals along
both sides. The gully outlet pipes are connected to longitudinal collector pipes on both sides of
the bridge. The collector pipes connect to down pipes at every 200 m, leading the drain water
through the railway deck down to combined oil separators and sand traps located inside the
pier head. From the combined oil separators and sand traps the drain water is lead down in-
side the pier shaft and discharged into the sea.
The current design is based on the regulations issued by the Danish Road Directorate (DRD).
For a return period of rainfall of two years, the design capacity of oil separator and sand trap is
19 l/s and 10 m3 respectively. As the pier head has sufficient room, two oil separators will be
placed at every second pier, collecting water from the two adjacent spans, in order to minimize
inspections.
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The drainage of the railway deck is connected to the roadway drainage pipe for the same
treatment before discharge to sea.
On the main cable stayed bridge, the roadway deck is furnished with gullies at intervals from 4
m up to 20 m, depending on the longitudinal inclination of the bridge girder. The gullies are
stainless steel gullies with sand traps, which can be cleaned and emptied from the road deck.
The gully outlet pipes are connected to longitudinal collector pipes on both sides of the bridge.
The collector pipes connect to oil separators placed inside the upper roadway deck with a lon-
gitudinal distance of 40 m. The oil separators can be emptied directly from the roadway deck
through a hose. A pipe at every oil separator leads the drain water down to and through the
railway deck, where it is discharged into the sea. The drainage of the railway deck is connect-
ed to the roadway drainage pipe without any treatment before it is discharged into the sea.
Communication
Communication systems in the form of telephone and radio will be installed in order to provide
people on the bridge with the following services:
Emergency calls for assistance in the event of fire or accidents;

Communication means for emergency assistance personnel in the event of fire or ac-
cidents on the road and railway;
Communication means for the maintenance personnel for the road and the bridge, in-
cluding the installed equipment.
It is assumed that the service providers of mobile telephone services in Germany and Den-
mark will provide coverage on the link. It is also assumed that coverage of GSM-R railway
radio will be provided. This radio system is used for voice and data communication between
the train and the train control centre.
FM broadcast radio on dedicated German and Danish radio channels transmitting traffic ser-
vices will be available on the entire bridge. The channel frequency will be displayed on signs
on the bridge.
Traffic management system

A Road Traffic Management System (RTMS) will be installed on the bridge in order to reduce
the risk of accidents on the roadway and to assist in limiting the scope of the accidents that do
occur.
The RTMS will consist of:
CCTV monitoring based on infra-red monitors

Automatic Incident Detection (AID) system
Variable message signs (VMS) at regular intervals (1-2 km)
Fixed road signs
Movable barriers
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The CCTV system on the roadway will provide video feeds for an Automatic Incident Detection
(AID) system as well as traffic control.
As a large part of the traffic volume is expected to have non-Danish/non-German drivers, text-
based information to drivers must be kept at a minimum. Consequently, mainly pictogram type
VMS will be used.
Lane Control Signs (LCS) mounted on portals will be used to direct drivers to use specific
lanes. Use of LCS increases traffic safety in situations with e.g. stalled vehicles, accidents,
counter-flow traffic or evacuation from the bridge.
SCADA System
The Fehmarnbelt Fixed Link will be equipped with a Central Control Room with means for vis-
ual presentation of traffic conditions and active control of traffic by variable message signs, as
well as a status for the operation of all supporting technical systems.
For this purpose a Supervisory Control and Data Acquisition (SCADA) system will be provided
and installed in the Central Control Room. See Figure 2-22.
The following systems will be connected to and be a part of SCADA:
Power Management System for operation of the power systems

Control and Monitoring System (CMS) for operation monitoring of the M&E systems
Road Traffic Management System (RTMS)
Structural Health Monitoring System (SHMS) for monitoring structural behaviour
Bridge maintenance system
CCTV system
Radio and telecommunications
Camera surveillance system / Incident Detection System
Weather monitoring system
Emergency telephones
Access control system
The SCADA overview screen will be used for management of rescue activities as well as redi-
rection of traffic in case of maintenance works.
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Figure 2-22: Principal arrangement of the SCADA System
Inspection Gantries
Inspection gantries are provided at both sides of the railway running on rails attached to the
lower steel chord. Each inspection gantry is equipped with a cherry picker, which gives access
to all external steel surfaces for inspection and minor paint repairs.
It is anticipated that a full application of a new paint will be needed approximately 20 years
after the opening of the link, but this is not intended to be carried out from the inspection gan-
try. Instead, the contractor appointed for this work will design a moveable platform to protect
the surroundings from sand blasting waste and spilled paint.
Staircases
Staircases between the railway and road deck are provided every 400 m on both sides of the
railway deck. At every staircase, an elevator of a sufficient size for two people carrying a
stretcher is provided.
The staircases are used for the evacuation of passengers from a stopped train and for fire
fighting and rescue personnel. Moreover, they will provide direct access to every second pier
top including all pier tops with technical rooms and oil separators. Intermediate pier tops are
accessed (for inspection of bearings and concrete surfaces) by the inspection gantry de-
scribed above.
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Fire fighting
Fire fighting on the bridge is carried out by the fire services using water tank trucks. Facilities
for filling up the water tanks will be provided at both ends of the bridge.
Fire fighting systems will be installed in order to provide the fire brigade with pre-fixed equip-
ment on the bridge, enabling them to respond rapidly in the event of an alarm being raised.
Fire water is provided at the emergency stop stations for trains, located at both ends of the
bridge.
Systems will also be provided to enable automatic fire fighting in areas where fires can start in
the electrical equipment.
The fire fighting system will comprise:
Fire hydrants (dry risers) on the rail deck

Fire hydrants at the emergency stop stations at both ends of the bridge
Gas extinguishing systems in technical rooms
The fire hydrant system will be individual dry risers located at intervals on both sides of the
bridge: The risers will be located at all staircases and quarter points in between (risers at eve-
ry 100 m).
Hand held fire extinguishers will be installed on the road deck at the emergency telephones, in
technical rooms and at other strategic positions (to be defined).
Security systems
Unauthorised access to emergency exit stairs, pylons, technical rooms and railways must be
prevented as far as possible by:
Fencing the access to the railway

Automatic alarmed access control to warn the bridge Control Room in the event of any
attempt at unauthorised access
CCTV cameras to identify the movement of intruder/s at both ends of the bridge (CCTV
cameras may be sited at other strategic places at a later stage)
The occurrence of any unauthorised access must be transmitted to the central Control Room
of the bridge.
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Land works Fehmarn
Peninsula design
A peninsula (embankment) is designed to use the shallow waters east of the ferry harbour
breakwater to shorten the Fixed Link Bridge between its abutments (Figure 2-23). The abut-
ment is located at the head of the peninsula.
The embankment is approximately 580m long, measured from the coastline. Formed like a
long U, it reaches out seawards to North-East. The area between the peninsula, the ferry
port's breakwater and the gravel beach will be filled by excavated material from offshore exca-
vations, up to an average of approximately +2 m MSL.
Figure 2-23: Illustration of the Fehmarn peninsula
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Figure 2-24: Reclamation Fehmarn
Page 90/164

Figure 2-25: Typical cross section of embankment on Fehmarn
The embankment consists of a dike with quarried fill and a revetment of armour stones at the
outer edges. The embankment itself will be high quality sand. See Figure 2-25.
Gallery structure
The gallery structure is 320 m long and enables a separation of the road and railway align-
ments. The upper level turns slightly west while continuing on the 25,000 m radius. The rail-
way turns east using a 5,000 m radius. The profiles of the railway and motorway descend to
the natural terrain surface. Figure 2-26 shows how this is achieved structurally.
Figure 2-26: Penultimate support of gallery most extended cross beam
Page 91/164

Ramp viaduct and embankment
A 400 m long ramp viaduct bridge connects the road from the end of the gallery section to the
motorway embankment. It will be constructed of reinforced concrete piers and a pre-stressed
concrete superstructure with spans of 40 m. The viaduct bridge passes onto an embankment
with a length of 490 m, leading the road down to the natural terrain.
The railway runs in a cut or on a continuous embankment from the peninsular inland to its
junction with the existing railway.
Motorway overpass over railway tracks

The motorway has to pass over the existing railway tracks to Puttgarden Harbour without inter-
fering with their signalling system or touching the tracks, except for short periods during con-
struction.
Access to the local road network

Access to Marienleuchte will be provided by a new road connected to the road to Presen. The
new road will be placed east of the railway line. The same road will be extended to provide
access to the peninsula and abutment for maintenance and operation purposes.
The underpass for the existing road to Marienleuchte will be maintained. Therefore access to
the Scandlines facilities east of the harbour will remain unchanged. The K49 and its intersec-
tion as well as a new connection to the ferry harbour will be designed as part of the German
hinterland connection.
Miscellaneous and ancillary works

At least two of the wind turbines south of the ferry harbour will have to be relocated since they
will be closer than 100 m to the railway.
The embankments and all paved areas of the motorway and railway lines will be fitted with
drainage ditches. Roads and railway south or higher than the ridge level west of Marienleuchte
will drain to a local drainage trench at the road to Presen. This trench leads to a pump station
at Presen, which will deliver the water into Fehmarnbelt. Other water will be led directly to
Fehmarnbelt. Due to possible contamination from accidents, oil separators and sand traps will
be built before the water is led to the run-off ditch. The separated oil will be concentrated and
protected against storm washout. All oil separators need a road access to facilitate emptying.
It can be assumed that the drainage trench capacity will not fulfil the requirements of the Fixed
Link Bridge. Therefore a storage basin between the separator and the runoff ditch will be de-
signed.
A high voltage access from a German power supplier will be fed in at the area of the K49
crossing.
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Land works Lolland
The land works on Lolland are in principle similar to those on Fehmarn. They consist of a pen-
insula (approximately 480 m long measured from the coastline), a gallery structure (320 m
long) for the separation of the horizontal alignment of the road and railway, a viaduct bridge for
the road (400 m long) and embankments for the motorway (465 m long) and railway (680 m
long). Figure 2-27 shows the peninsular and structures on land in a 3D illustration.
The toll station is located north of the motorway embankment. Custom Control Facilities will be
situated on the north east and the south west sides.
A feeder road (tentatively called "Intersection Road") north of the crossing with the Hum-
legrdsvej connects the existing Sydmotorvejen and the Darketvej. Slip roads from the motor-
way are connected to this road as well as the eastern access road to the toll station. This road
overpasses the motorway and railway with bridges located on embankments, carrying the
local road, a bicycle lane and a pavement.
Next to the dike the rerouted stersvej underpasses the railway tracks with a frame con-
struction and a small trough. The existing dike crest will be lowered, protected by the peninsu-
la, and will provide an underpass for cyclists and pedestrians.
Figure 2-27: Lolland peninsula and gallery solution
Page 93/164

Figure 2-28: Reclamation Lolland
Operation and maintenance facilities

The link will require, as a minimum, a toll and customs plaza on the Danish side, along with
related bridge administration and maintenance services.
The programme for architectural studies of the toll facility and associated buildings has been
established to provide a conceptual design for the ongoing design work, and must not be con-
strued as being a definitive programme for the facility. The assumptions are based, in part, on
experience with similar facilities in connection with the Storeblt and resund bridges.
Ground level functions may logically include toll and customs related functions, emergency
services, material storage and staff services. First floor spaces are ideally suited to house a
staff canteen and administrative offices. Two-storey space may also be provided within the
longitudinal building mass, possibly for housing a power station, large equipment storage, or
other functions requiring additional ceiling height.
Finally, the disposition of the combined facility and the modular layout of the building pavilions
provide the necessary flexibility to accommodate programme changes and future expansion.
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The primary function of the toll plaza is the toll booths and associated ticketing facilities. Seven
access lanes, with accompanying ticketing facilities, are provided for both northbound and
southbound traffic.
In the area leading away from the payment system large pull-in facilities for customs inspec-
tion, safety checks, etc. are integrated.
Current bridge toll systems provide for a combination of manned and unmanned payment
booths. Future toll systems may see the reduction or even the elimination of manned systems,
in which case drivers pay only with Bro-Bizz or similar chip-based systems, or by credit card.
The toll payment stations themselves will need to be designed and detailed with future pay-
ment technologies in mind.
Facilities for the German control facilities will be accommodated. Possible requirements
emerging from the study of safety with respect to access to the Link Control Centre during
emergency situations will also be considered. This may lead to additional facilities (buildings
etc.) to be placed in the control area on Fehmarn.
Page 95/164

Construction works
Table 2-1 lists the major material resources required for the construction of the cable stayed
bridge link.
Table 2-1 Resource requirements
Material Quantity
Structural steel 283,000 tonnes

2
Paint area on steel structure 1,133,000 m
Stay cables 6,100 tonnes
Pre-stressing steel 5,100 tonnes
Reinforcement 158,000 tonnes
Concrete piles for soil improvement 110,000 tonnes

3
Structural concrete 790,000 m
3
Dredging and Reclamation 1,400,000 m
Sand fill for caissons and backfill around 305,000 tonnes

caissons
Crushed rock for caissons and backfill 444,000 tonnes

around caissons
Scour protection rock 257,000 tonnes
Armour rock for revetments 125,000 tonnes

3
Fill for peninsulas and embankments 829,500 m
Notes: 1. Toll station with all related equipment/buildings is not part of above table
2. Excluded are all areas required for border and/or customs control
3. Landscaping areas are not identified yet
Production sites and temporary work harbour
General description
For the development of the layout of the sites it has been assumed that the works are split into
the following 5 contracts:
The Main Bridge

The Approach Bridge Substructure for both Lolland and Fehmarn approach bridges in-
cluding the anchor piers/caissons and the transition piers/caissons and the ship impact
protection for the anchor piers and transition piers
Page 96/164

The Approach Bridge Superstructure for both Lolland and Fehmarn approach bridges.
The Land Works on Lolland
The Land Works on Fehmarn
Two production sites for the fabrication of the bridge elements have been identified.
Rdby:
Production site for the substructure for the approach bridges and for the anchor piers and
transitions piers and their ship impact protection for the main bridge. The Rdby production
site is combined with the Lolland support harbour for the construction of the bridge and the
landworks on Lolland.
Odense/Lind:
Production site for the superstructure for the approach bridges and for the pylon caissons and
superstructure for the main bridge.
These two sites for the production of the Fehmarn Belt Bridge are described in the following
passage.
General layout of the harbour and production site at Rdby

An area located between the existing ferry harbour at Rdby and the new bridge alignment
has been allocated for the establishment of production and support facilities for the following
activities:
Prefabrication of the Substructures - caissons and pier shaft - for Lolland and Fehmern
Approach Bridges.
Support activities in relation to the construction of the Approach Bridge Substructures
and Superstructures
Support activities in relation to the construction of the Main Bridge
Support activities in relation to the construction of the Land Works on Lolland
Camp facilities for the housing of staff and workers.
For the handling of materials to and from the production facilities a temporary harbour with
suitable load in and load out facilities is constructed.
Layout of the site

The general layout of the production site is shown in Figure 2-29.
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Figure 2-29: Lolland Production Site and Work Harbour
Page 98/164

Internal roads
Paved internal roads are prepared throughout the production site providing access for
internal transportation of materials, equipment and personnel. The roads are generally 15
m wide and are designed to carry heavy truck traffic.
External infrastructure requirements

It is anticipated that the amount of heavy traffic on public roads near the working site will be
relatively modest during the construction period as bulk material such as fill for embankments
and aggregates required for the concrete production primarily will be shipped to the site
through the temporary harbour. The traffic will therefore be dominated by passenger vehicles
transporting staff and workers to and from the site.
The main access to the production site is via the existing stersvej from the motorway lead-
ing to ferry harbour at Rdby. It is expected that the capacity of the existing stersvej must
be extended.
Electricity, water and waste water treatment

It is assumed that the local municipality (Lolland Kommune) will supply the required ser-
vices.
Geotechnical investigations of the area

Additional geotechnical investigations are needed in the site area where the casting of the
caissons and pier shafts is done. In particular the ground conditions for the pile foundation of
the skid tracks onshore and offshore for the caisson and pier shafts needs to be investi-
gated.
Reestablishment of the site after completion of the works

After completion of the bridge construction works the temporary structures are removed.
Production and load out of caissons and pier shafts
Production facilities
This section describes the methodology for prefabrication of bridge pier shafts and pier cais-
sons.
The prefabrication site consists of two production lines, one producing pier caissons and one
producing pier shafts. Each line consists of a number of identical stations operating in parallel
with one another. For the caisson line 10 individual casting stations are provided, while 12
stations are provided for the casting of pier shafts. Each line is serviced by a reinforcement
prefabrication shop. Both production lines are serviced by a double concrete batching plant.
Once complete, the caissons and pier shafts are transported along a skid way to the load-out
position where they can be picked up by a self-propelled barge or a heavy lift vessel (HLV)
with an assumed lifting capacity of 7,000 tons.
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The dry weight of the elements prefabricated onshore is limited by the lifting capacity of the
HLV. The weight of the larger caissons exceeds this lifting capacity and will therefore be com-
pleted while partly submerged in order to benefit from the positive buoyancy during the subse-
quent transport and installation in the bridge line. In total 4 "off shore" casting positions are
provided.
The following key assumptions form the base for the shown layout of the production facilities:
Yard operates a 6 day working week in two shifts.

The maximum dry weight of any completed element is:
Caisson (dry) 8,200 t
Pier shaft 5,900 t
Complete pier plus caisson 6,200 t
Caisson production line

The caisson production line consists of 10 production stations and four offshore finishing posi-
tions.
The production stations are arranged in two parallel rows. Each row is served by tower cranes
on rails parallel to which are storage areas for formwork and prefabricated rebar cages.
Pier shaft production line

The pier shaft production line consists of 12 production stations and six finishing/storage sta-
tions.
The production stations are arranged in two parallel rows. Each row is served by tower cranes
on rails parallel to which are storage areas for formwork and prefabricated rebar cages.
Concrete batching plant

Both prefabrication lines including the offshore casting positions for caissons will be serviced
by two concrete batching plants to withstand mechanical failure of one batching plant. Con-
crete will be pumped from the batching plant directly to the serviced truss towers or transport-
ed by truck to mobile truck-mounted pumps depending on the distance to the casting position.
The caissons and pier shafts for the Approach Bridges and the anchor piers/caissons and
transition piers/caissons for the Main Bridge require in total approximately 272,000 m3 con-
crete to be cast over a period of approximately 30 months. The largest pour will be approxi-
mately 620 m3 corresponding to the lower slab of a typical caisson. Casting will be in layers of
approximately 300 mm with electrical poker vibration by hand (30-60 mm diameter).
The batching plants further provide ready mixed concrete for the offshore casting of joints be-
tween caisson and pier shaft. Here the concrete is transported by mixer trucks driven onto
shuttle ferries, which are then sailed to the bridge alignment.
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Loading and unloading facilities
Materials are supplied to the Prefabrication Site by ship or by truck. At the temporary harbour
quay facilities are provided for the berthing of small size bulk carriers (DWL 4,000t) for load
in of cement and aggregates for the concrete production. From the quay the materials are
transported by conveyor belts to the aggregate storage.
Reinforcement steel (total quantity approximately 55,000 tons) is assumed also to be supplied
to the site by ship. From the quay the rebar is transported by trucks to the reinforcement
shops. Alternatively, rebar could be supplied by truck using the existing access roads.
The prefabricated elements are transported from site by a self-propelled barge or an HLV and
sailed directly to the bridge alignment for installation. To facilitate the pick up by the HLV two
load-out piers are provided - one for caissons and one for pier shafts.
Support for the construction of the approach bridge substructure

Facilities for housing the support activities required in relation to the construction of the Ap-
proach Bridge substructures are included in the areas provided for the Prefabrication Yard.
The support functions will include:
Dredging of foundation pits and soil improvements

Placing of support pads for caissons
Under base grouting of caissons
Ballasting of caissons
Backfilling and scour protection
Casting of joint between caisson and pier shaft
Survey services
Support for the construction of the approach bridge superstructure

The main activities on the site comprise:
Installation of bearings on the piers

Erect full span girders by means of HLV
Weld joints in girder to previous span
Cast joints in deck slab to previous segment
Paint steel at joints
Support for the construction of the main bridge

The main operations on the site comprise:
Excavation for pylon caissons and soil improvements

2nd stage construction of the pylon caissons in floating condition
Placement of prefabricated pylon caissons
Under base grouting of caissons
Constructions of pylons in-situ. Pylon legs are made using jump form. Construction
cycle for each pylon leg: One 4 m segment per week
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Erection of girder. The first two sections at the pylons are erected by HLV; the fol-
lowing are erected in 20 m long segments using the balanced cantilever method.
Construction cycle for balanced cantilevering: One segment each cantilever per 2
weeks.
Installation of stays (one set of stays per cantilever segment)
Support for the construction of the land works on Lolland

The main operations on the site comprise:
Construction of peninsula
Construction of working harbour and preparation of ground for construction site
Construction of abutment for Approach Bridge
Construction of Viaduct Road Bridge (Gallery Bridge)
Construction of underpass for stersvej
Construction of embankments for road and railway
Construction of road interchanges
Demolition of working harbour and restoring of coast and land areas used for pro-
duction site.
Summary of the main quantities for temporary structures

Summary of quantities for dredging and ground improvement quantities for the temporary har-
bour facilities:
Item Units Quantity

Ground improvement
3
Removal of top soil to depot m 70,000
3
Fill material for site (to +0.5) m 210,000
3
Dredging m 850,000
Production site at Odense/Lind
General layout of production site

The Odense/Lind yard is the combined area of Lind Industrial Park and Odense Harbour.
The yard is used for the following activities:
Production of the Lolland and Fehmarn Approach Bridge composite girders

Production of the Main Bridge steel girders
Production of the concrete pylon caissons for the main bridge
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Layout of the site
Key assumptions:
The site will work a 6 day week, in two shifts

The bottom parts of the 3 pylon caissons are produced in the existing dry dock no 3.
At peak production for the approach bridge girder one 200 m girder is shipped from the
site every week
At peak production for the main bridge girder six 20 m girder sections are shipped from
the site every two weeks
An illustration of the proposed site is shown in Figure 2-30, which illustrates the activities at
the site during the production of the Approach Bridge and Main Bridge girders.
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Figure 2-30: Lind/Odense Harbour Production Site
Page 104/164

Internal roads
The internal roads at the site are adequate for most of the transportation activities within the
site.
The area at Odense harbour will however be prepared for the production of the approach
bridge girders and internal roads are required for the transportation of girders and girders
segments with SPMTs (Self-Propelled Modular Transporters).
External infrastructure requirements

It is considered that the existing external infrastructure is adequate for the production of the
structures for the Fehmarn Belt Bridge.
It is not expected that the heavy traffic on public roads will increase during the period of con-
struction as nearly all the material needed like steel plates, concrete aggregates, rebar etc. will
be delivered by ship to the site.
Electricity, water and waste water treatment

It is considered that the existing supply of electricity, water and waste water treatment is ade-
quate for the production of the structures for the Fehmarn Belt Bridge.
Geotechnical investigations of the area

Some geotechnical investigations are needed in the area where the assembly of the 200 m
spans and the casting of the concrete deck is done. Especially the ground conditions for the
pile foundation of the skid tracks for the 8,000 t girders need to be investigated.
Reestablishment of the site after completion of the production

After completion of the construction works the temporary structures are removed.
Production and load out of approach bridge girders

The superstructure for the Lolland approach bridge consists of 47 spans and the superstruc-
ture for the Fehmarn approach bridge consists of 29 spans. The span lengths vary between
180 and 201 m.
The standard approach bridge girders are 200 m long and their weight is estimated to ~
8,000 t. The weight of the steel structures for one girder is ~ 2,800 t.
It is expected that the fabrication of the steel structures for the approach bridges will take
place at the Odense/Lind Yard and that the steel plates for the fabrication will be produced
by a European steel mill and delivered to the site by ship. It is also expected that rebar and
aggregates for the concrete is delivered to the site by ship.
The completed 200 m long approach bridge girders are loaded out onto a self-propelled barge
for transportation to the bridge site.
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The main quantities for the bridge girders are:
Activity Quantity produced

Fabrication of steel structures 210,000 t
Prefabrication of rebar cages 32,000 t
3
Construction of the concrete upper deck 160,000 m
The production facilities, storage areas and global surface of the Odense/Lind Yard are suit-
able for the production, assembly and load-out of the approach bridge girders. The building
heights and plan dimensions are generally sufficient to accommodate the production of the
steel structures.
In the area A2 (Buildings B4, B5 and B13) the upper and lower chords, nodes, diagonals and
the railway deck are fabricated. See Figure 2-31.
Figure 2-31: Fabrication of some of the approach bridge girder elements in building B4.
The steel girders are assembled into 60 and 80 m long elements in area A3 (Building B12).
See Figure 2-32.
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Figure 2-32: Assembly of 60 and 80 m girder sections in building B12.
The 60 and 80 m girder sections are moved to the paint shops PA with SPMTs.
The paint shop consists of three covered areas, each 160 x 23 m in plan and capable of re-
ceiving one 60 and one 80 m girder segment. The paint shops will be equipped with scaffolds
to provide access to the top chords and upper diagonals.
After painting the 60 and 80 m girder sections are moved forward to the 200 m assembly posi-
tion with SPMTs (position A4 on the layout drawing). The two joints are welded and painted
and the 200 m steel girder is moved forward to the concrete production line with SPMTs. This
production line consists of a storage position (C1), installation of formwork (C2), installation of
rebar cages (C3), casting position (C5), prestressing and removal of formwork (C6), finishing
position (C7), curing position (C8) and storage position (C9). The maximum time at each posi-
tion is 1 week.
Load out of the girder at the position Q2 is done by positioning the self-propelled transporta-
tion barge under the girder and by de-ballasting of the barge.
Production of the pylon caissons for the main bridge

It is anticipated that the bottom part of the 3 pylon caissons are prefabricated in the existing
dry dock no 3. The dimensions of the dry dock are 315 x 89.6 m and the depth is 7.5 m.
The overall dimensions of the bottom slabs of the caissons are 75 m diameter (circular) for the
centre caisson and 94 x 54 m (elliptical) for the outer caissons. The caissons are placed in the
dry dock as shown in Figure 2-33.
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Prefab of rebar cages
Production of caissons in dry dock 3
Floating batching
Figure 2-33: Fabrication of the pylon caissons in dry dock no 3 at Odense/Lind.
First the bottom slabs are cast followed by two lifts of 4.5 m for the walls based on con-
struction by jump form. This means that the total height of the bottom caisson parts is 10.2 m.
After completion of the bottom part of the caissons the dry dock is flooded and the partly com-
pleted caissons are towed to an intermediate site where the caissons can be completed to full
height. The draft of the caissons during towing at this stage is about 7 m being suitable for the
dry dock no 3 at Odense/Lind.
The main quantities are:

Prefabrication of rebar cages etc. 6,000 t
3
Construction of bottom part of the pylon caissons 30,000 m
During the construction of the caissons the infrastructure of the shipyard is used for pre-
fabrication of rebar cages etc. and the floating batching plants which are used at a later stage
for the construction of the pylons are moored at the quay and used for the production of the
concrete for the caissons.
Two tower cranes are installed at each caisson for support of the caisson production process.
The tower cranes remain in place during the later stages of construction of the caissons and
during the construction of the pylons.
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Production of superstructure for the main bridge
The superstructure for the main bridge is a two level steel structure with span lengths 201,
282, 724, 724, 282 and 201 m.
It is expected that the fabrication of the steel structures for the main bridge will take place at
the Odense/Lind Yard and that the steel plates for the fabrication will be produced by a Eu-
ropean steel mill and delivered to the site by ship.
The main quantity for the cable stayed bridge girder is:

Fabrication of steel structures for the main bridge 67,000 t
The 2,414 m long girder will in general be divided into 20 m long subsections of upper and
lower deck.
The 20 m long girder segments are loaded onto a barge and transported to the bridge site for
erection. See Figure 2-34.
Longer bridge sections such as pylon sections and the transition spans are also prefabricated
at the site. The sections are assembled in lengths up to ~ 180 m.
The longer bridge sections are fabricated at the quay M3 M5 and painted in the sheds PM.
When completed they are loaded onto a self-propelled barge at Q3 by SPMTs. Ballasting of
the self-propelled barge is done during load out to compensate for tidal variations.
The production facilities, storage areas and global surface of the Odense/Lind Yard are suit-
able for the production, assembly and load-out of the main bridge girder segments. The build-
ing heights and plan dimensions are generally sufficient to accommodate the production of the
steel structures.
In the area M2 (Buildings B9) the upper and lower chords, nodes, diagonals and deck panels
are fabricated.
In the area M3 (Production building near dry dock 3) the upper and lower box girder segments
are assembled.
In the area M4 the 20 m girder segments are assembled and trial fitted to the previous girder
segment. Erection of the bridge is done at 6 cantilevers simultaneously, therefore 6 no as-
sembly and trial fitting positions are used.
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Figure 2-34: Production of main bridge girder segments in the area near dry dock 3
After assembly the 20 m girder segments are moved to the paint shops PM (Buildings MH 2
and MH 3) for painting. The girder segments are moved with SPMTs.
After painting the 20 m girder segments are moved to the storage area M5 and finally load out
of the segments onto barge is done with the 1000 t portal crane at dry dock 3.
Fehmarn temporary work harbour

The Fehmarn harbour and work yard is assumed to be used by the main bridge contractor, the
land works contractor and the approach bridge contractors. The main features of the harbour
and the associated work yard are described below.
The construction harbour on Fehmarn will be located east of the alignment, see Figure 2-35.
Work harbour
The harbour is a work harbour for all vessels supplying works for the bridge construction, and
is used for the loading in and out of construction material, equipment and staff. It is assumed
that the Heavy Lift Vessel used by the main bridge contractor for the erection of the first girder
sections at the pylons can be berthed and serviced at this harbour. The harbour should have a
minimum depth of 6 m.
The following facilities are considered appropriate:
400 m quay side with mooring facilities

Two 100 t crawler cranes (or harbour cranes) for loading and unloading
One Ro-Ro berth for shuttle vessels
200 m berth for smaller service vessels and personnel transport vessels
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In order to reduce the extension of the quay along the coast, the quay is arranged at an angle
with part of it located along the peninsula. The total length of the quay, as shown on the illus-
trations, is approximately 420 m. Berthing of smaller vessels such as work boats, staff
Figure 2-35: Birds eye view of working harbour at Fehmarn
transport boats and tug boats is envisaged to take place at a light pier structure placed per-
pendicular to the coast along the breakwater opposite the peninsula. The quays are assumed
to be made as conventional sheet pile quay walls. The light pier for berthing of smaller vessels
may be made as a pontoon pier.
The harbour and access channel will be dredged to elevation -6.0 m. The in-situ volume of
dredged material has been estimated at 260,000 m3. It is assumed that the dredged material is
used as fill in the quay structure and breakwaters
Construction site
The facilities envisaged for the construction site are:
Open storage
Rebar prefabrication workshop
Covered storage / workshops
Site office
Parking at site office
Workers camp
Parking at workers camp
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The total area required is approximately 75,000 m2. Approximately 775 people will be on the
site and the parking facilities will accommodate about 680 cars. These requirements exceed
those at the Lolland construction site because the works of the main bridge contractor are
more labour-intensive than the approach bridge, as a large part of the work is carried out at
the construction site.
It is assumed that fill material for the embankment on the peninsula as well as for the inland
road and rail embankments will primarily be delivered to the harbour by barges and mini bulk
carriers and from there transported to the site by dumper trucks. The total volume of fill for the
embankments is roughly estimated at 200,000 m3. With an average shipment size of say
2,000 m3 for each vessel, this requires 100 shipments through the harbour, if all material is
delivered through the harbour. The peak frequency for shipments through the harbour is esti-
mated at eight per month.
Facilities for ancillary works

The ancillary works and the facilities required for their construction are almost identical to
those on the Lolland side.
Traffic load on public roads

It is anticipated that the volume of heavy traffic on public roads near the work sites will be rela-
tively modest during the construction period, as bulk material (e.g. fill for embankment and
aggregates for concrete) will primarily be shipped to the site through the harbour. Thus, the
traffic will be dominated by passenger vehicles transporting staff to and from the site. The
number of lorries to and from the site is expected to be within the range of 10-30 per day. This
number will, however, be larger if the land works contractor prefers that parts of the fill for em-
bankments is delivered to the site by lorries from a gravel pit in the local area.
Marine works for the bridge

The marine works comprise soil improvement with bored concrete piles, excavation for and
placing of backfill around caissons, grouting as well as scour protection. For the ship impact
protection structures the marine works also include the placing of crushed stone filling below
and inside the caisson.
Excavation for caissons and peninsulas

The dredging works are one of the most important construction operations with respect to the
environment, due to the spill of fine sediments. It is recommended that a grab hopper dredger
with a hydraulic grab be employed to excavate for the caissons both for practical reasons and
because such a dredger minimises the sediment spill. The dredging for an approach bridge
caisson (7,500 m3) will take about four days each.
Soil improvement
It is expected that soil improvement will be required for the foundations for the main bridge and
for most of the foundations for the Fehmarn approach bridge. Hence, the incompetent soil is
improved by means of bored concrete pile inclusions.
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The method is based on the experience of the geotechnical borehole campaign, which
showed that holes in the Palaeogene clay were stable and remained open and dry. A steel pile
or reinforcement cage could be placed in the hole and thereafter filled with concrete.
Construction of the main bridge substructure
Pylon caissons and bases

The pylon caissons comprise the prefabricated caissons and a solid 3 m thick plinth cast in-
situ at the top of the prefabricated caisson (from level -6.5 m to -3.5 m).
The pylon bases comprise the cellular structures from the plinth at level -3.5 m to level
+20.0 m where the pylon legs start, and will also be cast in-situ.
Figure 2-36: Prefabrication of pylon caissons in an existing dry dock facility
It is anticipated that the bottom parts of the three pylon caissons will be prefabricated in an
existing dry dock. See Figure 2-36. The total height of the bottom caisson parts is ~ 10 m.
After completion of the bottom part of the caissons, the dry dock is flooded, and the partly
completed caissons are towed to an intermediate site, where the caissons can be completed
to the full height of 34 m in floating condition.
The intermediate construction site should be at a location close to the shore with a minimum
water depth of 15 m. The construction activities at the intermediate site could be supported by
the temporary construction harbour.
After completion up to finished level +4.00 for the outer walls, the caissons are towed to the
final location at the bridge site and lowered by controlled water ballasting to rest on three pre-
installed landing pads. See Figure 2-37. This is followed by under-base grouting of the void
between the caisson bottom slab and the excavated soil profile.
The plinth on top of the caisson is cast in-situ followed by the pylon base. See Figure 2-38.
Concrete batching plants and other site facilities will be provided on barges moored to the
caissons, and support to the off-shore sites will be provided from the temporary work harbour
on Fehmarn or Lolland.
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Figure 2-37: Transport, positioning and placing of the caisson for the centre pylon
Figure 2-38: Caisson placed on the sea bed

Under-base grouting and casting of the plinth is done in-situ
Pylon construction
The pylon legs are assumed to be cast in-situ, using jump forms with a lift height of approxi-
mately 4 m at a time.
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All pylon legs are constructed in parallel. During the construction of the pylons, the caissons
are used as working platforms and barges employed for providing additional work space for
the floating concrete batching plant. The concrete is pumped from the batching plants to the
casting level. Support to the sites is provided from the temporary construction harbour on
Fehmarn.
The pylon legs are inclined and therefore struts are installed between the legs in order to sta-
bilise the pylon legs during construction. See Figure 2-39.
Figure 2-39: Construction of the pylon legs
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Construction of main bridge superstructure
Girder prefabrication
The main bridge girders are made up of 20 m long sections with a weight of 500 to 600 t.
Transport and load out of the completed girder sections are carried out by hydraulic trailers.
The girder sections are loaded onto a barge and the barge is then transported to the bridge
site for erection of the sections. It is expected that two 20 m sections will be transported to the
site for each voyage of the barge.
Longer elements are loaded onto a larger barge for transportation to the bridge site.
Erection of girders
The bridge girder is erected by the balanced cantilever method. The 20 m long girder seg-
ments are hoisted from a barge to the bridge deck level with a derrick crane installed on the
bridge deck. See Figure 2-40. One segment is erected at a time, as the pylon is designed to
accommodate the corresponding lack of balance.
Figure 2-40: Erection of a 20 m girder segment
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After erection of the girder segments, the joints in the roadway deck, the railway deck and
diagonals are welded. Working platforms are provided for the welding to provide access to the
various welding joints.
At the pylons, the bridge girder segments are erected with a floating sheer leg crane.
Erection of cables
Once the girder segments are in place, the corresponding stay cables are erected and
stressed. The stay cables are placed on the road deck, and one end of a cable is lifted by the
crane to its anchorage point on the pylon where it is fastened. The other end of the cable is
anchored to the side of the bridge girder, after which the cables are stressed until the correct
tension has been achieved, and the pylon carries the weight of the girders through the cables.
The stay cables are assumed to be compacted parallel wire strands, which have the highest
strength for a given diameter, but other cable types, such as parallel wire cables or locked coil
ropes, may also be considered.
Finish works on the bridge deck will comprise:
Final adjustment of geometry by re-stressing stay cables, if needed

Paint repair at the joints
Application of the final coat of paint
Installation of safety barriers and guard rails
Surfacing
Installation of M&E equipment
Construction of approach bridge substructure

The construction methodology for the anchor and transition pier substructures is the same as
described here for the approach bridges.
Caisson prefabrication
The caissons include the base of the pier shaft extending to above the water surface. The
caissons in shallow water, probably 15 in all, are prefabricated to the full height of caisson and
pier shaft.
At the production site at Rdbyhavn the caissons are either picked up with a Heavy Lift Vessel
(HLV) or skidded onto a barge and picked up by two HLVs at the installation site, see Figure
2-41.
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Figure 2-41: Pick-up of caisson from a barge with a heavy lift vessel
The caissons are then transported the short distance to their final position in the bridge align-
ment, where they are placed on pre-placed concrete pads.
Pier shafts
The erection of the pier shafts will be undertaken by Heavy Lift Vessels. The pier shafts are
either picked up at the production site by an HLV or skidded onto a barge, transported to the
site and placed by two HLVs on the caissons, see Figure 2-42.
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Figure 2-42: Erection of a pier shaft
The pier shaft is then adjusted to the correct position and the joint to the caisson is cast in-situ.
Ship collision protection

It is anticipated that the concrete caisson protection rings for the anchor piers and the transi-
tion piers are prefabricated on-shore in the same yard as used for the construction of the ap-
proach pier caissons.
The caisson ring is constructed in four segments, each weighing approximately 3,400 t. These
segments are then assumed to be skidded out and transported by a sheer leg crane, see Fig-
ure 2-43. After installation, the segments are connected by filling the compartment at the joint
location with underwater concrete after the placing of a reinforcement cage. Because of the
built-in buoyancy of the segments it is possible to handle the installation with a 3,000 t sheer
leg crane vessel.
The remaining compartments of the caisson rings are filled with crushed stone and grouted
through pre-installed pipes installed at different levels of the walls. This is intended to produce
a mass concrete fill which, in combination with the reinforced concrete shell of the caisson, will
act as solid barrier, which cannot be penetrated by impacting ships.
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Figure 2-43: Erection of ship impact protection ring with sheer leg crane
Construction of approach bridge superstructure
The completed girders are transported to the bridge site by barge.
Erection of girders
In general, the bridge girders are erected starting from the abutment and advancing towards
the main bridge. The bridge girder is hoisted from the transportation barge with a heavy lift
vessel at both ends, see Figure 2-44.
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Figure 2-44: Installation of an approach bridge girder
When the girder has been aligned with the previous girder, the joint in the railway deck is
welded in-situ. At a later stage, the upper chords are connected by welding, the joint is painted
and finally the joint in the roadway deck is cast in situ.
Access from land to the erection front is secured over the already erected bridge deck.
Construction of land works

Although different in layout, the land works on the Fehmarn and Lolland sides are similar in
principle and in construction methodology.
Peninsula construction
Early construction of the peninsula is needed, as access via the peninsula and the embank-
ment is necessary for the construction of the abutment and the approach bridge superstruc-
ture. The peninsula will be constructed using the following scheme:
Dredging of the construction area, removal and deposit of excavated material

Filling of the dredged area. Starting on both sides, quarry run will be placed from land
and by barge from approximately 2 m water depth
Build up of the revetment. Working on both sides. The stones will be delivered first by
lorry and later by barge
Filling of the core of the embankment to the required level for construction of the gal-
lery structure (see below)
Construction of the access road
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Gallery structure and motorway viaduct
The gallery structure and motorway viaduct will be constructed using the following scheme:
Preparation of the construction site and the transport routes

Filling of motorway and railway embankments
On the railway embankment: excavation for pier foundations and abutment, prepare
the ground level as a working platform using the continuously delivered material to
widen the embankment before it is finally filled up after the completion of the gallery
structure. Perform soil improvement for the abutment (Fehmarn side)
Construction of piers and abutment
Construction of superstructure on false work, span by span
Construction of embankments to the designed cross profile
Final works such as pavement and ancillary works
Toll station with customs control facilities (Lolland only)

The toll station and intersection road area are constructed as follows:
Preparation of the construction site and transport routes

Excavation of topsoil and filling of intersection road embankments
Construction of the two span road bridge to connect east and west roads
Filling of motorway and railway embankments, including toll station
Construction of buildings
Construction of pavement for motorway and connecting roads
Final works such as pavement and ancillary works, including O&M facilities at the toll
station and at control facilities (BCF)
Control facilities and motorway overpass (Fehmarn only)

The control facilities and motorway overpass are constructed as follows:
Relocation of the existing B207 for harbour access. Construction of the motorway
overpass over the tracks by temporary use of the west bypass track. The protection of
the signalling system will be considered. The work includes excavation and pile foun-
dation. Excavate for embankments and fill. After the filling of the embankments is com-
pleted the overpass can be used as site access when a temporary road is led over the
structure and embankments
Construction of embankments to the required cross profile including preparation of
BCF areas
Construction of buildings, if any
Final works such as pavement and ancillary works
Finishing works
The following activities shall be carried out:
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Construction of railway structures including track superstructure, signalling, telecom-
munications, catenary system and power supply
Construction of ancillary works including drainage, storm water treatment (sand trap -
oil separators), rain water storage basin, telecommunication, power supply, waste wa-
ter pipes
Landscaping
Removal of temporary roads and structures
Noise abatement embankment on Fehmarn
Motorway connection at crossing with the existing railway

The following activities will be carried out on Lolland:
The new motorway route crosses the existing, single-track railway line behind Rdbyhavn at a
distance of roughly 3 km behind the coastline. Due to the continued operation of the ferry har-
bour during the construction period, the track will remain in operation until the opening of the
bridge. As a consequence, a 20 m gap in the motorway link cannot be closed. For transport
reasons during the construction period, a grade crossing will be installed with a paved con-
struction road on both sides and equipped with signalling installation. This will be used as a
diversion in the first weeks after the opening of the bridge and the closing of the existing rail-
way line. During that time, the gap will be closed.
Due to the motorway overpass, a similar process is unnecessary on Fehmarn.
Man power requirements for construction of the Fehmarnbelt Bridge are summarised in Table
2-2.
Table 2-2: Man power requirements for construction
Contract or work part Man hours

Fehmarn Ramps and Embankment 2,000,000
Rdby Production Site 5,400,000
Lind/Odense Production Site 13,100,000
Main Bridge Off shore works 3,700,000
Approach Bridges Off shore works 4,400,000
Lolland Ramps and Embankment 1,800,000
Railway Installations 400,000
Electrical and Mechanical Equipment 1,200,000
Total number of man hours 32,000,000
Notes: 1. Man hours are not converted into staff numbers due to the varying demand during the main work-
ing periods
2. Contract start assumed to be 1 July 2014 and duration is 5 years*
* Period of installation at site; actually required period is longer
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The overall construction schedule for the cable stayed bridge is based on the signing of the
construction contract in July 2014 and the opening of the bridge in June 2020, after a total
construction period of about six years.
Included on the schedule is a period of 180 calendar days, which have been reserved for
commissioning and testing of the bridge, and 120 days, which have been reserved for com-
pleting the finishing works.
The decommissioning and removal of the Fehmarnbelt Bridge structures and installations are
assumed to comprise the following:
Stripping of equipment and cabling

Removal of roadway surfacing
Removal of railway tracks and ballast material
Dismantling of the bridge superstructure by e.g. reversal of the construction methods
and transportation of the bridge girder components to shore for further demolition and
scrapping
In situ demolition of the pylons by cutting into elements with a reasonable weight that
can be handled by cranes. Cutting by e.g. water jetting and flame cutting of rebar or di-
amond wire cutting. The elements are transported to shore for further demolition
Removal of the pylon caissons by in situ demolition of the plinth, de-ballasting and re-
floating of the caisson and transportation in floating condition to a near shore location
for further demolition. Demolition of the base plate and lower parts of the walls in dry
dock
Dismantling of the piers with a Heavy Lift Vessel and by cutting the connection to the
caisson. Transportation to shore for further demolition
The caissons are removed by removal of internal ballast material, removal of scour
protection and backfill material around the caisson and lifting of the caissons with a
Heavy Lift Vessel and transportation to shore for further demolition
Pile inclusions for soil improvement are situated below the natural seabed. Removal is,
therefore, not required
Structures on land and the peninsulas are removed using conventional demolition
methods
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The environmental footprint
Environmental pressures are defined as aspects of the project that have a potential impact on
the surrounding environment, and which can be quantified from the technical project descrip-
tion. A project exerts environmental pressures not only because of the technical features and
appearance of the final project, but also because of the construction methodology and activi-
ties and the O&M related activities and structures. Examples of pressures are footprint (area
affected), vertical profile, noise, air emissions, spill of fine sediments during dredging and rec-
lamation, and solid and liquid wastes.
Table 2-3 shows a list of pressures for a complete range of environmentally relevant project
features for the cable stayed bridge solution, divided into features associated with the perma-
nent link structure, the link construction phase and the O&M phase. The potential impacts re-
lated to each pressure are not included in this table.
Table 2-3: Project features and environmental pressures for the cable stayed bridge.
PERMANENT STRUCTURE

structures on Lol- Motorway
land Toll station
Customs
Railway
O&M facilities Material composition
Green areas & paths (use of materials)
Sea defence
marn Customs
Railway Vertical extension (height distribution)
O&M facilities
Green areas & paths
Material composition
Sea defence
Permanent project Facilities at reclaimed area at Lolland Footprint area (=horizontal extension)
structures offshore (abutment area) Vertical profile (height distribution)
Facilities at land reclamation area at Footprint area (=horizontal extension)
Fehmarn (abutment) Vertical profile (height distribution)
Approach bridge and Footprint area (=horizontal extension)
Main bridge Vertical profile (height distribution)
Material consumption
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CONSTRUCTION WORKS

Temporary con- Temporary structures (fa- Footprint area (=horizontal extension)
struction sites on cilities & buildings) Vertical profile (height distribution)
Lolland Material composition
Civil works on land (earth Disturbance
works, drainage, O&M Noise
facilities, construction traf- Solid and liquid waste
fic) Dust
Light emission
Accidental spills
Spills of materials
Energy Consumption
Water Consumption
Temporary con- Temporary structures (fa- Footprint area (=horizontal extension)
struction sites on cilities & buildings) Vertical profile (height distribution)
Fehmarn Material composition
Civil works on land (earth Disturbance
works, drainage, O&M Noise
facilities, construction traf- Solid and liquid waste
fic) Dust
Light emission
Accidental spills
Energy Consumption
Water Consumption
Temporary con- Offshore construction sites, Footprint area (=horizontal extension)
struction areas including peninsulas, tem- Vertical profile (height distribution)
offshore porary harbour and storage Material composition
areas
Offshore activity, including Disturbance
an armada of vessels and Restricted work zones
plants Noise
Accidental spills (including oil, chemicals, solid and
liquid waste), collisions leading to oil spills
Establishment of peninsu- Spill of fine sediments
las at Fehmarn and Lol-
land, dredging and deposit
of material
Excavations for caissons Spill of fine sediments
Dredging and backfilling of Spill of fine sediments
temporary access channels
and harbours
Backfilling around caissons Spill of fine sediments
and scour protection
Temporary produc- Temporary structures (fa- Footprint area (=horizontal extension)
tion sites Odense cilities & buildings) Vertical profile (height distribution)
Havn / Lind In- Material composition
dustripark Civil works on land (earth Disturbance
(The site is already ac-
cepted as industrial zone works, drainage, O&M Noise
in the local planning facilities, construction traf- Solid and liquid waste
fic) Dust
Light emission
Accidental spills
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Energy Consumption
Water Consumption
Vibrations
Page 127/164


trains Air emission
Noise
Vibrations
Light
O&M activities General activities Energy Consumption
Other resources (water, chemicals, etc)
Lighting Light emission
Activities at ramp areas Disturbance
(Lolland and Femern) Noise
Light
Rainfall runoff and Contaminated discharges
snow clearing
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3. The Suspension Bridge
The description presented here only focuses on the aspects where the construction of
the suspension bridge differs from that of the cable stayed bridge. With regards to
alignment, land works, work harbours, dredging, technical installations, environmental
footprint etc., please refer to the Cable Stayed Bridge, chapter 2.
Major features
A range of possible designs were investigated. The overall major features of the preferred
design for the suspension bridge solution are:
A dual track railway and a four lane motorway link. Double deck bridge girders with the
road on the upper level and railway on the lower level.
A main bridge with five spans and a total length of 3,116 m.
One main navigation span of a length of 1,632 m and minimum clearance from the sea
surface of 66.2 m.
Two approach bridges connecting the main bridge with the coasts, with lengths of
5.388 m on the Fehmarn side and 9.072 m on the Lolland side. Approach bridge spans
are mostly 200 m.
Two reclaimed peninsulas at the Fehmarn and Lolland coasts out to water depths of 5-
6 m, connecting the approach bridges to the coasts.
Land works connecting the road and railway to the existing infrastructure.
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Facilities, structures and buildings for toll collection and customs control.
Facilities for O&M and emergency response.
Facilities for administration.
The total bridge length is approx. 18 km between the abutments of the approach bridges with
a total of 71 piers, plus two pylons and two anchor blocks for the main bridge. The pylon
height is 263 m.
Description of Permanent Works
The main bridge

The concept design for the main bridge is a suspension bridge with two pylons and a main
span of 1,632 m. This concept has been identified as the most advantageous alternative to the
cable stayed bridge with respect to functional, operational, economic and aesthetic aspects.
The layout of the main span directly reflects the ultimate functional and safety requirements
related to ship navigation. The main span is nearly identical to that of the Storeblts East
Bridge. The vertical navigation clearance is a minimum of 66.2 m.
Figure 3-1: Main bridge elevation
The pylons and anchor blocks are designed for the structural loads and ship impact forces as
well as for aesthetical aspects. The anchor block supports the superstructure in at two points
130 m apart, in order to get a rigid end span up to the expansion joint.
The span arrangement is shown in Figure 3-1, resulting in a total length of 3,116 m.
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Superstructure
The superstructure of the suspension bridge consists of a double deck girder with the dual
carriageway road traffic running on the upper deck and the dual track railway traffic running on
the lower deck. The upper roadway deck is constructed as a closed steel box with the hangers
anchored at the edge. A truss structure under the road deck carries the dual track railway. The
height of the girder is 12.9 m. The typical cross section of the bridge girder and the truss lay-
out can be found in Figure 2-6 and Figure 2-7. Emergency walkways are placed inside the
trusses along with cable trays for various services (electricity, communication etc.).
Figure 3-2: Suspension bridge
Pylon design
The pylons reach a height of 263 m above sea level. The design of the pylons was developed
in close cooperation with the architects, as the pylons are the dominating visual element of a
suspension bridge; see Figure 3-2.
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Figure 3-3: Pylon
The pylon has polygonal tapering legs connected by only one cross beam placed at the top of
the pylon. At the base, a cross beam with similar height is provided to match the upper cross
beam. It also protects against ship impact and distributes the concentrated load from the pylon
legs more evenly to the caisson. At the bottom, the legs have a trapezoidal cross section,
which gradually transforms to a quadratic cross section at the top, solely by using plane sur-
faces. The pylon legs have rounded corners to reduce wind load.
Structurally, the upper cross beam needs to be of a considerable height in order to provide
adequate stiffness against wind load perpendicular to the bridge.
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Figure 3-4: Pylon
Pylon foundations
Caissons provide the foundation for the pylons. The overall shape of the caisson for the pylon
in plan view is elliptical in order to minimize the water blockage. This is also advantageous
because the elliptical shape provides the required capacity to resist the large forces from ship
impact acting in the transverse direction of the bridge. The main axes of the base slab are 102
and 52 m, corresponding to an area of 10,295 m2. See Figure 3-4. The outer wall of the cais-
son protrudes above the water surface to be visible to approaching ships.
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Figure 3-5: Anchor block design
Anchor blocks
The arrangement of the anchor blocks is shown in Figure 3-5 and Figure 3-6. Being visible
above the water line, the upper part of the anchor block features a large frame structure com-
prising the splay chambers, the legs supporting the splay saddles and a cross beam at the top
connecting these elements and supporting the bridge girder. In addition to this frame, a huge
ballast chamber is provided leaning backwards to support the girder as well. This design pro-
vides an excellent opportunity to balance the entire anchor block by placing heavy ballast fill in
the backwards leaning chamber to counteract the large overturning moment from the main
cables.
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Figure 3-6: Layout of the anchor blocks
The rectangular caisson for the anchor block has adequate capacity to transfer the large hori-
zontal forces from the main cables to the ground, but no spare capacity to take up ship impact
loads. In the Storeblts East Bridge and in the Feasibility Study for the Fehmarnbelt Link the
anchor blocks were protected by large artificial islands, but their blocking effect was consid-
ered unacceptable, and a design with a circular ring structure was developed. This ring struc-
ture may be damaged by a severe ship impact, but the impact energy will be absorbed during
the process, so it gives full protection to the main bridge and can be repaired without re-
strictions to the traffic on the bridge.
Construction Works
Construction of main bridge substructure
Pylon caissons and bases

The pylon caissons comprise the prefabricated caissons and a solid 3 m thick plinth cast in-
situ at the top of the prefabricated caisson (from level -6.5 m to -3.5 m). The pylon bases com-
prise the cellular structures from the plinth at level -3.5 m to level +20.0 m where the pylon
starts and will also be cast in-situ. It is anticipated that the bottom parts of the two pylon cais-
sons will be prefabricated in an existing dry dock at Lind. The total height of the bottom cais-
son parts is ~ 10 m. See Figure 3-7.
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Figure 3-7: Casting of pylon caissons in a dry dock
Figure 3-8: Transport, positioning and placing of the caisson for the pylon
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After completion of the bottom part of the caissons, the dry dock is flooded and the partly
completed caissons are towed (see Figure 3-8) to an intermediate site where the caissons can
be completed to their full height of 34 m in floating condition. See Figure 3-9. The intermediate
construction site should be at a location close to the shore with a minimum water depth of 15
m. The site could be located near Puttgarden harbour east of the bridge alignment. The con-
struction activities at the intermediate site could be supported by the temporary construction
harbour on Fehmarn or Lolland.
After completion up to finished level +4.00 for the outer walls, the caissons are towed to the
final location at the bridge site and lowered by controlled water ballasting to rest on three pre-
installed landing pads, followed by under-base grouting of the void between the caisson bot-
tom slab and the excavated soil profile.
Figure 3-9: Batching plants are moored to the caisson
The plinth on top of the caisson is cast in-situ followed by the pylon base. See Figure 3-10.
Concrete batching plants and other site facilities will be provided on barges moored to the
caissons, and support to the off-shore sites will be provided from the temporary work harbour
on Lolland or Fehmarn.
Pylon construction
The pylon legs are assumed to be cast in-situ using jump forms with a lift height of approxi-
mately 4 m.
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Figure 3-10: Construction of the pylon legs
All pylon legs are constructed in parallel. During the construction of the pylons, the caissons
are used as working platforms, and barges are used for providing additional work space and
storage area, and for the floating concrete batching plant. The concrete is pumped from the
batching plants to the casting level. Support to the sites is provided from the temporary con-
struction harbour on Lolland or Fehmarn.
Figure 3-11: Anchor block caissons in the dry dock
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Anchor blocks
The caissons for the two anchor blocks are constructed in the same dry dock as the pylon
caissons after the pylon caissons, as the construction time for the anchor blocks is shorter
than for the pylons. See Figure 3-11.
Towing out, completion of the caissons at an intermediate site, placing and in situ casting of
the top part are performed in a similar way as for the pylon caissons.
Ship collision protection rings

Ship collision protection structures are provided around the anchor blocks and the first ap-
proach span piers. The protection rings for the anchor blocks are constructed in eight seg-
ments in order to keep the weight of each segment below 3,500 t. Otherwise, the construction
is similar to the one used for the cable stayed bridge. See Figure 3-12.
Figure 3-12: Placing of ship collision protection rings around an anchor block
Erection of cables
Once the pylons and anchor blocks are completed, the main cables are erected, using one of
two methods: preformed parallel wire strands (PPWS), where each strand comprises 127 No.
5.3 mm diameter wires, and aerial spinning (AS), where individual 5 mm wires are assembled
on site by pulling from one anchor block to the other over the pylon saddles.
PPWS is the preferred method in Japan, whereas AS is most commonly used in Europe and
America, e.g. for Storeblts East Bridge. In cases where the contractor is free to choose, AS
is generally preferred, and this has also been assumed in the construction programme, even
though a major advantage of PPWS is a shorter erection period. The completed external
diameter of each main cable will be approximately 1.1 m.
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For the hangers, the most likely cable type is parallel wire strands with four 80 mm in diameter
strands.
Approach bridges
The main bridge is connected to the coasts by two approach bridges. The southern approach
bridge is 5,388 m long and consists of 27 spans and 26 piers. The northern approach bridge is
9,072 m long and has 46 spans and 45 piers.
Construction of main bridge superstructure
The main bridge girders are made up of 40 m long sections with a weight of 1,000 to 1,200 t. It
is expected that the fabrication of the steel structures for the main bridge will take place at
Lind/Odense harbour.
Transport and load out of the completed girder sections is done with hydraulic trailers. The
girder sections are loaded onto a self-propelled for transport to the bridge site. It is expected
that two 40 m sections will be delivered to the site for each voyage of the barge.
Erection of girders
The bridge girder is erected starting at the centre of the main span. The 40 m long girder seg-
ments are hoisted from a barge to the bridge deck level with temporary hangers from the main
cables. See Figure 3-13. At the pylons and at the anchor blocks, bridge girder segments are
erected with a floating sheer leg crane.
Figure 3-13: Erection of a 40 m girder section
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After erection of the girder segments, the joints in the roadway deck, railway deck and diago-
nals are welded. Working platforms are provided for the welding to provide access to the vari-
ous welding joints.
The permanent vertical hangers are erected.
Finishing works on the bridge deck will include:
Paint repair at the joints

Application of the final coat of paint
Installation of safety barriers, wind screens and guard rails
Surfacing
Installation of M&E equipment
Man power requirements for the construction of the Fehmarnbelt Suspension Bridge are
summarised in Table 3-1.
Table 3-1 Man power requirements for construction
Contract or work part Man hours
Fehmarn Ramps and Embankment 2,000,000
Rdby Production Site 5,400,000
Lind/Odense Production Site 16,100,000
Main Bridge Off shore works 3,700,000
Approach Bridges Off shore works 4,400,000
Lolland Ramps and Embankment 1,800,000
Railway Installations 400,000
Electrical and Mechanical Equipment 1,200,000
Total number of man hours 35,000,000
Notes: 1. Man hours are not converted into staff numbers due to the varying demand during the main
working periods
2. Contract start assumed at 1 July 2014 and duration is 6* years
* Period of installation at site; actually required period is longer
The estimated overall construction schedule for the suspension bridge is six and a half years,
from the signing of the contract in 2014 to the opening of the bridge in 2020.
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Included in the schedule is a period of 180 calendar days, which have been reserved for
commissioning and testing of the bridge, and 120 days, reserved for completion of the finish-
ing works.
The decommissioning and removal of the Fehmarnbelt Bridge structures and installations are
considered to comprise the following actions:
Stripping of equipment and cabling

Removal of roadway surfacing
Removal of railway tracks and ballast material
Dismantling of the bridge superstructure by e.g. reversal of the construction methods
and transportation of the bridge girder components to shore for further demolition and
scrapping
In situ demolition of the pylons by cutting into elements with a reasonable weight which
can be handled by cranes. Cutting by e.g. water jetting and flame cutting of rebar or di-
amond wire cutting. The elements are transported to shore for further demolition
Removal of the pylon caissons by in situ demolition of the plinth, de-ballasting and re-
floating of the caisson and transportation in floating condition to a near shore location
for further demolition. Demolition of the base plate and lower parts of the walls in dry
dock
Dismantling of the piers with a Heavy Lift Vessel and cutting the connection to the
caisson. Transportation to shore for further demolition
The caissons are removed by the removal of internal ballast material, removal of scour
protection and backfill material around the caisson and lifting the caissons with a
Heavy Lift Vessel and transportation to shore for further demolition
As pile inclusions for soil improvement are situated below the natural seabed, removal
is not required
Structures on land and the peninsulas are removed by means of conventional demoli-
tion methods
The environmental footprint
For pressures and potential environmental impacts, please refer to Table 2-3, page 125, (Ca-
ble Stayed Bridge).
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4. The Bored Tunnel
This description of the bored tunnel project focuses mainly on the aspects in which the
potential solutions differ significantly from the design of the immersed tunnel project.
Alignment, operation and maintenance, work harbours, excavation and technical instal-
lations are not described in detail in this document.
Major features
The major features of the bored tunnel solution include:
Three circular tunnels, each approximately 20 km in length - a single tunnel with space
for both rail lines and two tunnels that each accommodate a uni-directional motorway
link with emergency lanes in each direction
Cut and cover tunnels at each portal building linking the tunnel to the surface
Open road and railway ramps that connect to the cut and cover tunnel sections
Portal structures at the entrances to the tunnels
Connecting roads and railway lines on land on both sides, which connect the respec-
tive tunnels to the existing road and railway networks
Land reclamation areas at both coasts (the majority off the coast of Lolland) for deposi-
tion of the materials excavated by the boring machines
Payment systems and facilities for customs and immigration authorities in Denmark
and Germany
Facilities for operation and maintenance, including support for emergency response
services in both Denmark and Germany
Modifications of the surrounding secondary road network
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Description of permanent works
Bored tunnel
Each tunnel tube is bored with two tunnel boring machines (TBM), each of which starts from
excavations on land from Denmark and Germany, respectively, to meet halfway below the
Fehmarnbelt. During the boring process, mechanical equipment is used to loosen and remove
precisely the quantity of soil required to install the concrete lining that makes up the tunnel
wall. The process makes it possible to establish the permanent tunnel deep underground
without the need for access to the surface other than at the tunnel entrances.
The railway tunnel has a total length of 21.2 km and the motorway tunnels are 19.6 km long.
The motorway's physical interface with the existing infrastructure on land is identical to that of
the immersed tunnel project on Fehmarn, but geographically approximately 250 m further in-
land on Lolland, while the railway interface is 2 km further inland on Fehmarn and 700 m on
Lolland relative to the immersed tunnel project. This is because the portal structures are
deeper than for the immersed tunnel project and also located further inland.
Various thicknesses of concrete lining are used, depending on the varying load and soil condi-
tions along the alignment.
Thus three TBMs start on Lolland and three on Fehmarn, and the six boring machines meet in
pairs below the Fehmarnbelt, where the individual tunnel tubes are joined.
The bored tunnel structures are formed in two parts:
A pre-cast, segmented, circular concrete lining, consisting of a number of short rings,

each of which is approximately 2 m long. Each ring consists of up to 11 individual
segments.
The internal structural components, consisting of a number of pre-cast or in-situ cast

concrete elements that are used for road or rail decks, including supporting structures,
and for walls in access roads and plant rooms, among other things.
The railway tunnel has a nominal internal diameter of 15.2 m, while the two road tunnels have
an internal diameter of 14.2 m.
Internal design
The total cross-section of the motorway is approximately 11 m wide, and the road tubes are
located west of the railway tunnel. Each road tube contains two traffic lanes, one emergency
lane, marginal strips and a step barrier at the walls. At the top of the circular cross-sections,
the necessary jet fans and signage are installed.
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Figure 4-1: Cross-section of the two road tubes
The motorway tubes contain an approximately 2 m wide fireproof side gallery with access from
the emergency lane. There will be access via fireproof doors for every approximately 100 m.
The gallery also provides access to the levels below the road deck (on the lower floor) via
stairs or ramps.
This lower floor contains the necessary plant rooms, a cable duct and a rescue and service
road with access for all vehicles of full normal height and with sufficient width to allow two ve-
hicles to pass each other.
The railway tunnel is divided in the middle by a fireproof central gallery and is thus divided into
two fire-separated tubes, each with a width of approximately 6 m. The rail tracks are installed
directly on the concrete deck (slab track). Emergency walkways are arranged on both sides of
each track and jet fans are installed at the top of each tube.
The dimensions of the railway tubes allow trains to pass at speeds of up to 200 km/h, whilst
keeping the pressure waves from the trains within an acceptable limit.
The fireproof gallery in the middle is divided into four levels:
Level 0: Gallery at the same level as the railway deck with direct access from each
railway tube. Internal gallery width is 1.1 m
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Level +1: Plant room with access for maintenance staff via stairs from level 0. Internal
width is 2.5 m
Level +2: Cable duct access to this level is via stairs or ladder from level 1. Internal
width of the cable duct is 1.8 m
Level -1: Access road for rescue and service vehicles - access to this level from the
railway deck on level 0 is via ramps or stairs. Appropriate access roads for rescue ve-
hicles are established in both portal buildings
Figure 4-2: Cross-section of railway tunnel with two separate tubes
Plant rooms
The plant rooms house the electrical transformers that convert high voltage from the main
electrical supply, which runs longitudinally through the tunnel, into lower voltage that is used
for the various tunnel installations. Pump stations and rooms for safety systems, fire protec-
tion, lighting, etc. are also established.
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Figure 4-3: Portal buildings and ramps on the Lolland side
Portal buildings
The portal buildings contain technical equipment used for the daily operation of the respective
tunnels and their separate control rooms. As the road and rail tunnels are entirely separate,
this also applies to the appropriate separate portal buildings.
Similarly to the immersed tunnel project on Lolland, the portal buildings on Lolland are placed
on top of the cut and cover part of the tunnels. On Fehmarn the portal buildings are placed
underground so that the buildings are not visible in the open landscape - also similar to the
immersed tunnel solution.
In the portal buildings for the motorway, stairs and cable shafts can be integrated between the
traffic lanes, while the railway portals will have any shafts and stairs on the outside of the rail-
way profile. The main sumps for drainage water from the tunnels are located below the portal
buildings.
To counteract for buoyancy and secure a stable boring front, the depth of the bored tunnel
must be sufficient to leave some soil cover over the tunnel that is at least equal to the diameter
of the tunnel tube. Therefore, the tunnel ramps and portal buildings are located relatively deep
and they must, therefore, be located further inland than for the immersed tunnel solution,
where these buildings can be constructed within the new land reclamation areas in front of the
existing coast.
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Figure 4-4: Portal buildings and ramps on the Fehmarn side
Construction works
This section describes the individual construction activities for the bored tunnel project with
special focus on the tunnel part itself and the appropriate portal buildings and ramp areas.
The tunnels are bored and lined with concrete rings by six tunnel boring machines, each of
which must carry out the almost 10 km of boring from land to the connection point below the
Fehmarnbelt.
Boring method
A bored tunnel is created with a tunnel boring machine, which in principle is a mobile factory.
Figure 4-5: Tunnel boring machine
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The boring operation takes place by the soil ahead of the machine being loosened by using a
number of cutting discs and teeth fitted in the rotating cutter head at the front end of the tunnel
boring machine. The hardened teeth are used to cut/loosen the softer materials, while the cir-
cular discs break down stones and boulders. The cutter head rotates slowly (typically 3-5
RPM) while being pressed forwards. The bored soil is transported into a collection chamber
via holes in the cutter head, as shown in Figure 4-6.
The cutter head is enclosed in a steel shield which protects against any soil ingress until the
permanent concrete lining (concrete rings) can be installed.
The cutter head is specially manufactured to match the specific soil conditions and the size
and length of the bored tunnel. In the Fehmarn project, all six boring machines are expected to
be slurry-shield TBMs that operate using a special mixture of slurry containing bentonite. This
stabilises the boring front (the soil) in front of the cutter head and is further mixed with the
bored materials so that they can be pumped through a pipeline to the respective separation
plants on land.
Figure 4-6: Typical mixshield machine with double chamber
A special version of a slurry TBM is a mixshield TBM, which is a tunnel boring machine with a
double-chamber system that can precisely control the surface pressure by means of a combi-
nation of slurry and compressed air.
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For this type of TBM, it is possible to create access to the cutter head for maintenance under
atmospheric conditions without any risk of the boring machine and its back-up system being
flooded in the event of high water pressure in front.
As mentioned before the slurry serves two purposes:
It supports the boring surface by maintaining a slurry pressure that prevents the boring
front from collapsing and it allows for a steady and stable boring that can be controlled
fairly precisely. This prevents excessive excavation taking place and ensures that the
specified alignment is kept. At the same time, the method is very important for control-
ling and limiting surface settlement.
It functions as transport medium, with the excavated soil being kept in suspension in
the slurry that can be pumped out of the tunnel in pipelines to land for further pro-
cessing in the separation plants.
As each tunnel boring is very long and passes through several types of soil, which can cause
various problems such as unexpected high wear on the cutter head, regular maintenance of
the cutter head and its cutting tools is essential. This also means that it is necessary to be able
to access the working chamber in front of the cutter head. This access is complicated by the
fact that there is a total pressure in front of the cutter head of up to approximately 6 bar.
Access to the working chamber can take place via air locks in the front section of the tunnel
boring machine. The air locks allow tunnel personnel without specialist training to operate un-
der pressures of up to 3.6 bar. At a pressure of more than 3.6 bar, special divers are required
to enter the working chamber, which complicates the work considerably. It is estimated that up
to 70% of the repairs will take place under pressures of more than 3.6 bar. In addition to the
planned maintenance works, it is only considered necessary to have access under high pres-
sure in emergency situations.
The boring machines are equipped with a stone crusher fitted at the base of the machine. This
crusher breaks down large stones into smaller pieces that can be transported with the other
materials in the slurry through the pipeline to land. The primary method of handling boulders
and stones is to crush them while they are still firmly fixed in the soil in front of the cutter head.
The boulders are broken down to a suitable size so they can pass through the openings of the
cutter head to the stone crusher.
All the materials are pumped to large separation plants on land that separate the bored mate-
rials from the slurry, which is reused. The majority of the bored materials are used to reclaim
new land areas off both coasts, although primarily along the south coast of Lolland.
Immediately behind the shield, the permanent concrete lining is installed in the form of seg-
ments that make up a full ring. The individual segments are installed with a special crane. Mor-
tar is used as grouting between the concrete ring and the soil to ensure full contact between
the tunnel structure and the surrounding soil.
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For the bored tunnel, the investment costs of the TBMs amounts to less than 10 per cent of
the total construction costs, but the performance of each of the six TBMs is paramount to the
success of the project. TBM functionality has to take into account the specific conditions such
as high water pressure, the large diameter tunnel, the abrasive nature of the soil, the proper-
ties of the unique Palaeogene clay and the presence of boulders. Although all of these issues
can be designed for, it is quite a challenge to construct a tunnel facing all of these conditions;
however, although very challenging, it is considered technically feasible. No existing projects
have ever made such a large tunnel over such a long distance, and it is therefore considered
that this project cannot be considered as proven construction technology.
Separation plant and storage area for bored materials

A total of 19,200,000 m (incl. a bulking factor of 1.3) of bored clay and other excavated mate-
rials is expected with approximately 50% on either side Fehmarn and Lolland. It is difficult to
predict the form and volume of the excavated clay going into the separation plant. In the worst
case scenario, some of the clay will have been dissolved in the slurry, which means that even
a large separation plant will have difficulties with separating the clay from the slurry in order to
reuse it for land reclamation.
A major disadvantage of the mixshield-TBMs that are expected to be used in the Fehmarn
project is the high consumption of energy (electricity) required to drive the various equipment
when boring a total of 60 km of tunnel and in particular for the associated separation plants.
The separation plants consist of the following components:
Sieves and screens

Hydrocyclones
Decanter centrifuges or chamber filter presses (to extract water from the waste slurry)
The plant grades the materials into the following fractions:
Spoil that can be reused/incorporated immediately (the majority)

Spoil that cannot be reused immediately, and needs further stabilising before it can be
used/incorporated
Water
Residual material waste and any contaminated soil
The water is processed in a water treatment plant on site to a suitable level for direct discharg-
ing into the sea, or into a local watercourse.
The potential for reuse of the various solid materials will depend largely on the water content,
and the resulting strength of the material. The project assumes that all material from the sepa-
ration plants to some extent can be used for land reclamation in the following areas:
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Approximately 15% of the volume for the Puttgarden land reclamation area the mate-
rials are transported from the separation plant via conveyor belts either to dumpers for
further transport or directly into the land reclamation area.
Approximately 85% of the volume for the Lolland land reclamation area:
Transported from Fehmarn via a conveyor belt to a ship or barge sailing to the work
harbours on Lolland
Further transport is by conveyor belt either to dumpers for further transport or di-
rectly into the land reclamation area
Controlled disposal facility for any contaminated residual product
Approximately one third of the materials is expected to be fine-grained - less than 0.01 mm. It
may be difficult to reuse this fraction of very fine material, but it is assumed that it also can be
handled as part of the reclamation works. The proposed separation method is expected to
reduce the water content to an acceptable level. However, the strength properties will be
weaker than the original in situ properties of the soil in front of the boring machine.
It is proposed that the most fine-grained materials be deposited into small basins to prevent
them being washed away over time (driving with vehicles on top of these materials is consid-
ered to be doubtful, even in the long term, due to the material's reduced structural strength
properties).
The total area proposed for the land reclamation is approximately 270 hectares. It is planned
that a large part of the area being established as a network of basins surrounded by dikes that
also constitute the necessary access roads for dumpers.
In addition to the fresh water required for the production of concrete and for staff welfare facili-
ties, there is also a demand for a large volume of water for the production of slurry, which may
alternatively be produced by using the brackish water from Fehmarnbelt.
Mid-tunnel docking of the TBMs
In order to optimise the entire boring process and limit wear on the boring machines, the pro-
ject is planned in such a way that two boring machines will bore each of the 20 km tunnels,
each starting from the respective coasts.
When the two boring machines meet below the Belt, the machines' outer shield will create the
necessary protection to establish a safe working chamber for the concluding construction
works, including in-situ casting of the internal concrete lining. The rest of the boring machine
will then be dismantled and removed including the associated back-up system.
Production of tunnel boring machines
The tunnel boring machines are fabricated outside the construction site by a specialist pro-
ducer. The number of producers who have previously produced tunnel boring machines of the
size and quality required is limited to the European mainland, Japan or North America.
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The purchase of the tunnel boring machines, with contract negotiations, design, production,
delivery and installation on site, is a critical activity - the production of the 6 boring machines in
itself is estimated to last in the order of 12 months. It is also important for the portal buildings
to be ready at the time at which the machines are delivered and installed.
Geological conditions
Construction hazards of a bored tunnel under the Fehmarnbelt are closely related to the geol-
ogy. As a result of the glacial history, the ground conditions are inhomogeneous.
On the basis of existing and ongoing soil investigations the geological character has been
described and the geological longitudinal profile of the tunnel between Fehmarn and Lolland is
shown in Figure 4-7. Both the German and Danish sides have gently sloping areas close to
the coasts. On the German side this is indicated by 1 vertical: 150 horizontal and on the Dan-
ish side by 1 vertical: 300 horizontal. Towards the center of the Fehmarnbelt, these gradients
gradually diminish and end at the deepest level of around 29 m.
The ground conditions comprise a base of chalk, showing a dome structure due to deeper salt
movements. Above this base, Palaeogene clays are seen on primary bedding, as folded and
as floes. On top of these layers, lower glacial tills dominate near Fehmarn, and this lower till is
near Lolland overlain by upper glacial tills. In the deepest part, younger basin deposits are
found.
Figure 4-7: Geological longitudinal profile of the bored tunnel
As a result the nature of the soil is considered to represent a high risk for any bored tunneling
technique due to the following aspects:
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The potential hazard of encountering large boulders imbedded in an unstable or plastic
soil matrix
Hydraulic instability which could cause inflow of soil into the boring chamber during
maintenance may present a hazard
The sudden changes in soil characteristics and mixed face conditions present a hazard
with regard to the very large tunnel profile which covers a face area of approx. 227 m
The high abrasive nature of the soil will require a high maintenance frequency of the
cutterhead under difficult hyperbaric conditions
Internal concrete lining

Each of the three Fehmarnbelt Fixed Link tunnels will be constructed by approximately 10,000
concrete rings, each consisting of 11 segments. A total of 330,000 segments will therefore be
cast. Each ring consists of ten standard segments and one wedge-shaped element that 'locks'
and secures the finished concrete ring in position.
Each segment is provided with a sealing rubber gasket along the sides. As the segments are
installed, the gaskets are pressed together so that water cannot penetrate into the tunnel
through the joints. The gaskets can withstand water pressure of up to 15 bar. Each segment is
bolted to the adjacent segment in the ring, and each ring is also bolted to the adjacent ring.
The segments are installed by using special equipment from inside the tunnel boring machine
which, by using a vacuum erector, lifts the individual segments and places them in position.
The thickness of the linings is 600 mm in sections where the tunnel passes through the hard,
glacial clay-till. The Puttgarden area, on the other hand, has more difficult soil conditions which
require the thickest concrete lining of 750 mm in all three tunnels.
Installation of other internal concrete elements
Some other important structural elements for the tunnel construction are:
Motorway deck and railway deck

Galleries at road and track level
Sub-tunnel refuge and plant rooms
Cable ducts
Ramp structure
Sump rooms
The motorway and railway decks and the rooms and galleries in the tunnel will be built by pre-
cast elements, where possible. This will make it possible to transport and install these ele-
ments immediately along with the completion of the individual tunnel sections.
They are installed with rolling gantry cranes working right behind the tunnel boring machines.
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Work site arrangement
In addition to the new land reclamation areas, the temporary construction sites required for the
construction of the tunnels and portal buildings constitute the largest construction areas in the
project.
The construction sites will include the following activities:
Factory for pre-cast tunnel segments

Storage area for pre-cast segments
Separation plants for handling the bored soil material with associated storage area
Plants for production of slurry for the individual boring machines
Office and workshop facilities
Figure 4-8: Fehmarn construction site
A total of 330,000 segments will be produced for the concrete lining within a period of approx-
imately 3.5 years, which will require high-capacity concrete casting facilities with appropriate
storage areas for hardening and storage. Elements will also be produced for the motorway
and railway decks and partition walls. It is proposed that both the segment and element pro-
duction sites be located close to the individual tunnel portal buildings.
The storage area must have a hard base and it will also be necessary to establish a temporary
pavement on the roads to allow working vehicles to drive on them.
The total area for each separation plant is approximately 3.6 ha, including storage area for
temporary storage of the filtered materials (there will be a need for an area of approximately
1.5 ha (100 m x 150 m) for the installation of the components of the separation plant, while the
Page 155/164

need for additional space for temporary storage depends on the adjoining logistics chain for
further transport by truck, train and/or barge).
The storage area must typically have space for spoil equivalent to approximately 5 days of
production, i.e. approximately 44,000 tonnes or 22,000 m.
The construction site does not have a readily available supply of fresh water in the quanti-
ties required, and it is therefore expected that all fresh water to the site will be delivered by
tanker by sea.
Figure 4-9: Lolland construction site
Construction of portal buildings and ramps

The tunnel portal buildings will be built at the same time as the production and delivery of the
tunnel boring machines. This requirement drives the entire construction programme for both
the portal buildings and ramp structures on Fehmarn and Lolland.
In order to be ready for the first TBM to be launched, the portal buildings and ramps need not
be totally complete. However, it is essential that the following elements are finished:
Initial launching box for the boring machines and headwall structure
Dikes to protect the portal buildings and the new land reclamation areas
Temporary work harbours with access channels
Sea defences (sometimes temporary, but sufficient to protect the portal area until the
permanent sea defences are in place)
There are also a number of non-critical works which do not need to be completed prior to the
launching of the TBMs:
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Casting of non-critical parts of the cut and cover tunnel
Casting of concrete ramps
Construction of cable ducts
Completion of permanent dikes and permanent sea defences
Construction of portal buildings
Earthworks for the road and railway ramps, including drainage works
Laying of motorway road base and asphalt and installation of motorway equipment
Table 4-1 indicates the approximate requirements for some of the resources needed for the
establishment of the Fehmarnbelt Fixed Link's bored tunnel project compared with the corre-
sponding figures for an immersed tunnel solution. These quantities are subject to variation at
detailed design.
Table 4-1: Resource requirements.

Quantities IMT Bored Tunnel
3 3
Concrete in tunnel elements / segments 2,480,000 m 1,842,000 m
Reinforcement 305,000 tonnes 448,000 tonnes
3 3
Ballast concrete/internal concrete; total 386,000 m 1,280,000 m
3 3
Structural concrete, portal buildings and ramps & cut and 183,000 m 274,000 m
cover
3 3
Total volume dredged in situ 18,800,000 m * 14,800,000 m **
2 2
Total land reclamation area 3,300,000 m 3,300,000 m
3
Total volume of backfill in tunnel trench 6,400,000 m n.a.
3
Fresh water supply 1,500,000 m 1,500,000 m
Electricity 166 GWh 1,230 GWh
*Tunnel trench and work harbours

**Bored material and work harbours
The estimated peak power requirements for the TBM drives, including subsequent separation
of the bored materials, have been estimated as 55 MW on each side.
Dredging and reclamation methods
Dredging is necessary at Lolland to create sufficient depth for temporary work harbours to
receive bored materials from Fehmarn. Mechanical excavators such as backhoe or grab exca-
vators will be used for this work.
The water depth at Fehmarn is already sufficient for this purpose and no additional dredging is
required.
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Slurry separation and soil re-use for land reclamation
The principal strategy of the soil reuse is that as much soil as possible will be used for the cut
and cover, additional cover, and landscaping requirements, with residual soil being used for
land reclamation.
The bored tunnel requires transport of the excavated soil from the tunnel face by pumping it as
a slurry to the portal locations, where it is processed to separate it from the slurry, allowing it to
be taken by truck or ship to the required final destination. Once the spoil has been received at
the portal, it may be subject to potential (legal) restrictions in relation to transferring it between
Germany and Denmark.
The excavated soil from the bored tunnels (totalling about 12 million m3 for the TBM driven
section, before bulking) has to be re-used. Any added Bentonite and as much additional water
as possible will be separated from the spoil to improve the stability of the material to be re-
used. The level of dewatering and separation depends on the ability of the slurry treatment
plant to separate the fines from the liquid. The separation process splits the soil into various
fractions, based on their particle size.
All fractions are re-usable for land reclamation but with some uncertainty. Nevertheless, after
treatment some fractions of the soil may be considered slightly contaminated and classified in
accordance with the EU Waste Framework Directive which will require in Denmark and Ger-
many permits for recovery measures and a notification procedure in case of cross border
shipment (Waste Shipment Regulation). Because the quantity and level of contamination in
the various fractions of the ground is uncertain, the approval for re-use of it in reclamation are-
as is uncertain.
As the larger area of land reclamation is proposed on the Danish coast, there will be a re-
quirement to transfer a large proportion of spoil from Germany to the Danish coast. This will
require spoil treatment before shipment to Denmark.
It is expected that all of the spoil can be used, however, due to the engineering properties of
the materials; the fines from the bored tunnel will have to be placed in between a matrix of
closely spaced containment dikes as shown in Figure 4-9 and temporary (but possibly long
lasting) restrictions to the use of a part of the reclaimed material must be foreseen. There is a
potential risk that the spoil treatment will not be able to remove all water from the fines and
thereby leave a large portion of the soil as slurry with a high content of water. Areas filled up
with such slurry cannot be readily accessed by either vehicle, or by pedestrians.
It is estimated that the total man-hours for the construction of the Fehmarnbelt Fixed Link
bored tunnel are in the region of 30,000,000 hours. This figure is provisional as the final work-
force is determined by the contractors selected to perform the works.
The initial construction works begin with the design and production of the six TBMs, estab-
lishment of construction sites with workshops, office and accommodation facilities and dredg-
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ing to create the necessary work harbours. The workforce will thus gradually be increased
throughout the first year of the construction period.
Accordingly, there will be a lower level of activity in the concluding phase of the project, which
consists of the many different installations inside the tunnel, including the railway systems.
This period will be followed by a period of testing and commissioning of the tunnel including
the railway.
Time schedule
The construction time schedule assumes that the Fehmarnbelt Fixed Link tunnel project will be
split into contracts, all of which involve design and construct. The current time schedule re-
mains provisional and will be developed by the contractors that are awarded the contracts.
The overall goal is to complete the project within a time frame of approximately 8 years, start-
ing from the first contract being signed in 2014.
The complexity of the project and the risk associated with the long tunnel boring, combined
with the large diameters of the tunnels, give the bored tunnel project a special risk profile,
where isolated incidents such as fire, cutter head failure or blow outs - however rare - may
have dramatic impact on the total time schedule.
The critical part of the time schedule concerns the purchase of the six TBMs for boring from
both north and south, the starting of the boring process and the installation of the permanent
equipment.
Decommissioning and removing the tunnel structures and installations comprises the following
actions for the bored tunnel solution:
The tunnel tubes are stripped of equipment and cabling, etc. and flooded, after which
the entrances are sealed to prevent unauthorised access
Decommissioning and removal/demolition of tunnel entrance structures, portal build-
ings and road and railway structures
As the intention of the land reclamation areas is to maintain or even improve the condi-
tions for flora and fauna in the area, it is considered unlikely that, after 120 years of
'natural environmental development', these areas will be required to be returned to
their original condition. For this, a comparison can made with the existing sea dikes on
both Lolland and Fehmarn, which were established in the 1870s.
The environmental impact
Environmental impact is defined as the aspects of the project which have a potential impact on
the surrounding environment, and which can be quantified from the technical project descrip-
Page 159/164

tion. A project has an impact on the environment not only due to the technical features and
appearance of the final project, but also due to the construction activities and methods, and
the O&M-related structures and activities. Examples of impacts are footprint (area affected),
vertical profile, noise, air emissions, spill of fine sediments during dredging and land reclama-
tion and solid and liquid waste products.
Table 4-2 shows a list of impacts for a complete range of relevant project elements for the
solution with the bored tunnel. The list is divided into sections corresponding to 1) the ele-
ments in the permanent link, 2) the construction phase and the operation and maintenance
phase. The table does not include the related environmental impact assessments.
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Table 4-2: Project features and environmental pressures for the bored tunnel solution
PERMANENT STRUCTURES

structures on Lol- Motorway
land Toll station Vertical profile (height distribution)
Railway
Green areas & paths Material composition
(use of materials)
marn Railway
Green areas & paths Vertical extension (height distribution)
Part of:
Cut & cover tunnel
O&M facilities Material composition
Portal buildings
Sea defences
Permanent project Facilities at reclaimed Footprint area (=horizontal extension)
structures offshore area at Lolland, includ-
ing:
Cut & cover tunnel Vertical profile (height distribution)
O&M facilities
Portal buildings
Sea defences
Facilities at land recla- Footprint area (=horizontal extension)
mation area at Femern,
including sea defence
and part of:
Cut & cover tunnel
O&M facilities
Portal buildings
Bored tunnel Material consumption
Page 161/164

CONSTRUCTION WORKS

Temporary con- Temporary structures Footprint area (=horizontal extension)
struction sites on (facilities & buildings) Vertical profile (height distribution)
Lolland
Construction works Disturbance
on land (earthworks, Noise
drainage, O&M facili- Solid and liquid waste
ties, construction Dust
traffic) Light emission
Accidental spills
Spills of materials
Energy consumption
Water consumption
Temporary con- Temporary structures Footprint area (=horizontal extension)
struction sites on (facilities & buildings) Vertical profile (height distribution)
Fehmarn
Construction works Disturbance
on land (earthworks, Noise
drainage, O&M facili- Solid and liquid waste
ties, construction
Dust
traffic)
Light emission
Accidental spills
Spills of materials
Energy consumption
Water consumption
Temporary con- Offshore construction Footprint area (=horizontal extension)
struction areas sites, including tem-
offshore porary work harbour
and storage areas Material composition
Offshore activities, Disturbance
including vessels and
Restricted work zones
plants
Noise
Accidental spills (including oil, chemicals, solid and
liquid waste), collisions leading to oil spills
Deposition of exca- Spill of fine sediments
vated material
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trains Air emission
Noise
Vibrations
Light
O&M activities General activities Energy consumption
Other resources (water, chemicals, etc)
Activities at ramp Disturbance
areas (Lolland and Noise
Fehmarn) Light
Rainfall runoff and Contaminated discharges
snow clearing at
portals and ramps.
Washing of road in
tunnel.
Page 163/164

This report is based on the work in progress as of 1 October 2011 on the
Conceptual design for an immersed tunnel (RAT)

Technical Report for a bored tunnel (RAT)
Conceptual design for a cable stay bridge, variant 2 (COWI/Obermeyer)
Technical Report for a suspension bridge (COWI/Obermeyer)
Technical Report for a tunnel production site in Rdbyhavn (RAT)
Technical Report for bridge production sites at Rdbyhavn and Lind/Odense Havn
(COWI/Obermeyer)
Page 164/164

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WORK IN PROGRESS

Prepared: CIV, NEM

Checked: KSA, JGI, ABJ

Approved: SLY, HCH

Femern A/S Vester Sgade 10 Tel +45 33 41 63 00 www.femern.com

1. THE IMMERSED TUNNEL .......................................................................... 10

Description of Permanent Works..................................................................................12

Tunnel elements ........................................................................................................................... 12

Lolland portal building .................................................................................................................. 39

Resource requirements ................................................................................................................ 40

The environmental impact.............................................................................................59

2. THE CABLE STAYED BRIDGE .................................................................. 63

WORK IN PROGRESS Consolidated Technical Report

Description of permanent works ..................................................................................68

Main bridge ................................................................................................................................... 68

Resource requirements ................................................................................................................ 96

The environmental footprint .......................................................................................125

3. THE SUSPENSION BRIDGE .................................................................... 129

The main bridge ......................................................................................................................... 130

Construction of main bridge substructure .................................................................................. 135

Consolidated Technical Report WORK IN PROGRESS

The environmental footprint .......................................................................................142

4. THE BORED TUNNEL .............................................................................. 143

Description of permanent works ................................................................................144

Bored tunnel ............................................................................................................................... 144

Boring method ............................................................................................................................ 148

The environmental impact...........................................................................................159

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The major features of the immersed tunnel solution include:

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Figure 1-2: Longitudinal profile of the alignment

Description of Permanent Works

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Figure 1-3 Cross-section of standard element with dimensions in metres

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Technical installations in the tunnel

Ventilation of the road and rail tubes

Figure 1-6: Longitudinal ventilation by jet fans in road tunnel

Better conditions for self-rescue

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Lighting within the road tubes

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Data acquisition and control (SCADA)

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Figure 1-8: The extent of the proposed reclamation on Fehmarn

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Fehmarn portal building and ramp area

Ramps for road and railway

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Road and rail ramps

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Cut and cover tunnel section with lightscreens

WORK IN PROGRESS Consolidated Technical Report