The link across Storebælt – Denmark’s connecting link

The link across Storebælt

– two bridges and a tunnel

CONTENTS

ThE LiNk aCrOSS STOrEbæLT 3

MiLESTONES 6

arChiTECTurE aNd dESigN 8

ThE EaST bridgE 13

ThE WEST bridgE 19

SPrOgØ 23

ThE EaST TuNNEL 24

raiLWay ENgiNEEriNg 29

TOLL STaTiON 30

OPEraTiON aNd MaiNTENaNCE 35

rOad SafETy 40

raiL SafETy 41

NavigaTiON uNdEr ThE bridgES 42

ENvirONMENT 44

WOrkiNg ENvirONMENT 47

kEy figurES 48

ThE WOrLd’S LargEST bridgES 50

a/S Storebælt is responsible for the operation and maintenance of the Storebælt fixed link and, therefore, for a wide range of tasks. a/S Storebælt organises operations and ensures that users experience a fast, flexible and safe passage across the link.a/S Storebælt is responsible for maintaining the infrastructure in the best possible condition to ensure a lifetime of more than 100 years.

a/S Storebælt is responsible for increasing turnover and mini-mising financing and operation costs in order to repay its debts as early as possible, but with due consideration for safety, the working environment, the environment and society in general.

The link across Storebælt – Denmark’s connecting link Denmark is a country of bridges. As Danes we are blessed with many beautiful coastal areas and regions separated by water. This makes bridges an integral part of our infrastructure.

The Storebælt link is the jewel in the crown of Danish bridges. As a proud monument‚ it connects the islands of Zealand and Funen and is a crucial traffic artery between East and West. The link’s importance to society means that the road and rail link across Storebælt must be open 24 hours a day‚ 365 days a year.

The Storebælt link is a unique engineering feat that ranks among the world’s largest bridge and tunnel structures – as this publication illustrates and documents.

The 18 km long fixed link across Storebælt between East and West Denmark comprises two bridges and a tunnel. The state-owned Sund & Bælt Holding A/S owns the link through the subsidiary‚ A/S Storebælt. The rail link opened in 1997 and the following year‚ the motorway across Storebælt was inaugurated. The link replaced three ferry routes across the belt although ferries continue to ply the waters across Kattegat and between Lolland and Langeland. The Storebælt link‚ however‚ remains the dominant traffic route between East and West Denmark.

Toll station

KorsørstationEast tunnel

Wind turbines

Motorway 17,538 m from coast to coast

Railway 18,570 m from coast to coast

SprogøWest Bridge

KnudshovedNyborgstation

East Bridge

3SUND & BÆLT THE LINK ACROSS STOREBÆLT

Construction workThe construction of the Storebælt link took place between 1988 and 1998 and involved thousands of engineers‚ craftsmen‚ semi-skilled workers and others. At the peak of construction in the early 1990s‚ more than 4‚000 people worked at the construction sites in and around Storebælt.

In June 1987‚ the Danish parliament‚ Folketinget‚ passed the Public Works Act for the Construction of a Fixed Link across Storebælt. Ahead of the vote had gone decades of discussions for and against the project. On 12 June 1986‚ however‚ the governing parties‚ Conservatives‚ Liberals‚ Centre Democrats and the Christian People’s Party signed an accord with the Social Democrats for Storebælt.

According to the Public Works Act‚ the Storebælt link was to be built in two stages so that the rail link could open three years before the motorway. This sprang from the political desire to give public transport a headstart over car traffic.

As construction work progressed‚ however‚ it gradually emerged that the three-year interval was unrealistic‚ largely because two incidents during the boring of the tunnel delayed construction considerably. As a result‚ the rail link opened in June 1997‚ with the motorway link following twelve months later‚ in June 1998. Traffic It is now considerably easier‚ faster and cheaper to cross Storebælt compared to the era of the ferries. During the bridge’s first years of operation‚ traffic across Store-bælt doubled while the number of train passengers increased by more than 50 per cent.

Ten years after the opening of the bridge‚ traffic averag-es 30‚000 vehicles a day. By comparison‚ the figure for 1997‚ the last full year of ferry services‚ the ferries transported around 8‚300 vehicles per day.

Rail traffic has also benefited significantly from the fixed link. Today‚ ten years after the link’s opening‚ 130 trains cross Storebælt every day against the previous 40 to 45. The number of daily rail passengers now totals 22‚000 against 12‚000 in the days of the ferries.

Financing Total construction costs for Storebælt project amount-ed to DKK 26.5 billion in current prices. The costs were largely split fifty-fifty between the road and rail link. In addition to the construction costs were interest expens-es so that the overall debt at the time of the opening of the bridge in 1998 totalled approx. DKK 36 billion. The debt increased during the first few years after the open-ing of the road link‚ but is now falling. In order to cover the costs‚ A/S Storebælt has continually raised loans in Danish and international capital markets. All loans are guaranteed by the Danish state‚ which allows for more favourable borrowing terms.

A/S Storebælt’s loans‚ including interest‚ are serviced from the revenue from motorists and from Rail Net Den-mark which pays a fixed fee to A/S Storebælt for using the railway. Revenue from the road link is dependent on traffic volumes on the bridge.

THE L INK ACROSS STOREBÆLT S UND & B ÆLT4

MilestonesThroughout history‚ the main traffic link between East and West Denmark has been via Storebælt. For centuries‚ ships carried people and goods across the belt and from the 1880s freight was mainly transported by rail-ferries in the form of paddle steamers. Only in the 1930s did the first proposals for a fixed link materialise. Over the next 50 years‚ a number of bridge proposals were put forward‚ but it was not until 10 June 1987 that the Danish parlia-ment passed the bill that made a fixed road and rail link possible. Amongst other things‚ the Act determined that there should be a three year interval between the open-ing of the rail and road link.

The East Tunnel was designed and built between 1988 and 1996 with subsequent installation of the rail engi-neering installations and test runs up until the opening of the rail line on 1 June 1997. A flood and a fire in one of the boring machines‚ however‚ delayed completion by two years. The design of the West Bridge began in 1989 and the bridge was completed in 1994.

The construction phase of the East Bridge began in 1991 and the bridge opened on 14 June 1998.

12 June 1986Political decision to build a fixed link across Storebælt

12 April 1991 ”The Swan” positions the first caisson for the West Bridge

10 June 1987 The Public Works Act is passed

14 October 1991 Flooding in two tunnel tubes

22 April 1993 The first caisson for the East Bridge is lowered on to the seabed

30 August 1990 Tunnel boring begins

11 June 1994 Fire breaks out in one of the boring machines‚ which damages the tunnel


26 June 1994 The contractor hands over the West Bridge

7 April 1995 Tunnel boring is completed

8 October 1995 The substructure for the East Bridge is handed over

1 August 1996 The contractor hands over the East Tunnel

1 June 1997 The rail link is opened by Queen Margrethe of Denmark

14 June 1998 The road link opens

4 December 2009 The Minister of Trans -port inaugurates 7 wind turbines north of Sprogø

Architecture and designIn architectural terms‚ the main objective was to create a visually defined and easily identifiable entity which is in harmony with the surrounding landscape.

The architectural firm of Dissing + Weitling and land-scape architect Jørgen Vesterholt were commissioned to transform the vision into reality. The artist Ole Schwalbe was appointed artistic consultant to the architects who worked closely with the consulting engineers throughout the design and construction phases.

The main architectural work took place in the early plan-ning phase where no single solution was taken for grant-ed and statistical principles and current contractor methods were put to the test. Through extensive out-lines and model constructions‚ the main architectural line and the co-ordination of the project’s component parts were developed – creating the overview needed for ensuring the project’s integrity.

LandscapeOne of the objectives of the project was to create coher-ence between the natural and man-made elements. The large artificial terrain complex‚ abutments and tunnel ramps were designed as geometrical shapes‚ one convex and the other concave.

On the Zealand side‚ the complex is part of the local‚ ar-chetypical landscape – the hills towards the north‚ the cliffs‚ the pebble coast and the stony points. The tunnel ramp is sited on the bed of an old fjord south of the hills. The ramp is surrounded by a high water dike planted with a snow belt dominated by oak‚ like many of the region’s hedgerows. The motorway follows a natural ridge to the abutment which preserves the natural coastline with its location set back above the southern cliff.

As part of the extension of the island of Sprogø in the middle of Storebælt‚ the motorway marks the boundary between the old and the new. The bridge embankments and the new backfilled areas are protected by a 5 m high stone perimeter of Bornholm and Swedish granite while the railway ramp’s high water dikes and the slopes are planted with snow fences. The landscape at the abut-ment at Funen is formed by a series of beach ridges and is‚ therefore‚ distinct from Funen’s cultivated landscape. Along the northern coastline‚ which is characterised by coniferous growth‚ the West Bridge ramp was constructed from backfilled sand. The abutment is sited slightly north of the entrance to the former ferry port. The area’s vegetation is characterised by lamella fir tree planta-tions which frame the views of Funen and dramatise the introduction to the bridge.

East Bridge The almost 7 km long East Bridge consists of two types of bridge with entirely different static impressions – a suspen-sion bridge at the centre and simply supported box girder bridges as approach spans on either side. With its propor-tions and fully exposed location‚ the East Bridge silhouette is of crucial importance to the experience. The long main span and the high pylons make it the most spectacular ele-ment of the link – the jewel of the Storebælt link.

Via the 254 m high pylons‚ the bridge cables extend from anchor block to anchor block. By placing the enormous mass required for securing the cables below the surface of the sea‚ it was possible to make the anchor blocks into open constructions.

The design of the pylons with their lower swing‚ unim-peded by artificial islands and bases‚ forms a dynamic encounter with the water‚ emphasising the movement of


Architectural sketches: Dissing + Weitling

the forces from the main cable saddles to the seabed. Moreover‚ the traditional cross beam under the bridge deck has been eliminated. This creates an impressive sculptural expression of the pylons and a clear sense of the bridge and pylons’ static impression. The approach bridge piers harmonise with the design of the pylons to complete the impression. The bridge’s crash barriers have been specially designed to provide motorists with a panoramic view.

Lighting To warn aircraft and shipping – and to enhance the archi-tectural experience of the bridge – lighting has been in-stalled on the pylons and anchor blocks. In addition‚ the shape of the suspension cables is marked with a series of individual fixtures. While the outer surfaces of the bridge structure are not illuminated‚ the anchor blocks are lit from within to emphasise the open design.

The lighting at the front and inner sides of the pylons taper upwards while the intensity of the lighting on the underside of the bridge deck diminishes towards the centre of the bridge. Thus the lighting emphasises the bridge’s dimen-sions and sculptural qualities. As an energy saving measure‚ some of the lighting is turned off between midnight and 06:00.

West BridgeWith its vast horizontal curve (with a radius of 20 km) the otherwise rather monotonous West Bridge provides an architectural tension which not only improves the safety of motorists‚ but also offers a varied view of the East Bridge in an easterly direction.

The West Bridge is a contractor-alternative which was not designed by the selected architects. This has impacted on the perception of the link as an integrated entity.

Constructed as two parallel box girder bridges for the road and the railway‚ the bridge is built by concrete ele-

ments that extend from the middle to the middle of the bridge spans. They are cast into one km long sections.

East TunnelIn its alignment‚ the bored tunnel curves in a northerly direction to follow a submerged lateral moraine where the sediment is suitable and where‚ at the same time‚ there is the least ascending gradient for the rail track. The tunnel consists of two tunnel tubes in a purely tech-nical construction. The tunnel mouth’s sloping walls har-monise with the ramp slopes and provide a fine aerody-namic design to safeguard against high air pressure when the trains enter the tunnel.

At the tunnel ramps‚ portal buildings have been built for the technical installations. With their horizontal disposi-tion‚ the buildings adhere to the tunnel’s longitudinal di-rection. In the buildings’ central lines‚ there are overhead lights that illuminate a longitudinal corridor and com-pleted with a glass entrance.

Wind turbinesIn the sea‚ some 800 m north of Sprogø‚ seven 3MW wind turbines were installed in 2009.

The arrangement of the turbines has‚ to a significant ex-tent‚ been determined by the need for harmony with the East Bridge’s imposing structures and the visual impres-sion from the surrounding coastline. In-depth visual studies resulted in the choice of a turbine line that runs parallel with the East Bridge’s longitudinal direction. Resting on concrete foundations extending 3.5 m above the surface of the sea‚ the turbines are 70 m high and have a blade diame-ter of 90 m. The foundations are designed to withstand ice formations in Storebælt and the design helps to give the turbines the required robustness that will ensure the pro-duction of green energy over the planned lifetime of 25 years. The turbine towers are painted a light grey colour that complements the fixed link’s grey concrete structures and gives the turbines a light airy appearance.

SUND & BÆLT THE LINK ACROSS STOREBÆLT 11

The East BridgeGeometryThe East Bridge‚ which carries a four-lane motorway from Zealand to Sprogø‚ is 6.8 km long and comprises two approach spans and one suspension span. The bridge girders are designed as closed box profiles in steel while bridge piers‚ anchor blocks and pylons are made from reinforced concrete.

The approach spans extend from the abutments on Zealand and Sprogø to the anchor block. The two approach spans are 2‚518 m and 1‚556 m long and rest on 21 bridge piers.

The suspended span is suspended from the two main ca-bles and extends from anchor block to anchor block. It is 2‚694 m long and the main span between the two pylons is 1‚624 m. The navigational clearance is 65 m.

To safeguard against collisions‚ shipping is monitored by radar and a traffic separation system has been established for north and south-going shipping between the pylons.

PylonsAt 254 m‚ the East Bridge’s concrete pylons are Denmark’s highest points and offer stunning panoramic views of Zealand‚ Sprogø and Funen.

The design of the pylons was determined in close partner-ship between the consulting engineers and the architects.

Stairs and lifts have been installed in the two pylon legs‚ the lifts‚ which can accommodate 12 people‚ take six min-utes to transport service crews to the top of the pylons.

Anchor blocksThe function of the East Bridge’s anchor blocks is to em-bed the very considerable forces from the main cables.

This‚ in part‚ is achieved through the enormous dead-weight of the concrete structure and‚ in part‚ through a ballast consisting of sand and iron ore to provide a com-bined weight of 325‚000 tonnes.

Anchor blocks are usually designed as massive struc-tures that contrast with the slender structure of the sus-pension bridge. In the case of the East Bridge‚ however‚ a very light structure has been created which reflects the distribution of the forces.

The main cables‚ which comprise a total of 37 wire strands‚ are anchored to the bottom of the splay cham-bers in the back slanting leg of the anchor block. There is access from the road level via stairs.

In order to lower heavy maintenance equipment into the anchor block‚ hoisting gear with a capacity of 2 tonnes has been installed. All enclosed areas in the anchor block are dehumidified to prevent corrosion of cable wires and other steel components.

Bridge piersThe bridge piers are hollow in the upper section‚ and there is access from the pier top to the interior of the pier through a hatch.

The bridge piers nearest each anchor block and the an-chor blocks themselves are protected against collisions by artificial islands. The islands prevent off-course ves-sels from colliding with the piers.

Ramps and abutments To ensure a sufficiently low gradient on the road deck and an appropriate height under the bridge on land‚ ramps have been built at both Sprogø and Zealand to


provide the foundation for the bridge abutment. The abutments have been partially planted and carefully integrated into the landscape to retain the bridge’s light and airy appearance.

The abutments provide access to the interior of the bridge girders. Wide doors and hoists allow for the handling of large and heavy equipment into and out of the bridge.

Main cables and suspension cablesEach of the bridge’s two main cables has a diameter of 827 mm and consists of 18‚648 parallel steel wires. The galvanised wires are further protected against corrosion by a zinc paste applied to the cable’s outer wires before being wrapped with a 3 mm thick steel wire. The exterior of the cable is protected by three coats of paint.

A hand-rope has been mounted on each side of the main cables. Access to the cables for maintenance and in-spection is from the pylon tops‚ from the anchor block houses and the centre of the main span.

Every 24 meters‚ the suspension bridge’s girders are suspended from a pair of hangers. The suspension cables have a diameter of 65 mm‚ 75 mm or 98 mm and are constructed from circular and Z-shaped galvanised

wires. By way of further protection‚ polyethylene sheath-ing has been placed over the suspension cables.

To prevent oscillation‚ the suspension cables are con-nected in pairs by separators placed at varying heights. The longest suspension cables closest to pylons are equipped with hydraulic oscillation absorbers to coun-teract oscillations caused by high winds.

Bridge girders The East Bridge’s girders are designed as closed box-profiles in steel. As all stiffeners are placed inside‚ the outer surfaces are smooth without stiffening ribs. As a result‚ only 20-25 per cent of the overall steel surface has been painted because the insides of the girders are protected against corrosion by dehumidification mea-sures.

The design of the bridge girders has been optimised in accordance with stress analysis and aerodynamic conditions. To protect the girder against oscillation due to vortex shedding from winds‚ flaps have been mounted on the suspension bridge’s underside in the main span.

Between the two anchor blocks‚ the girder for the suspension bridge has a total length of 2‚692 m without expansion joints. The girder thus passes uninterruptedly

Ramp RampAbutment AbutmentApproach span Approach span

Side span Side spanAnchor block Anchor block

Main span

Pylon Pylon

East_Br idge e levat ion

3595_5.1-1_east_br idge.eps

143 m 7 x 193 m 62 m

1,567 m 535 m 1,624 m 535 m

11 m 62 m 12 x 193 m 140 m

2,529 m

11 m


Ramp RampAbutment AbutmentApproach span Approach span

Side span Side spanAnchor block Anchor block

Main span

Pylon Pylon

East_Br idge e levat ion

3595_5.1-1_east_br idge.eps

143 m 7 x 193 m 62 m

1,567 m 535 m 1,624 m 535 m

11 m 62 m 12 x 193 m 140 m

2,529 m

11 m

between the pylon legs - which further emphasises the light structure. The expansion joints at the anchor blocks‚ therefore‚ have to absorb significant movement‚ i.e. +/-1m.

In order to minimise sudden movements in the joints – e.g. from many cars braking at the same time – hydraulic shock-absorbers have been mounted between the an-chor blocks and the bridge girders.

Each bridge girder in the two approach spans has also been welded into one piece‚ with each fixed to the cen-tral pier. This means that any longitudinal expansions due to variations in temperature or traffic volume are distributed evenly to the expansion joints located at the anchor blocks and abutments. At the time of assembly‚ the East Bridge’s expansion joints were the largest of their type in the world. Today‚ however‚ they have been superseded by larger bridges in China. Overall‚ the four expansion joints on the 6.8 km long East Bridge allow for movements of up to 6.5 m. Bearings mounted on top of each bridge pier support the bridge girders and allow angular and horizontal displacement of the girders.

Road surface and crash barriers The road surface of the East Bridge has a water proofing membrane (mastic) of 4 mm at the bottom and 55 mm mastic asphalt in two layers at the top. To ensure fric-tion‚ crushed stone has been rolled into the surface. The surface is similar in type to the road surfacing previously used on the Lillebælt Bridge and other recent Danish steel bridges. It is designed for a lifetime of more than 25 years.

1.3 m high fencing and crash barriers have been installed along the edges of the bridge girders together with

central crash barriers in both directions. The outer crash barriers are twice as strong as the conventional crash barriers on Danish bridges and can withstand collisions with‚ for instance‚ modular vehicles.

Installations and equipment To protect the inner surfaces of the bridge girders against corrosion‚ seven dehumidification systems have been installed inside the girders. The systems prevent humidity from exceeding 50 per cent. Similar systems have been installed in the anchor blocks’ splay chambers and in the pylon saddles.

During periods of strong winds‚ the approach spans’ bridge girders may be subject to oscillation. To keep these oscillations at an acceptable level‚ so-called tuned mass dampers‚ TMDs‚ have been installed in the girders. A TMD consists of approximately 8 tonnes steel sus-pended in a number of springs. When the bridge begins to oscillate‚ the suspended mass begins to oscillate too. Slowing down these oscillations reduces the bridge’s os-cillation.

Hydraulic buffers have been installed between the an-chor blocks and the suspension bridge’s girders. These have a similar function as shock absorbers in cars in that they prevent fast movements and allow slow movements. For the bridge this means that slow movements caused by temperature fluctuations are not prevented‚ while mi-nor‚ sudden movements arising from traffic are not transmitted to bearings and joints. This significantly re-duces wear on these components.


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Cross section of the bridge girders in the main span

A Railing and crash barriersB Monorail for personnelC Flaps for wind

D HandropeE Main cablesF Hangers

Cable clamp

A One coat of polyurethane B Two coats of epoxy primerC Wrapping wiresD Zinc pasteE 18‚648 steel wires in the main cableF Hangers

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West BridgeGeometryThe 6.6 km West Bridge is a combined road and rail bridge resting on 63 bridge piers and two abutments. Both the super and sub-structures are cast in reinforced concrete. The West Bridge curves horizontally with a radius of 20 km. Chosen for aesthetic and safety reasons‚ the curved design gives motorists a varied experience while crossing the West Bridge.

The West Bridge has two passage spans for north and south bound shipping with a navigational clearance of 18 m. The limit of 1000 GRT (Gross Register Tonnage) is dictated by the bridge piers’ resistance to collisions. The passage spans are marked with double leading lights and red/green buoyage (beacons and lights). In addition‚ the navigation spans are equipped with automatic fog detectors and foghorns. The distance between the north and south channels is 260 m.

To further enhance safety‚ a radar system monitors shipping to prevent large vessels from entering the West Channel instead of the East Channel.

Bridge girders‚ bridge piers and abutmentsThe West Bridge’s superstructure has been executed in pre-stressed reinforced concrete and comprises two separate‚ single-celled box girders for the double-track railway and the four-lane motorway.

The two box girders each rest on pier shafts placed on a joint caisson below the surface of the sea. The distance between the piers in the bridge alignment is 110 m. The bridge‚ therefore‚ is supported by 2 x 63 piers and two

abutments at Knudshoved and Sprogø. The abutments are located at the end of planted ramps built from sand from Storebælt.

Bearings and expansion jointsThe bridge is divided into six approximately 1.1 km long expansion sections. Expansion joints have been installed between each section to absorb the bridge’s movements during changes in temperature.

The expansion joint for the road girder comprises a number of transverse steel profiles separated by rubber profiles‚ which can absorb movements of up to 0.60 m. In total‚ the seven expansion joints can move up to 7.0 m.

The expansion joint of the rail girder consists of two tongue rails. To restrict sudden movements in the rail bridge’s superstructure in the event of a train braking suddenly‚ each expansion joint has been equipped with two hydraulic shock absorbers. This limits immediate movements between the individual bridge sections to a maximum of 30 mm.

Each expansion section is fixed to the section’s centre pier. In the case of the remaining piers‚ the superstruc-ture rests on bearings mounted on the pier shafts.

These bearings are equipped with sliding teflon surfac-es‚ which allow for longitudinal motion‚ and with ductile plates allowing for angle changes. Manholes in the un-derside of the bridge girders provide access via ladders to the top of the piers and thus to the bridge bearings.


Road surfacing and crash barriersThe road surface has a total thickness of approx. 100 mm and rests on a membrane of fully welded polymer bitumen plates‚ which insulate the concrete deck against moisture. Above the membrane is a 15-20 mm drainage layer of open asphalt concrete and a further 40 mm base of asphalt concrete. At the top is a 40 mm wearing course of stone mastic asphalt.

Along the outer side of the emergency lane‚ the road bridge girder has a 60 cm high edge beam on which a 60 cm high steel crash barrier has been mounted. The total height of the crash barrier is‚ therefore‚ 1.2 m and is designed to withstand collisions with modular vehicles. Rock ballast with a minimum thickness of 350 mm has been laid on the rail girder as a base for the sleepers.

The rail bridge is part of the electrified section of the Danish rail network. The bridge is‚ therefore‚ equipped with masts which carry the catenary system. As the system uses a voltage of 25kV AC‚ all steel parts are earthed. This is partly a safety precaution against falling catenary wires and partly to protect against sudden power surges.

Passages between the rail and road girders have been established at 550 m intervals. These passages serve as escape routes in the event of accidents necessitating the evacuation of train passengers.


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A Road girder

B Rail girder

C Bearings

D In-situ joint

E Caisson

F Erosion protection

G Sand fill

H Stone bed

SprogøThe tunnel boring and the compensation dredging in the East Channel generated very substantial amounts of soil. The dredged material was deposited at areas immediately north of the original Sprogø – Old Sprogø.

Before the construction of the fixed link‚ Sprogø covered an area of approximately 40 hectares. By the end of the construction works‚ however‚ this had quadrupled. Today’s Old Sprogø is separated from New Sprogø by a fence to protect wildlife on the old island.

Approx. 17 km gravel roads were laid at New Sprogø for the operation and maintenance of the coastal protec-tion‚ abutments‚ technical installations etc. 90 per cent of Sprogø’s approx. 9 km long shoreline is revetment.

Together with the authorities‚ A/S Storebælt has drawn up a conservation plan for the natural areas on the pro-tected Old Sprogø.

The main objective is to preserve the area’s salt meadows allowing Old and New Sprogø to form a coherent natural landscape. An important part of the plan is to provide grazing alongside the shore and in the salt meadows. During the summer‚ therefore‚ around 60 cattle and 200 sheep graze on Sprogø.

The buildings on Old Sprogø have been carefully restored inside as well as outside and are continually maintained. The 24 m high Fyrbakke with its listed light-house is of some historical interest. The lighthouse from 1868 was erected on the ruins of an ancient fortification built by King Valdemar the Great in 1167. The ruins‚ the oldest fortifications in Denmark‚ can still be seen. All four walls have been restored by Denmark’s National Museum although only three are visible because little of the west wall remains. The National Museum has left the wall as a grassy earth mound instead.

In 1997‚ the light in the lighthouse was switched on for the first time since 1980. Today‚ however‚ the lighthouse is of no practical significance to shipping. The original characteristic white flashes are used.


The East TunnelGeometryThe 8 km rail link under Storebælt’s East Channel com-prises two separate tunnel tubes with a diameter of 7.7 m. The tunnel tubes are connected to 31 cross passages at 250 m intervals. The cross passages have an inner diameter of 4.5 m. The tunnel tubes consist of 63‚000 elements bolted together. The service life of the tunnel elements is secured through reinforcement which‚ following welding‚ has been treated with epoxy and prepared for subsequent cathodic protection.

In part‚ the cross passages serve as escape routes – with a maximum of six minute escape time to the opposite tube – and‚ in part‚ as access routes for rescue teams and as a location for railway installations such as generators‚ cooling and ventilation systems as well as computer and radio equipment. The tunnel has a maximum gradient of 16.5 per thousand‚ i.e. the steepest gradient of any rail section in Denmark. There is a minimum of 12 m soil covering above the two tunnel tubes.

To ensure fast evacuation in the event of a train accident‚ signs leading to the nearest emergency exit via the cross passages have been placed at short intervals. The con-structions and the levelling in the bored tunnel are in-spected regularly and thorough corrosion and tension checks of the tunnel elements are carried out.

Cut and cover tunnelThe sections between the bored tunnel and the open ramps consist of a double reinforced concrete tunnel‚ which was cast in situ in an open structure pit‚ the so-called cut and cover tunnel. These sections are 227 m long at Halsskov and 278 m long at Sprogø.

Portal buildingsPortal buildings are sited at the tunnel ramps at Hals-skov and Sprogø for rail engineering equipment‚ power supplies‚ pumping and ventilation systems as well as computer‚ control and monitoring equipment‚ etc.

RampsThe open ramps cover a 1‚500 m long section from ground level down to the tunnel mouths. The ramps are protected against damage from high groundwater pressure in the underlying strata through an extensive system of permanent bleeder wells combined with longi-tudinal sub-soil drains under the ramps and portal build-ings. The inflowing groundwater is conducted by the help of gravity to collecting pipes to a pumping station at each ramp and then into Storebælt.

On both sides of the tracks‚ there are access roads to the tunnel entrance and to the portal building.

Technical installationsThe East Tunnel’s railway engineering components for supply‚ control and monitoring are located in the 31 cross passages‚ which also serve as escape routes.

The cross passages contain 10 kV high-voltage trans-formers‚ switchboards‚ emergency generators‚ radio communication systems‚ cooling systems and control‚ monitoring and regulation systems (SRO) as well as train safety and train radio systems.


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The tunnel tubesThe tunnel’s internal diameter is 7.7 m. The main tunnels are lined with 40 cm thick and 7 tonne heavy reinforced concrete elements‚ a total of 63‚000. The elements are bolted together (to facilitate assembly) and the interspaces are equipped with waterstop‚ which prevents water from penetrating the tunnel.

A Concrete elementsB Ventilators at 1‚200 m intervals.

Diameter: 780 mmC Lighting every 20 mD Discharge pipeE Fire main pipeF Compressed airG Pre-cast concrete elementH Drainage channelI Crushed stone ballastJ Concrete sleeperK Cable duct L Precast walkwayM Rails

4.5 m

16.5 m

25 m

Principle for cross passage

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- 50 m

- 75 m

A Moraine clay

B Marl

C Lime

Along both sides of the rail tracks‚ there are concrete walkways containing a large number of power and com-munication cables for the tunnel and the cross passages’ installations. As a result‚ the cables are well protected against fire.

At the main tunnel’s deepest point‚ pump sumps have been installed under the track. These enable drain water and water from cleaning the tunnel or fire extinguishing and any liquid from train accidents to be pumped away. The pumps have a capacity of 100 l/s‚ as has the fire water system.

In both tunnel tubes‚ the fire water system consists of a 220 mm fire water tube along the full length of the tunnel. There are hose connectors every 125 m.

The tunnel’s ventilation system comprises 80 two-way jet ventilators to supply fresh air for maintenance work and remove smoke and toxic gases in the event of fire and other accidents. The ventilators start automatically if a train stops for a red signal for any length of time. In normal service situations‚ the trains themselves gen-erate air exchange through a “piston effect.”

The tunnel under the seabed


Railway engineeringThe rail girder carries two tracks that are part of the electrified section of the Copenhagen-Fredericia rail line. The trains’ top speed is 180 km/hour along the entire section. The track construction is UIC 60 on concrete sleepers placed on granite rock ballast of a minimum thickness of 350 mm. The system is equipped with masts which carry the catenary system which has a traction tension of 25 kV AC.

Extensive grounding of all steel components and steel reinforcement of the concrete structures have been established in part to safeguard against falling catenary wires and in part to protect against sudden power surges. Moreover‚ an exchange block system enables trains to operate in both directions on both tracks at up to 180 km per hour. This provides great flexibility for Rail Net Denmark’s regional remote control centre in Roskilde‚ from where train traffic is monitored and controlled.

STATIONS

Electronic interlocking systems have been established at Korsør‚ Sprogø and Nyborg stations. The tunnel’s rail signalling system is constructed in four blocks and designed so that each tunnel tube can be used for traffic in both directions with the same top speed. Owing to the design of the IC3 and IR4 trains‚ however‚ the maximum speed in the tunnel is restricted to 140 km per hour. The signalling system is supplemented by automatic train control and line-side hot axle box detection on both

sides of the link. Transmission on the rail section between the rail engineering systems is via fibre optic technology. The rail line is thus equipped with state-of-the-art rail engineering equipment.

Nyborg and Korsør stations As both Nyborg and Korsør stations have four tracks and 330 m long platforms‚ they can each accommodate five train sets with a combined length of 350 m.

The outer tracks function as overtaking track for freight trains. Facilities for changing drivers have been estab-lished at one of these tracks.

A freight area with eight tracks has been established at the stations. This allows freight operators to carry out freight shunting‚ including loading and offloading freight.

One extra track with water and electricity has been established for the use of maintenance contractors. Sprogø Station Sprogø Station has short overtaking tracks. The station is primarily used as a crossing station if track is closed in the tunnel. An extra track has been established for use in the event of accidents. A treatment area for casualties has been established here.


Toll stationThe Storebælt toll station incorporates A/S Storebælt’s administration building and the traffic facility’s monitor-ing room‚ the O-room.

The toll station has 13 westbound lanes and 11 east-bound‚ with three different lane types:

To the left are the BroBizz lanes which motorists can pass through at a suggested 30 km per hour. At the cen-tre are the “card lanes” designed for self-service while furthest to the right are the manual lanes with service personnel.

The capacity of the individual lanes varies. A BroBizz lane can accommodate approx. 375 vehicles per hour‚ while a card lane handles up to 250 vehicles per hour and the manual lanes 150. The toll station’s total capacity is between 5‚000 and 5‚500 vehicles per hour depending on the traffic composition.

Above the lanes‚ dynamic signs with coloured pictograms and LEDs display the method of toll collection for the in-dividual lanes. Depending on traffic volume‚ the lanes can rapidly change from self-service to serviced lanes.

Toll boothsThe toll booths have been designed to provide optimum conditions for both customers and the personnel work-ing there. Ergonomics‚ the changeable Danish weather‚ noise and safety have all been addressed.

The toll station’s computer system has been built for max-imum reliability. Should the link to the main computer be down for an extended period‚ computers in the lanes will remain operational to sustain operations. An emergency generator ensures that all key functions at the toll station remain operative in the event of a power cut.

The booths are equipped with a ventilation system‚ which generates excess pressure in the booths and thus protects personnel from exhaust fumes.

The pneumatic dispatch between the O-room and the in-dividual booths allows for the rapid dispatch of items from the O-room to the booths and back again.

Computer monitors and video screens in the O-room give the duty manager a complete overview of the individual lanes and the condition of the technical equipment.

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A Fog lightB Entry traffic lightC Entry barrierD BroBizz antennaE BufferF Midway traffic lightG BroBizzH Height sensor

I IR curtainsJ Stereoscopic classification system K Video camerasL Dynamic signsM CatwalkN Card readers/printersO Toll booth

P Exit barrierQ Exit traffic lightR DisplayS Diode bar

The duty manager can open/close lanes and change their payment mode. Assisted by CCTV cameras and computer data‚ the duty manager can help customers in the self-service lanes and‚ for example‚ release a card stuck in the card reader.

Automatic classificationVehicle classification is determined on the basis of a ve-hicle’s length and height. Each lane operates two inde-pendent classification systems – one is a light curtain system based on infra-red light‚ which is transmitted from light emitters in posts on one side of the lane to sensors in posts on the other side. When a vehicle breaks the light beams‚ its category is automatically deter-mined. The other classification system is a stereoscopic camera system which‚ via two sets of cameras in the toll station’s canopy structure‚ measures the vehicle’s three dimensions and transmits the information to the toll station’s computer.

Each lane has up to four CCTV cameras which can all be configured to photograph the vehicle and its registra-tion number. The images form important evidence to en-sure efficient collection.

The technology behind the BroBizz system is based on antennae positioned 5.5 m above the road. The antennae emit microwaves to the BroBizzes and exchange all transaction data in less than a second. The system com-plies with European standards and supports BroBizzes and similar systems under the joint Scandinavian project EasyGo.

All lanes have exit lights and barriers as well as a display that informs motorists about the category of the vehicle‚ the toll fee and whether payment has been approved.

Concrete buffers between the lanes protect personnel and equipment against collisions. The buffers can with-stand impact from even large trucks.

Manning in the lanesManning of the toll station is managed according to an hourly traffic forecast. The forecasts are based on years of experience of traffic build-up and payment methods for particular days. Traffic across the bridge fluctuates significantly and considerable insight into traffic flow is required to ensure that the number of duty personnel match expected traffic volumes‚ i.e. so that there are neither too few nor too many service personnel at the toll stations.

The number of personnel at the lanes may vary between 3 to 30 depending on the season and time of day.


Storebælt operates the following types of vehicles on the railway:Two 55 tonne working vehicles with two cranes with man basket and scissor liftTwo 25 tonne trailers with flex pavilions for transporting casualtiesTwo 25 tonne trailers with 20” tool and parts containersThree 10 tonne working vehicle trailers used to transport hoists and toolsTwo 25 tonne working vehicle trailers with flex pavilions equipped with staff facilitiesOne 40 tonne self-emptying working vehicle for transport of ballastTwo 25 tonne container wagonsTwo 26 tonne preparedness vehicle with rescue containerOne 33 tonne service vehicle with washing unit

Operation and maintenanceThe focus areas for operation and maintenance of the fixed link are:• To meet customer requirements as regards safety‚

accessibility and convenience• To protect and enhance the company’s infrastructure

facilities• To ensure optimum administration and high quality

throughout the company’s activities• To engage in proactive measures in relation to environ-

mental impact‚ working environment and traffic safety and to demonstrate corporate social responsibility

Meeting these objectives requires continually updated documentation‚ procedures and plans as well as the ap-propriate organisation. In addition‚ effective control and analysis tools and equipment‚ accessible spare parts for critical components and continually updated knowledge of the condition of the facilities are important.

TECHNICAL MONITORING

Railway All monitoring of the traffic facility’s technical installa-tions is conducted from the monitoring room‚ otherwise known as the O-room‚ located at Storebælt’s administra-tion centre at Halsskov.

The tunnel is equipped with a control and safety system which continually monitors all functions. The so-called SRO system (control‚ regulation and monitoring) moni-tors power supply‚ the water level in pump sumps‚ pump operations‚ ventilators and access control.

The SRO system’s monitoring of the technical installations is centred in the O-room which is manned 24/7‚ 365 days a year.

RoadThe O-room is also equipped with a number of facilities for the technical monitoring of the road link. These in-clude a number of information systems‚ including service boards and other systems for the provision of traffic in-formation.

The Storebælt link is also equipped with a range of CCTV cameras used by the police in Southern Zealand and Lolland Falster as well as by personnel in the O-room. There is also a direct phone line to the police.

For safety reasons‚ all areas are covered by a local radio system based at the O-room. The O-room is linked to Storebælt’s central network which‚ for instance‚ includes access to the maintenance system and to updates of the O-room’s duty report.

Monitoring of traffic and transactions at the toll station is via networked PCs in a separate network. LED displays on the bridge and the on-line link to the Danish Road Directorate’s Traffic Information Centre‚ TIC‚ is also controlled from here. Weather stations are used for monitoring the condition of the roads during winter and to warn against high winds.

All doors and access routes‚ including gates and barriers which are opened with access cards‚ are controlled and monitored from the O-room. In addition‚ internal phones between the O-room and the toll booths‚ loudspeaker systems‚ printers and a pneumatic dispatch system‚ bur-glar and fire-alarms are integrated into the SRO system so that all information first reaches the O-room which then determines the course of action.


Traffic information Motorists are informed about wind‚ road and traffic conditions by signs on the motorway and large monitors. Information can also be obtained from Storebælt’s service phone (70 15 10 15) or from www.storebaelt.dk and from text TV.

In the event of strong winds or other types of extreme weather‚ information is also provided on the radio. Motorists can also sign up to a free SMS service where information is available via the user’s mobile phone.

Customers with new GPS receivers can also receive infor-mation on traffic conditions directly to their GPS screen.

MAINTENANCE

Equipment at the bridgesSettlement and angle changes to the structures are con-tinually monitored through GPS measurements and lev-elling procedures in an established fixed point system.

The condition of the concrete structures is regularly monitored by embedded sensors. These measurements can reveal the extent to which chloride has penetrated the outer layers of the concrete and whether additional measures should be taken to avoid corrosion of the rein-forcement. Owing to the high quality of the concrete‚ the lifetime of the structure is expected to be between 100 and 500 years depending on the distance to the splash-zone around level 0.

Besides the regular monitoring‚ specific measurements are carried out on selected components. These include wind-induced oscillations in the bridge girders‚ hangers and hand rails.

The length of the bridges necessitates the use of special means of transport for inspections and maintenance of the link’s structures and installations.

Three monorail vehicles are used on the East Bridge: one for the suspension bridge and one for each of the two approach spans. The vehicles move along suspended rails and are powered by batteries. They can carry two people and the required equipment back and forth in the bridge girder.

Inside one of the legs of each of the two pylons‚ there is a rack lift for transporting people and equipment up and down the pylons.

In the West Bridge’s girders small‚ three-wheeled motor-cycles (ATV) carry people and equipment to the bridge girder from the access gates in the abutments.

Equipment yardThe equipment yard is the base of Storebælt’s contrac-tors who maintain the technical systems and are respon-sible for road operations‚ maintenance of all installations‚ including mechanical facilities and high voltage systems‚ interlocking systems and the catenary system. They also maintain the tracks and carry out logistical duties (e.g. co-ordination of vehicles on the railway).

These tasks require a team of around 100 who‚ by and large‚ work dayshifts on the roads and work on the rail-way at night.

In connection with the rail section at the equipment yard‚ four tracks for loading and unloading of vehicles have been installed‚ some of which are covered. As these tracks are linked to track 12 at Korsør Station‚ they have direct access to Storebælt’s rail section.


VehiclesTo optimise the competitive parameters in respect of the maintenance tenders‚ Sund & Bælt makes rail vehi-cles available to maintenance contractors. All contrac-tors who perform maintenance tasks on Storebælt’s rail section may use these vehicles. The emergency services also make use of some of the vehicles in the event of ac-cidents.

Inspection platformsThere is limited scope for establishing work areas for operation and maintenance along the trafficked road ar-eas on the Storebælt bridges. A significant part of these works‚ therefore‚ is carried out from platforms or lifts.

East BridgeThe East Bridge’s main cable is serviced from a so-called cable inspection vehicle which runs on top of the main cable. The inspection vehicle is designed as a 7 m high cage from where it is possible to examine and repair the main cable at several levels.

Platforms are suspended from the bridge girders to provide unimpeded access to the bridge girders’ outer surfaces and to the exterior sides of the pier shafts. There are two platforms – one for the suspension bridge and one for the approach spans.

Both platforms are self-operating and run on the upper side of the bridge girder outside the crash barrier. The platforms are equipped with hinge joints which enable passage of piers and pylons without time-consuming dismantling.

Access to exterior surfaces on pier shafts and pylons is from self-hoisting platforms. These are suspended in lines fixed to the pylon top or in a rail system below the inspection platform in the approach span.

West BridgeFor inspecting the West Bridge’s girders and pier shafts‚ a multi-platform is employed which‚ through the use of in-built lifts and platforms‚ provides access to all exterior concrete surfaces from the road bridge’s southern edge beam to the rail bridge’s northern edge beam. The plat-form is self-operating and suspended in rails mounted between the two bridge girders at the road girder’s north wall and the rail girder’s south wall.

ClimbingClimbing is an alternative to lifts and platforms for in-specting tall structures. This is undertaken with the help of ropes and climbing equipment not unlike the equip-ment used for mountaineering. The advantage of the climbing method is that the equipment is simple and easy to transport and assemble. Likewise‚ the equipment can be quickly dismantled and moved to a better posi-tion should hazardous weather conditions etc. arise.

Garaging at the West BridgeInspection and maintenance work is usually carried out between April and October to ensure that the tasks are performed under favourable weather conditions. As a result‚ the inspection platforms are used only rarely during the winter months.

To protect them against the elements‚ the platforms go into “winter storage”. In the case of the East Bridge platforms‚ they are covered with tarpaulin etc. while important parts are dismantled and stored on land.

The West Bridge’s platform is housed in a garage located between the bridge girders at the bridge’s abutment at Sprogø. For aesthetic reasons‚ the garage is partially embedded in the ramp surrounding the abutment.


Traffic safety on the roadThe motorway across Storebælt should be at least as safe as Denmark’s other motorways. Intensive monitor-ing of traffic and weather conditions on the bridge is crucial for traffic safety. Monitoring takes place from the previously named O-room at Halsskov where duty personnel are able to keep motorists informed by dynamic signs. They can also dispatch road patrols to as-sist on the bridge to protect and help remove stranded vehicles from the emergency lane as quickly as possible.

Dynamic signs have been erected on the motorway sections leading to the bridge and on the bridge itself. These keep motorists updated on conditions on the bridge‚ e.g. wind‚ icy conditions and queues.

Seven weather stations have been set up along the link to gather information on wind conditions and warnings about icy conditions.

In the event of particularly strong cross-winds – over 15 m/sec – A/S Storebælt recommends that high-sided ve-hicles wait in the specially reserved emergency parking areas on each side of Storebælt until the wind has sub-sided. When wind speeds reach 25 m/sec‚ the bridge is closed to road traffic for safety reasons.

A/S Storebælt’s “Drive Safely Across Storebælt” is avail-able (in Danish only) at www.storebaelt.dk/omstore-baelt/faerdsler. The leaflet offers good advice on safe driving on the Storebælt link.

Traffic accidentsIn the event of traffic accidents‚ a special emergency service is called out together with the police. The alarm is raised by calling 112 or by using the emergency tele-phones.

Should an accident close a carriageway for some time‚ emergency crew can‚ with the consent of the police‚ redirect traffic to the opposite lane.

Road patrolsDuring their daily road patrols across the bridge‚ the operations contractor checks that the link is clean and in good condition‚ that signs‚ other markings as well as drainage are functioning as they should and any damage on the facility is attended to.

The road patrol can be called out at short notice to as-sist with any emergencies such as removing stray items on the carriageway.


Traffic safety on the railwayThe link is equipped with a large number of precaution-ary measures to ensure that traffic safety is second to none.

CCTV cameras on the road section and on the rail link‚ for instance‚ warn if a train has stopped in the tunnel or if systems are malfunctioning.

Agreements with the emergency services are fully in place along the entire Storebælt link. These are set out in a separate emergency plan for the fixed link.

In the event of a serious accident‚ the emergency services arrive fast at the scene to begin their rescue and remedial work. If necessary‚ traffic is stopped to ensure that emergency work is carried out safely.

The emergency services on the Storebælt link have vehicles and special equipment at their disposal. In the event of any incident in the tunnel‚ a special rail-based vehicle can be despatched from the equipment yard into the tunnel.

Navigation under the bridgesThe fixed link across Storebælt is the most important traffic link between East and West Denmark. Storebælt is also the key transport route for shipping to and from the Baltic Sea. In excess of 26‚000 ships pass under the East Bridge every year.

Shipping in the Storebælt area is monitored from the VTS centre at Korsør Naval Station. A/S Storebælt has entered into an operations agreement with Admiral Danish Fleet with regard to the operation and mainte-nance of the VTS system.

Vessel Traffic Service Storebælt – abbreviated to VTS-Storebælt – is based on a radar system which monitors shipping in Storebælt round-the-clock from 12 nautical miles north to 12 nautical miles south of the bridge alignment.

Monitoring helps shipping avoid collisions with the bridges or other incidents that may endanger the bridge or shipping.

Navigation under the East Bridge The East Bridge extends over Storebælt’s Eastern chan-nel‚ an international waterway with depths of up to 60 m. The East Bridge has a navigational clearance of 65 m.

To minimise the risk to shipping‚ the East Bridge’s free span was designed on the basis of extensive manoeuvre simulations. At the same time‚ pylons‚ anchor blocks and bridge piers closest to the passage span have been designed so as to ensure that any collision will not seri-ously damage the bridge.

Navigation under the West BridgeThe Western Channel has a restricted navigational clear-ance of 18 m‚ which limits it to vessels of a maximum of 1‚000 GRT.

The passage spans for north and south-going shipping are marked with double leading lights and red/green buoyage. In addition‚ the passage spans have been equipped with automatic fog detectors and foghorns.

As an additional safety measure‚ a system that monitors shipping in Storebælt has been set up. The system pre-vents large vessels from entering the Western Channel instead of the Eastern Channel.


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Structure of the VTS system

The VTS system comprises: • Three radar stations at Enebjerg on Northern Funen‚

at Sprogø and at Hov at the northernmost point of Langeland as well as two radars on the East Bridge’s pylons in quota +21

• TV cameras placed at Romsø‚ Hov and on the West Bridge

• A VTS centre sited at Korsør naval base

All radar and sensors are linked to the VTS Centre through a radio link which is independent of other data networks.

Risk analyses for the bridges show that with the VTS system on the Storebælt link‚ there is very little like-lihood of a ship colliding with the West Bridge.

The entire VTS system is based on preventing ship collisions by raising an early alarm to road and rail traffic if a vessel is on a collision course with one of the bridges. According to instructions‚ the alarm must sound at least 10 minutes before a potential collision with the West Bridge.

A VHF radio and two radio direction finding antennae are placed at each radar station. Infrared TV cameras on Romsø and Hov enable ships to be identified at night.

A Northern report boundaryB Radar station with camera

C Radar station without cameraD Camera

E VTS CentreF Southern report boundary

EnvironmentConsideration for the environment was an integral part of the construction work and played a crucial role in the chosen alignment and in the design of the facility.

Political requirements meant that the construction should not change the flow of salt water from the North Sea to the Baltic. This so-called zero-solution was achieved through extensive dredging of the sea bed. All dredged material was recycled and incorporated into the completed traffic facility.

During the construction works‚ however‚ the biological effects in Storebælt were fairly extensive as regards mussels and eider. A comprehensive environmental monitoring programme during the construction work helped to ensure that all environmental requirements were complied with and that work was carried out with all possible due care and attention for the surrounding environment so that permanent impact was kept to a minimum.

Ongoing investigations following the opening of the link have demonstrated that flora and fauna have been re-established in Storebælt’s marine environment.

The linkAlthough car traffic across Storebælt has trebled‚ the fixed link has resulted in energy gains for society.

To a great extent‚ cars and trains have replaced energy-demanding forms of transport such as planes and ferries and some domestic flight and ferry routes have shut down because of the link. Lower emissions of CO2 have positively impacted on the environmental accounts.

Changes in traffic patterns across Storebælt have resulted in substantial energy savings for transport

between Eastern and Western Denmark. In 2005‚ these savings exceeded the energy consumed to build the fixed link. The seven wind turbines at Sprogø Wind Farm contribute to reducing CO2 emissions in Denmark by producing sustainable energy.

SprogøSprogø is a unique natural area containing rare plants‚ animals and birds. Sprogø and the surrounding waters are designated as EU bird protection areas to protect the eiders which forage in the reefs around Sprogø and the sandwich tern which breed on the island.

No fertiliser is used on Sprogø and sheep and cattle are put out to graze to keep vegetation and bushes under control. This‚ in turn‚ promotes the development of meadows and grass-covered areas which attract birds and green toads.

Nature on Sprogø is regularly monitored‚ not just the green toad‚ but also plants‚ birds‚ butterflies‚ beetles and other insects. The information is actively used to create the best possible conditions on the island‚ which is sub-ject to a conservation plan approved by Slagelse munici-pality.

Rest areasIn partnership with Slagelse municipality‚ Sund & Bælt has established a recreational rest area south of the motorway‚ immediately east of the toll station in Halsskov.

As it has been proved that taking breaks during long drives increase traffic safety‚ the rest area functions as a recreational facility for drivers. At the same time‚ the rest area also serves as a recreational facility for local residents.


The natural rest area contains lakes‚ forests‚ parking facilities and an exhibition building which showcases the construction of the Storebælt link. The area contains a range of facilities and other attractions that encourage activity and an enjoyment of nature.

Wind turbinesSund & Bælt has installed seven offshore wind turbines north of Sprogø with a combined effect of 21 MW. Power from the turbines‚ which is transmitted to the public grid on Funen‚ covers more than the combined electricity con-sumption for Sund & Bælt’s operation and maintenance of its own facilities.

The turbines were constructed in accordance with the Danish Government’s Climate Agreement from 2008 and the Government and Parliament’s energy policy going for-ward to 2025 under which 30 per cent of overall energy consumption must derive from the production of sustain-able energy. The wind turbines also comply with the EU Parliament’s resolution of December 2008 to reduce CO2 emissions in the whole of the EU by 20 per cent by 2020 compared to 1990 levels.

Noise abatement plansIn accordance with Noise Regulation no. 717 of 13 June 2006‚ A/S Storebælt has conducted a review of noise conditions for Storebælt’s road and rail sections. The result of the review and the subsequent action plans have been subject to a public hearing.

As‚ during the construction of the Storebælt link‚ a num-ber of noise barriers were established‚ the outcome of the review is that only a few homes are affected by noise over and above the acceptable level.

In the short and long-term‚ A/S Storebælt’s most important plan for the road section is to replace and maintain the wearing course with a noise reducing type. Most recently‚ a noise re-ducing wearing course was applied to the car-riageway from exit 45 on Funen to the West Bridge. Regular rail polishing has reduced the noise from the railway.


Working environmentThe health and safety of the many individuals employed on the link is a crucial part of its daily operations. The size and design of the fixed link as well as the traffic that drives across it require constant focus on the employees and the contractors’ working environment. It should be safe and secure to conduct inspection and maintenance work on the motorway‚ at the wind turbines‚ on the struc-tures‚ on the railway and at the toll station so that the facility maintains the high standard and accessibility expected by customers.

It is obligatory for all employees working on the link to attend one or more safety courses depending on their responsibilities. Sund & Bælt organises 40-50 different safety courses per year with regard to access to the facility. To maintain focus on a good working environ-ment‚ Sund & Bælt is certified in accordance with DS/OHSAS 18001 working environment standards. The cer-tification means that twice a year‚ Sund & Bælt is mea-sured on the standards of the working environment at the facilities and in its administrative departments.

A number of safety regulations must be complied with during working situations. Should an accident occur‚ however‚ it is important that employees know exactly what to do for help to reach them quickly.

Special measures have been introduced to protect em-ployees during work on the motorway where the require-ments for blocking off working areas have been drawn up with the police.

In the Storebælt tunnel‚ a special effort aimed at co-ordinat-ing maintenance work on the railway is required. Such work takes place at night and the work sites extend over a considerable distance with several crews working in one of the two 8 km long tunnel tubes. The railway is monitored technically and in terms of communication in the same way as the road‚ structures and toll station to ensure close contact between the workplace and the surrounding area.

Maintenance on the Storebælt link’s road facility has been moved from night to day in order for the work to be visible to the bridge’s users and‚ therefore‚ increase traffic safety and improve working conditions for the maintenance personnel.


Road linkOpened on 14 June 1998Length: approx. 23 km motorway with approx. 18 km from coast-to-coastCarriageways: 2 x 2 lanes each 3.5 m wide and 2 x 1 emergency lanes‚ each 2.5 m wide.

Rail linkOpened on 1 June 1997Approx. 26 km double track railway with approx. 18 km from coast-to-coast3 stationsMain volumes‚ construction works:118 km of rail were used for the track‚ 52‚800 concrete sleepers and 115‚000 tonnes granite ballastTrain speed on the section is 180 km per hour.

East Bridge Motorway bridgeBuilt: 1991 - 1998Length: 6‚790 m - of which 1‚624 m free spanNavigational clearance: 65 mMain dimensions:Length of free span: 1‚624 mSpan length in approach spans: 193 mPylon height: 254 m. Weight of pylon with ballast: 190‚000 tonnesWeight of anchor block with ballast: 325‚000 tonnesDiameter of suspension bridge’s main cables: 85 cmEach main cable consists of 18‚648 wiresMain volumes‚ construction works:259‚000 m3 concrete and 44‚000 tonnes reinforcement steel were used for the substructure‚ i.e. 2 pylons‚ 2 anchor blocks and 19 bridge piers80‚000 tonnes structural steel and 20‚000 tonnes cable steel were used for the superstructure‚ i.e. bridge deck and cables.

West BridgeMotorway and rail bridgeBuilt: 1989 - 1994

Length: 6‚618 mNavigational clearance: 18 mMain dimensions: 62 caissons complete with concrete bridge piers63 bridge spans in concrete‚ with 51 spans at 110 m and 12 spans at 82 mEach bridge span comprises one rail girder and one road girderMain quantities‚ construction works:540‚000 m3 concrete102‚000 tonnes reinforcement steel

East TunnelRail tunnelBuilt: 1988-19962 tunnel tubes with one track in eachLength: 8‚067 mMain dimensions:Inner diameter of main tunnel: 7.7 mInner diameter of cross passage: 4.5 mMaximum track depth below sea level: 75 mDistance to sea bed above tunnel: between 10 m and 40 mCross passages: 31 of approx. 16 m length‚ 250 m between each cross passageMain quantities‚ construction works:205‚000 m3 concrete19‚000 tonnes reinforcement steel900‚000 m3 bored and excavated material

Wind turbinesStart of feasibility studies: 1 July 2008Construction permission: 29 December 2008Foundations‚ cables and turbines assembled on Sprogø from 10 August to 4 December 2009Wind turbines are Vestas 3 MWHub height: 70 mLength of blades: 45 mTop concrete foundation: + 3.5 mFoundation depth: 5-17 mPlacement: on a straight line parallel to the East Bridge at a distance of 450 m and a minimum distance to Sprogø’s north side of 650 m.

Key facts


The Eiffel Tower‚ Paris300 m (plus 20 m antennae)

Height comparisons of bridges and towers in Denmark and abroad

The Akashi Kaikyo Bridge‚ Japan294 m

The Store-bælt link’s East Bridge254 m

The Golden Gate Bridge‚ USA210 m

The Round Tower‚ Copen- hagen36 m

The Aalborg Tower55 m

The Farø Bridges96 m

Copenhagen City Hall106 m

The Lillebælt Bridge118 m

Esbjerg Power Station250 m

Big Ben‚ UK103 m

The Lean-ing Tower of Pisa‚ Italy54.5 m

The world’s largest bridges and tunnelsThe most important function of any bridge or tunnel is to overcome an obstacle. The structures are built to make it easier to get from one place to another. Such a task requires unique and complex solutions – which is un-doubtedly one of the reasons why engineers and archi-tects the world over are attracted by the prestige of the challenge.

From a technical point of view‚ the free bridge spans are the most interesting. In other words‚ the length of the free span is a yardstick for how far bridge building has progressed.

On a global scale‚ the 1990s reached new heights as regards the free span. Five of the world’s ten largest bridge spans were constructed during the decade. The longest is the almost 2 km long span of the Japanese Akashi Kaikyo Bridge‚ while the Danish East Bridge‚ with its 1.6 km free span‚ comes third.

The world’s most famous bridge is undoubtedly the American Golden Gate‚ which has become the symbol of San Francisco - not least because the bridge has featured in so many American films.

The recipient of several international awards‚ the Danish East Bridge also belongs among the elite. One of its special architectural features is its light yet supple structure. The bridge’s two slim pylons and anchor blocks‚ where architects and engineers have succeeded in combining form and function‚ contribute to this effect.

The largest bridges: 1 Akashi Kaikyo Japan 1‚991 m 19982 Xihoumen China 1‚650 m 20093 East Bridge Denmark 1‚624 m 19984 Runyang Bridge China 1‚490 m 20055 Humber Bridge UK 1‚410 m 19816 Jiangyin Bridge China 1‚385 m 19997 Tsing Ma Bridge Hong Kong 1‚377 m 19978 Verrazano-Narrows USA 1‚298 m 19649 Golden Gate USA 1‚280 m 193710 Yangluo Bridge China 1‚280 m 200711 Höga Kusten Bridge Sweden 1‚210 m 199712 Mackinac Bridge USA 1‚158 m 195713 Minami Bisan-Seto Japan 1‚100 m 198814 Fatih Sultan Mehmet (Second Bosporus Bridge) Turkey 1‚090 m 198815 Bogazici Bridge (First Bosporus Bridge) Turkey 1‚074 m 197316 George Washington Bridge USA 1‚067 m 193117 Third Kurushima-Kaikyo Bridge Japan 1‚030 m 199918 Second Kurushima-Kaikyo Bridge Japan 1‚020 m 199919 Pointe 25 de Abril (Targus Bridge) Portugal 1‚013 m 196620 Forth Road Bridge Scotland 1‚006 m 1964

(*footnote: figures from 2010)

The longest tunnels:1 Seikant Tunnel Japan 53‚850 m 19882 Euro Tunnel France/UK 50‚300 m 19943 Storebælt Tunnel Denmark 8‚000 m 19974 North Sean Tunnel Faroe Islands 6‚300 m 20065 Trans-Bay Tube Bart Tunnel San Francisco 5‚700 m 19746 Øresund Tunnel Denmark/Sweden 4‚000 m 2000

(*footnote: figures from 2010)


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The link across Storebælt

Published by Sund & bælt 2010

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The link across Storebælt – Denmark’s connecting link

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