Tunnel - Consolidated Technical Report

WORK IN PROGRESS
December 2011
Consolidated Technical Report

Draft
December 2011

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: Checked: Approved:
CIV, NEM KSA, JGI, ABJ SLY, HCH
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Femern A/S Vester Sgade 10 DK-1601 Copenhagen V Tel +45 33 41 63 00 Fax +45 33 41 63 01 www.femern.com 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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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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Approach bridges ....................................................................................................................... 140 Construction of main bridge superstructure ............................................................................... 140 Construction workforce............................................................................................................... 141 Construction schedule ................................................................................................................ 141
Decommissioning and removal ..................................................................................142 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
Decommissioning and removal ..................................................................................159 The environmental impact...........................................................................................159
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Table of Figures
Figure 1-1: Figure 1-2: Figure 1-3 Figure 1-4: Figure 1-5: Figure 1-6: Figure 1-7: Figure 1-8: Figure 1-9: Figure 1-10: Figure 1-11: Figure 1-12: Figure 1-13: Figure 1-14: Figure 1-15: Figure 1-16: Figure 1-17: Figure 1-18: Figure 1-19: Figure 1-20: Figure 1-21: Figure 1-22: Figure 1-23: Figure 1-24: Figure 1-25: Figure 1-26: Figure 1-27: Figure 1-28: Figure 1-29: Figure 1-30: Figure 1-31: Figure 1-32: Figure 1-33: Figure 2-1: Figure 2-2: Figure 2-3: Figure 2-4: Figure 2-5: Figure 2-6: Figure 2-7: Figure 2-8: Conceptual design alignment ............................................................................. 11 Longitudinal profile of the alignment .................................................................. 12 Cross-section of standard element with dimensions in metres ......................... 13 Cross-section of special element with dimensions in metres ............................ 14 Cross section of dredged trench with tunnel element and backfilling................ 15 Longitudinal ventilation by jet fans in road tunnel .............................................. 16 Creative lighting in road tubes ........................................................................... 18 The extent of the proposed reclamation on Fehmarn ........................................ 20 The extent of the proposed reclamation on Lolland .......................................... 22 Landscaping of reclamation ............................................................................... 23 Main features of the portal building and ramp area on Fehmarn ...................... 24 Cross-sections through the Fehmarn portal and ramp ...................................... 25 Dike perimeter and sea defences on Fehmarn ................................................. 27 Overview of structures on Fehmarn................................................................... 28 Main features of the portal building and ramp area on Lolland ......................... 31 Cross-section of the portal building and ramps on Lolland ............................... 32 Portal building on Lolland in front of the new coastline ..................................... 33 View of the portal building with the storm surge dike on Lolland ...................... 34 Storm surge dike and sea defences on Lolland ................................................ 35 Overview of works on Lolland ............................................................................ 37 Possible location of toll station and customs areas on Lolland ......................... 38 Temporary work harbour on Fehmarn conceptual design ............................. 42 Geological longitudinal profile of the immersed tunnel ...................................... 44 Dredgers............................................................................................................. 44 Dredgers............................................................................................................. 45 Dredging immersion trench ................................................................................ 45 Production plant for tunnel elements on Lolland ............................................... 47 Production of elements using an industrial production method......................... 48 Towing a tunnel element .................................................................................... 49 Placing crushed rock as the foundation for tunnel element .............................. 50 A tunnel element is towed by tug boats to the resund tunnel (Denmark)....... 51 Immersion of an element from an immersion pontoon ...................................... 52 Backfilling of the trench and protection of the immersed tunnel........................ 52 Horizontal alignment Fehmarnbelt Fixed Link Bridge Design ........................ 65 Alignment of road and rail Bridge Design Fehmarn..................................... 66 Alignment of road and rail Bridge Design Lolland ....................................... 67 Vertical profile ..................................................................................................... 68 Main bridge elevation ......................................................................................... 69 Cross section Main bridge............................................................................... 69 Typical truss layout............................................................................................. 70 Centre pylon ....................................................................................................... 71
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Figure 2-9: Figure 2-10: Figure 2-11: Figure 2-12: Figure 2-13: Figure 2-14: Figure 2-15: Figure 2-16: Figure 2-17: Figure 2-18: Figure 2-19: Figure 2-20: Figure 2-21: Figure 2-22: Figure 2-23: Figure 2-24: Figure 2-25: Figure 2-26: Figure 2-27: Figure 2-28: Figure 2-29: Figure 2-30: Figure 2-31: Figure 2-32: Figure 2-33: Figure 2-34: Figure 2-35: Figure 2-36: Figure 2-37: Figure 2-38: Figure 2-39: Figure 2-40: Figure 2-41: Figure 2-42: Figure 2-43: Figure 2-44: Figure 3-1: Figure 3-2: Figure 3-3: Figure 3-4: Figure 3-5: Figure 3-6: Figure 3-7:
Outer pylon ......................................................................................................... 72 Layout of centre pylon caisson; ......................................................................... 73 Section of centre pylon caisson ......................................................................... 74 Layout of the outer pylon caissons .................................................................... 74 Section of the outer pylon caissons ................................................................... 75 Layout of the anchor piers ................................................................................. 76 Layout of protection structure for anchor and transition piers ........................... 77 Cross-section Approach bridge girder ............................................................ 78 Approach bridge substructure concept .............................................................. 79 General overview of soil conditions along the bridge alignment ....................... 80 Layout of pier foundations for piers L46 to L5 ................................................... 81 Layout of pier foundations for piers F1 to F28 ................................................... 82 Proposed lighting at the main spans.................................................................. 84 Principal arrangement of the SCADA System ................................................... 87 Illustration of the Fehmarn peninsula................................................................. 89 Reclamation Fehmarn........................................................................................ 90 Typical cross section of embankment on Fehmarn ........................................... 91 Penultimate support of gallery most extended cross beam .............................. 91 Lolland peninsula and gallery solution ............................................................... 93 Reclamation Lolland .......................................................................................... 94 Lolland Production Site and Work Harbour ....................................................... 98 Lind/Odense Harbour Production Site ........................................................... 104 Fabrication of some of the approach bridge girder elements in building B4. .. 106 Assembly of 60 and 80 m girder sections in building B12. .............................. 107 Fabrication of the pylon caissons in dry dock no 3 at Odense/Lind. ............. 108 Production of main bridge girder segments in the area near dry dock 3 ........ 110 Birds eye view of working harbour at Fehmarn .............................................. 111 Prefabrication of pylon caissons in an existing dry dock facility ...................... 113 Transport, positioning and placing of the caisson for the centre pylon ........... 114 Caisson placed on the sea bed ....................................................................... 114 Construction of the pylon legs ......................................................................... 115 Erection of a 20 m girder segment................................................................... 116 Pick-up of caisson from a barge with a heavy lift vessel ................................. 118 Erection of a pier shaft ..................................................................................... 119 Erection of ship impact protection ring with sheer leg crane ........................... 120 Installation of an approach bridge girder ......................................................... 121 Main bridge elevation ....................................................................................... 130 Suspension bridge............................................................................................ 131 Pylon................................................................................................................. 132 Pylon................................................................................................................. 133 Anchor block design ......................................................................................... 134 Layout of the anchor blocks ............................................................................. 135 Casting of pylon caissons in a dry dock ........................................................... 136
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Figure 3-8: Figure 3-9: Figure 3-10: Figure 3-11: Figure 3-12: Figure 3-13: Figure 4-1: Figure 4-2: Figure 4-3: Figure 4-4: Figure 4-5: Figure 4-6: Figure 4-7: Figure 4-8: Figure 4-9:
Transport, positioning and placing of the caisson for the pylon ...................... 136 Batching plants are moored to the caisson ...................................................... 137 Construction of the pylon legs ......................................................................... 138 Anchor block caissons in the dry dock............................................................. 138 Placing of ship collision protection rings around an anchor block ................... 139 Erection of a 40 m girder section ..................................................................... 140 Cross-section of the two road tubes ................................................................ 145 Cross-section of railway tunnel with two separate tubes ................................. 146 Portal buildings and ramps on the Lolland side ............................................... 147 Portal buildings and ramps on the Fehmarn side ............................................ 148 Tunnel boring machine ..................................................................................... 148 Typical mixshield machine with double chamber............................................. 149 Geological longitudinal profile of the bored tunnel ........................................... 153 Fehmarn construction site ................................................................................ 155 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 Folketinget while in Germany the project will be approved by the relevant authorities in Schleswig-Holstein. In the event of discrepancies between the Danish, German and English versions of the Consolidated 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 Danish 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 expectancy. 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 provides 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 immersed 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 directions 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 infrastructure Reclamations areas at both coasts (the great majority at the Lolland coast) for the disposal 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 customs 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 longitudinal 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 environmental considerations in addition to the 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 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 feasible 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 majority 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 standard 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 central 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 walkways 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 pressure 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 systems 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 prevent 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 existing 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 necessary. 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 designed to limit the size and spread of a fire, and thus provide a number of positive safety effects, 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 services. 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 approach 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 machinery 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 present 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 creating 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 provided 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 antennae 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 normal 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 systems 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 maintenance 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 accommodate the seabed material from the dredging of the trench for the immersed tunnel. These 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 designed 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 grassland 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 reclamation 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 connected to the existing harbour via a series of small channels that are interlinked to a long lagoon 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 different 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 landscape. 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
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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 lightscreen 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 admittance onto the road below.
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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 installed 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 reclamation area. This forms the lower part of the sea defences for the portal building and protects 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 landscape.
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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
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New motorway construction A new four lane motorway is to be constructed on Fehmarn for an approximately 3.5 km section south of the portal building. It will ultimately be connected to a future upgrade of the motorway 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 Rethen, 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 therefore installed within the ramp areas to carry this run-off down to the main sump, located beneath 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 discharged 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 treatment 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 guidance 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 reclamation 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 lightscreens is approximately 100 m long. The increased depth and weight of this section means that anchoring is not required.
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The base slab, side walls, and roof of the cut and cover section are constructed from reinforced 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 reinforced 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 motorway, 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 Humlegrdsvej. 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 conceptual 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
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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 shallow 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 customs facilities, which will be operated by the border patrols and customs authorities of Germany 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 needed to construct the Fehmarnbelt Fixed Link tunnel. These quantities are subject to variation during the detailed design.
Table 1-1: Quantities Concrete in tunnel elements Reinforcing steel Ballast concrete Concrete for portal buildings, ramps & cut and cover Tie down anchors Crushed rock for foundation for tunnel elements Sand and locking fill around tunnel elements Rock in the protection layer over tunnel elements Rock in coast protection structures Sand for establishing new beaches Sand fill for temporary structures 2,480,000 m 386,000 m 183,000 m 1,444 800,000 m 3,600,000 m 2,000,000 m 340,000 m 510,000 m 1,000,000 m
3 3 3 3 3 3 3
Estimated resource requirements
305,000 tonnes
3 3
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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 selected 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 construction 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 vessels, 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 assumptions: 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 excavation prior to commencing the individual construction activities.
The excavation of the tunnel trench between Rdbyhavn and Puttgarden represents the majority of the dredging works in terms of the quantity of dredged material and the associated
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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: No. 1 2 Estimated soil balance all quantities are indicated as in-situ dredging quantities Quantity (m ) -14,800,000 -4,000,000 -18,800,000 3 4 5 6 7 8 Establishment of containment dikes Establishment of ramps and backfill around structures Seabed restoration in Natura 2000 area Fehmarn reclamation Lolland west reclamation Lolland east reclamation 900,000 600,000 400,000 400,000 6,400,000 10,100,000 18,800,000
3
Dredging Area Dredging of tunnel trench and cut and cover tunnel Dredging for production facility on Lolland, incl. work harbour and access channel
Total (m )
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 glacial 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.
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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 anchors, 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 transported 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)
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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 areas 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 sedimentation spill during the dredging. Barge-mounted BHDs and GDs will be used for constructing the containment dikes. Temporary openings will be left to allow barges loaded with dredged material from the trench to navigate 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 section 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 continue 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 inside 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 supplied 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 floating 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 bulkheads. 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, Germany, 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 elements 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 traffic 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 carried 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 construction 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 temporary dikes parallel to the existing coastline. A gap is left between the dikes at the position of the alignment to allow access for dredging vessels for stage 3.
3. The seabed behind the temporary 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 temporary front dike closes the seaward gap in the containment dike. The portal and ramp site is now completely closed off from the sea, but remains water-filled for the time being while the surrounding construction work continues.
5. The height of the side dike is now raised for added protection 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 system 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 landward ramp section. A gravel layer is placed on the bottom of the excavation to provide the foundation layer for construction.
8. The critical elements of the concrete works for the road and rail ramps are then constructed, including the final cut and cover section, sheet pile cofferdam and drainage sumps.
9. Temporary bulkheads are installed 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 removed 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 tunnel is then dredged up to the cut and cover section, making the site ready for the immersion of the first tunnel element 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 alignment 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 determined 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, starting 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 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 2015 2016 2017 2018 2019 2020
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 buildings and road and railway structures
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As the intention of the land reclamation areas is to maintain or even improve the conditions 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 impact 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 activities 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 Permanent project structures on Lolland Comprising Access roads Motorway Toll station Customs Railway Green areas & paths Part of: Cut & cover tunnel O&M facilities Portal buildings Sea defences Access roads Motorway Customs Railway Green areas & paths Part of: Cut & cover tunnel O&M facilities Portal buildings Sea defences Facilities at land reclamation area at Lolland, including area reclaimed with trench excavation material, cut & cover tunnel, O&M facilities, portal buildings, sea defences Facilities at land reclamation area at Fehmarn, including area reclaimed with trench excavation material, cut & cover tunnel, O&M facilities, portal buildings, sea defences Tunnel below water Environmental pressure Footprint area (=horizontal extension)
Vertical profile (height distribution)
Material composition and consumption
Permanent project structures on Fehmarn
Footprint area (=horizontal extension) Vertical extension (height distribution)
Material composition and consumption
Permanent project structures offshore
Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition and consumption Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition and consumption Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition and consumption
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CONSTRUCTION WORKS
Project Features Construction sites on Lolland Comprising Temporary structures (facilities & buildings) Environmental pressure Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition and consumption Construction works on land (earth works, drainage, construction traffic, etc.) Disturbance Noise Solid and liquid waste Dust Light emission Accidental spills Waste of materials and resources Energy consumption Water consumption Construction sites on Fehmarn Temporary structures (facilities & buildings) Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition and consumption Construction works on land (earth works, drainage, construction traffic, etc.) Disturbance Noise Solid and liquid waste Dust Light emission Accidental spills Waste of materials and resources Energy consumption Water consumption Construction areas offshore Offshore construction sites, including temporary work harbours and storage areas Offshore activities, including a fleet of construction vessels and plants Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition and consumption Disturbance Restricted work zones Noise Accidental spills (including oil, chemicals, solid and liquid waste), collisions leading to oil spills Spill of fine sediments Spill of fine sediments
Dredging of tunnel trench Deposition of excavated material (reclamation areas at Lolland and Fehmarn coasts) Backfilling of trench
Spill of fine sediments
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OPERATION & MAINTENANCE

Project Features Traffic Comprising Vehicles, trains Environmental pressure Fuel consumption (Air emissions) Noise Vibrations Light Traffic density Energy consumption Other resources (water, chemicals, etc). Solid and liquid waste. Disturbance Noise Light Contaminated discharges
O&M activities
General activities
Activities at ramp areas (Lolland and Fehmarn) Rainfall runoff and snow clearing 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 56 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 bridges, 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 environmental 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 optimum 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 design, 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 (electricity, 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 blockage. 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 acting 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 composite 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 foundations. 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 transition piers. The principal difference is that the caissons will be founded approximately 4 m below 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 conditions are very favourable in that viable clay till is found close to the seabed and the pile concept 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 favourable because weak postglacial/late glacial deposits of clay/sand/silt of significant thickness 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 foundations. 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 embedded in a crushed stone bed, and the piles are not connected structurally to the substructure. 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 substation. 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 visual 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 inside 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 longitudinal 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 connected 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 accidents on the road and railway; Communication means for the maintenance personnel for the road and the bridge, including the installed equipment.
It is assumed that the service providers of mobile telephone services in Germany and Denmark 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 services 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, textbased 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 visual 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 redirection 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 gantry. 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 described 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 equipment 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 every 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 abutment 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 excavations, 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
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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 alignments. The upper level turns slightly west while continuing on the 25,000 m radius. The railway 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
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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 interfering with their signalling system or touching the tracks, except for short periods during construction. 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 intersection 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 designed. 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 peninsula (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 Humlegrdsvej connects the existing Sydmotorvejen and the Darketvej. Slip roads from the motorway 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 construction and a small trough. The existing dike crest will be lowered, protected by the peninsula, and will provide an underpass for cyclists and pedestrians.
Figure 2-27:
Lolland peninsula and gallery solution
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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 construed 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 inspection, 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 payment 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.
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Construction works
Table 2-1 lists the major material resources required for the construction of the cable stayed bridge link.
Table 2-1 Material Structural steel Paint area on steel structure Stay cables Pre-stressing steel Reinforcement Concrete piles for soil improvement Structural concrete Dredging and Reclamation Sand fill for caissons and backfill around caissons Crushed rock for caissons and backfill around caissons Scour protection rock Armour rock for revetments Fill for peninsulas and embankments Notes: 257,000 tonnes 125,000 tonnes 829,500 m
3
Resource requirements Quantity 283,000 tonnes 1,133,000 m

2
6,100 tonnes 5,100 tonnes 158,000 tonnes 110,000 tonnes 790,000 m 1,400,000 m
3
305,000 tonnes
444,000 tonnes
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 including the anchor piers/caissons and the transition piers/caissons and the ship impact protection for the anchor piers and transition piers
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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
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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 leading 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 services. 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 investigated. 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 caissons. 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 completed while partly submerged in order to benefit from the positive buoyancy during the subsequent 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 positions. 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 stations. 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. Concrete will be pumped from the batching plant directly to the serviced truss towers or transported 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 concrete to be cast over a period of approximately 30 months. The largest pour will be approximately 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 between 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 Approach 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 following 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 production site.
Summary of the main quantities for temporary structures

Summary of quantities for dredging and ground improvement quantities for the temporary harbour facilities:
Item Ground improvement Removal of top soil to depot Fill material for site (to +0.5) Dredging m m m
3 3 3
Units
Quantity 70,000 210,000 850,000
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
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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 construction 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 adequate 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 superstructure 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 Fabrication of steel structures Prefabrication of rebar cages Construction of the concrete upper deck Quantity produced 210,000 t 32,000 t 160,000 m
3
Production facilities The production facilities, storage areas and global surface of the Odense/Lind Yard are suitable 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 receiving 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 position 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 position is 1 week. Load out of the girder at the position Q2 is done by positioning the self-propelled transportation 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 construction 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 completed 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:
Activity Prefabrication of rebar cages etc. Construction of bottom part of the pylon caissons Quantity produced 6,000 t 30,000 m
3
Production facilities During the construction of the caissons the infrastructure of the shipyard is used for prefabrication 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 European steel mill and delivered to the site by ship. The main quantity for the cable stayed bridge girder is:
Activity Fabrication of steel structures for the main bridge Quantity produced 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. Production facilities The production facilities, storage areas and global surface of the Odense/Lind Yard are suitable for the production, assembly and load-out of the main bridge girder segments. The building 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 assembly 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 illustrations, 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 perpendicular 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 estimated 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 relatively 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 embankments 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 insitu 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 preinstalled 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 approximately 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 stabilise 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 segments 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 alignment, 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 transition piers are prefabricated on-shore in the same yard as used for the construction of the approach 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 Figure 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

Girder prefabrication 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 embankment is necessary for the construction of the abutment and the approach bridge superstructure. 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 gallery 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 foundation. Excavate for embankments and fill. After the filling of the embankments is completed 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, telecommunications, 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 water 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 harbour 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 construction 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 railway line. During that time, the gap will be closed. Due to the motorway overpass, a similar process is unnecessary on Fehmarn.
Construction workforce
Man power requirements for construction of the Fehmarnbelt Bridge are summarised in Table 2-2.
Table 2-2: Man power requirements for construction Man hours 2,000,000 5,400,000 13,100,000 3,700,000 4,400,000 1,800,000 400,000 1,200,000 32,000,000
Contract or work part Fehmarn Ramps and Embankment Rdby Production Site Lind/Odense Production Site Main Bridge Off shore works Approach Bridges Off shore works Lolland Ramps and Embankment Railway Installations Electrical and Mechanical Equipment Total number of man hours Notes: ing periods
1. Man hours are not converted into staff numbers due to the varying demand during the main work2. 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 completing 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 diamond 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 refloating 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 description. 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 activities 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 reclamation, 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 permanent link structure, the link construction phase and the O&M phase. The potential impacts related to each pressure are not included in this table.
Table 2-3: Project features and environmental pressures for the cable stayed bridge.
PERMANENT STRUCTURE
Project Features Permanent project structures on Lolland Comprising Access roads Motorway Toll station Customs Railway O&M facilities Green areas & paths Sea defence Access roads Motorway Customs Railway O&M facilities Green areas & paths Sea defence Facilities at reclaimed area at Lolland (abutment area) Environmental pressure Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition (use of materials) Footprint area (=horizontal extension) Vertical extension (height distribution) Material composition Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Facilities at land reclamation area at Fehmarn (abutment) Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Approach bridge and Main bridge Footprint area (=horizontal extension) Vertical profile (height distribution) Material consumption
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CONSTRUCTION WORKS
Project Features Temporary construction sites on Lolland Comprising Temporary structures (facilities & buildings) Civil works on land (earth works, drainage, O&M facilities, construction traffic) Environmental pressure Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Disturbance Noise Solid and liquid waste Dust Light emission Accidental spills Spills of materials Energy Consumption Water Consumption Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Disturbance Noise Solid and liquid waste Dust Light emission Accidental spills Energy Consumption Water Consumption Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Disturbance Restricted work zones Noise Accidental spills (including oil, chemicals, solid and liquid waste), collisions leading to oil spills Spill of fine sediments
Temporary construction sites on Fehmarn
Temporary structures (facilities & buildings) Civil works on land (earth works, drainage, O&M facilities, construction traffic)
Temporary construction areas offshore
Offshore construction sites, including peninsulas, temporary harbour and storage areas Offshore activity, including an armada of vessels and plants
Establishment of peninsulas at Fehmarn and Lolland, dredging and deposit of material Excavations for caissons Dredging and backfilling of temporary access channels and harbours Backfilling around caissons and scour protection Temporary structures (facilities & buildings) Civil works on land (earth works, drainage, O&M facilities, construction traffic)
Spill of fine sediments Spill of fine sediments
Spill of fine sediments Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Disturbance Noise Solid and liquid waste Dust Light emission Accidental spills
Temporary production sites Odense Havn / Lind Industripark

(The site is already accepted as industrial zone in the local planning
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Energy Consumption Water Consumption Vibrations
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Project Features Traffic Comprising Vehicles, trains Environmental pressure Fuel consumption Air emission Noise Vibrations Light Energy Consumption Other resources (water, chemicals, etc) Light emission Disturbance Noise Light Contaminated discharges
O&M activities
General activities Lighting Activities at ramp areas (Lolland and Femern) Rainfall runoff and 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 56 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 layout 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 surfaces. 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 caisson 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 comprising 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 provides 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 horizontal 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 considered unacceptable, and a design with a circular ring structure was developed. This ring structure 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 restrictions 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 insitu 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 starts and will also be cast in-situ. It is anticipated that the bottom parts of the two pylon caissons will be prefabricated in an existing dry dock at Lind. The total height of the bottom caisson 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 construction 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 preinstalled landing pads, followed by under-base grouting of the void between the caisson bottom 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 approximately 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 construction 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 approach span piers. The protection rings for the anchor blocks are constructed in eight segments 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

Girder prefabrication 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 segments 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 diagonals are welded. Working platforms are provided for the welding to provide access to the various 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
Construction workforce
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 Man hours 2,000,000 5,400,000 16,100,000 3,700,000 4,400,000 1,800,000 400,000 1,200,000 35,000,000
Contract or work part Fehmarn Ramps and Embankment Rdby Production Site Lind/Odense Production Site Main Bridge Off shore works Approach Bridges Off shore works Lolland Ramps and Embankment Railway Installations Electrical and Mechanical Equipment Total number of man hours 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 finishing 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 diamond 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 refloating 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 demolition methods
The environmental footprint

For pressures and potential environmental impacts, please refer to Table 2-3, page 125, (Cable 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 installations 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 respective tunnels to the existing road and railway networks Land reclamation areas at both coasts (the majority off the coast of Lolland) for deposition 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 inland 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 conditions 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 vehicles 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 vehicles 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 protection, 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 railway 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 circular 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 combination 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 controlling 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 processing 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 under 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 pressure 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 materials 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 segments that make up a full ring. The individual segments are installed with a special crane. Mortar 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 properties 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 materials 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 discharging 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 separation 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 materials 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 directly 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 considered 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 facilities, 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 project 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 producer. 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 geology. 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 Danish 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 precast elements, where possible. This will make it possible to transport and install these elements 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 approximately 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 production 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
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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 quantities 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 corresponding figures for an immersed tunnel solution. These quantities are subject to variation at detailed design.
Table 4-1: Quantities Concrete in tunnel elements / segments Reinforcement Ballast concrete/internal concrete; total Structural concrete, portal buildings and ramps & cut and cover Total volume dredged in situ Total land reclamation area Total volume of backfill in tunnel trench Fresh water supply Electricity *Tunnel trench and work harbours **Bored material and work harbours 18,800,000 m * 3,300,000 m 6,400,000 m 1,500,000 m
2 3 3 3
Resource requirements. IMT 2,480,000 m 386,000 m 183,000 m

3
Bored Tunnel 1,842,000 m 1,280,000 m

3
305,000 tonnes
3 3
448,000 tonnes
3 3
274,000 m
14,800,000 m ** 3,300,000 m
2
n.a.
1,500,000 m 1,230 GWh
166 GWh
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 excavators 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 reused. 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 Germany 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 areas is uncertain. As the larger area of land reclamation is proposed on the Danish coast, there will be a requirement 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. Construction workforce 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 workforce is determined by the contractors selected to perform the works. The initial construction works begin with the design and production of the six TBMs, establishment 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 remains 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, starting 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 buildings and road and railway structures As the intention of the land reclamation areas is to maintain or even improve the conditions 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-
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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 reclamation 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 elements 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
Project Features Permanent project structures on Lolland Comprising Access roads Motorway Toll station Railway Green areas & paths Access roads Motorway Railway Green areas & paths Part of: Cut & cover tunnel O&M facilities Portal buildings Sea defences Facilities at reclaimed area at Lolland, including: Cut & cover tunnel O&M facilities Portal buildings Sea defences Facilities at land reclamation area at Femern, including sea defence and part of: Cut & cover tunnel O&M facilities Portal buildings Bored tunnel Environmental pressure Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition (use of materials) Footprint area (=horizontal extension) Vertical extension (height distribution)
Material composition
Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Material consumption
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CONSTRUCTION WORKS
Project Features Temporary construction sites on Lolland Comprising Temporary structures (facilities & buildings) Environmental pressure Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Construction works on land (earthworks, drainage, O&M facilities, construction traffic) Disturbance Noise Solid and liquid waste Dust Light emission Accidental spills Spills of materials Energy consumption Water consumption Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Construction works on land (earthworks, drainage, O&M facilities, construction traffic) Disturbance Noise Solid and liquid waste Dust Light emission Accidental spills Spills of materials Energy consumption Water consumption Footprint area (=horizontal extension) Vertical profile (height distribution) Material composition Disturbance Restricted work zones Noise Accidental spills (including oil, chemicals, solid and liquid waste), collisions leading to oil spills Spill of fine sediments
Temporary construction sites on Fehmarn
Temporary structures (facilities & buildings)
Temporary construction areas offshore
Offshore construction sites, including temporary work harbour and storage areas Offshore activities, including vessels and plants
Deposition of excavated material
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Project Features Traffic Comprising Vehicles, trains Environmental pressure Fuel consumption Air emission Noise Vibrations Light Energy consumption Other resources (water, chemicals, etc) Disturbance Noise Light Contaminated discharges
O&M activities
General activities Activities at ramp areas (Lolland and Fehmarn) Rainfall runoff and snow clearing at portals and ramps. Washing of road in tunnel.
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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)
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Tunnel - Consolidated Technical Report

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Tunnel - Consolidated Technical Report

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Consolidated Technical Report

Consolidated Technical Report

Prepared: Checked: Approved:

CIV, NEM KSA, JGI, ABJ SLY, HCH

Operation and Maintenance ..........................................................................................39

Construction works .......................................................................................................40

Decommissioning and removal ....................................................................................58 The environmental impact.............................................................................................59

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

Major features ................................................................................................................63

Consolidated Technical Report

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

Construction works .......................................................................................................96

Decommissioning and removal ..................................................................................124 The environmental footprint .......................................................................................125

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

Major features ..............................................................................................................129

Decommissioning and removal ..................................................................................142 The environmental footprint .......................................................................................142

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

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

Construction works .....................................................................................................148

Decommissioning and removal ..................................................................................159 The environmental impact...........................................................................................159

Consolidated Technical Report

Consolidated Technical Report

Consolidated Technical Report

The Immersed Tunnel

Consolidated Technical Report

Description of Permanent Works

Cross-section of standard element with dimensions in metres

Consolidated Technical Report

Cross-section of special element with dimensions in metres

Cross section of dredged trench with tunnel element and backfilling

Consolidated Technical Report

Technical installations in the tunnel

Longitudinal ventilation by jet fans in road tunnel

Consolidated Technical Report

Creative lighting in road tubes

Consolidated Technical Report

The extent of the proposed reclamation on Fehmarn (dotted white line)

Consolidated Technical Report

The extent of the proposed reclamation on Lolland (dotted white line)

Fehmarn portal building and ramp area

Consolidated Technical Report

Cross-sections through the Fehmarn portal and ramp

Consolidated Technical Report

Dike perimeter and sea defences on Fehmarn

Consolidated Technical Report

Works on land, Fehmarn

Overview of structures on Fehmarn

Consolidated Technical Report

Drainage systems on Fehmarn

Portal building and ramp area on Lolland

Portal buildings Sea defences

Consolidated Technical Report

Cross-section of the portal building and ramps on Lolland

Portal building on Lolland in front of the new coastline

Consolidated Technical Report

Storm surge dike and sea defences on Lolland

Consolidated Technical Report

Works on land, Lolland

Overview of works on Lolland

Consolidated Technical Report

Possible location of toll station and customs areas on Lolland

Drainage system on Lolland

Operation and Maintenance