Fehmarn Belt Fixed Link

The construction of a fixed link of the Fehmarn Belt between Denmark and Germany is a European transport project.

It provides for a 17.6 km long traverse and an expansion of rail and road hinterland connections in Germany and Denmark. The cost of about 5.5 billion euros for the crossing structure contributes mainly Denmark. Toll charges for common today, ship passage fees to refinance the project. Commissioning is scheduled for 2021. The implementation is provided as four tubes immersed tunnel and a bridge alternative solution was preferred.

The tunnel structure is described in the article Fehmarn Belt Tunnel.

• 7.1 By 2008: Political decisions and government contract 7.1.1 State Treaty
• 7.1.2 expansion targets

Background and interests

Geographical situation

The Fehmarn Belt is the strait in the western Baltic Sea between the islands of Fehmarn ( Germany ) and Lolland (Denmark). Both islands form with the adjacent counties (District East Holstein in Schleswig -Holstein and Zealand in Denmark) and the city of Lübeck, the Fehmarn Belt region, European region. The shortest distance across the Belt between the ports of Puttgarden and Rødbyhavn is 18.6 km. The link of the metropolis Hamburg with Copenhagen across the Fehmarn Belt is the shortest route from Western Europe to southern Scandinavia.

Since the connectivity of the island of Fehmarn to the German mainland by the Fehmarnsundbrücke 1963, the route will be operated across the Fehmarn Belt jointly by the German and Danish State Railways as a " bird flight line ", where ferries for the railroad and automobile traffic the Fehmarn Belt at 30- minute intervals at a crossing time of 45 minutes to cross. The ferry services be operated DFO GmbH was united in 1998 with the Scandlines A / S under the umbrella of the newly founded by the Deutsche Bahn AG and the Danish Ministry of Transport Scandlines AG.

Since 1997, the railway freight from Germany to Copenhagen or the economically strong Öresund region on the Jutland line through the newly constructed Great Belt rail tunnel is routed. Also night trains for passenger take that route. The Long-distance passenger traffic on the route Hamburg- Copenhagen but continues to use the crow flies. As the crow flies shortens the distance between Hamburg and Copenhagen by 160 km compared to the way across the Great Belt, it remains interesting for the road transport through time and fuel savings even after the opening of the road bridge over the Great Belt in 1998.

The fixed link would reduce the journey time from Hamburg to Copenhagen (340 miles) from 4:30 hours ( travel time in 2008, including ferry, waiting time, embarkation and disembarkation ) to 3:00 hours. The extension of the A1 motorway between Holy harbor and Puttgarden (25 km) would save an additional 5 minutes travel time. Stays at toll stations can be avoided by the use of automatic debit options at the drive-through.

Transport development and forecasting

The traffic across the Fehmarn Belt was even before the release of solid Big Belt Bridge in a European comparison is not very high. He was only about half of traffic across the Great Belt and two-thirds of the traffic across the Øresund between Denmark and Sweden. 1996 crossing the Fehmarn Belt 994,000 cars and 272,000 trucks and a total of 1,435,000 bus passengers and 717,000 train passengers. Danish estimates assumed an increase in car and truck trips by 2010, but in some cases at a fixed connection could be increased many times over. For train passengers even a decrease was without a fixed connection predicted for the case of the building but almost a tripling of the former numbers. The end of March 1999 presented in brief feasibility study, which was commissioned by the governments in Copenhagen and Bonn in 1994 in order, however, goes out in the case of a fixed link only by an increase of passenger traffic by 40 % by the year 2010.

The volume of goods transported across the Fehmarn Belt was estimated in 1993 to 6.9 million tonnes, of which about half were transported by rail and by road. Estimates of the Danish Transport Ministry predicted that a freight volume of 11.3 million tonnes at a Fehmarn Belt fixed link would be transported in 2010.

All mentioned estimates are subject to considerable uncertainty. Thus the findings of a study by the Danish Road Association in 1991 for the case of a fixed link already for the year 2000, a freight volume of 17 million tonnes and 9.5 million car passengers, more than four times as much as the Danish Transport Ministry in 2010 predicted. Studies on similar projects ( Øresund, the Great Belt, English Channel ) further showed that shortfalls in the actual versus the estimated traffic demand between 20 and 70 % are the norm. In contrast, the traffic increased on the Öresund Bridge in the first quarter of 2007 by 21% compared to the same quarter in the previous year. In the first five years of its existence, the traffic volume has doubled. The truck traffic grew at the same rate as the total traffic over the bridge.

Due to the EU's eastward enlargement of the traffic flow in the Baltic region will increase significantly. As an annual economic growth in the Baltic region of four to six percent are anticipated. By 2015, it would, according to the study Fehmarn Belt Forecast 2002 compared to 2001 by 50 % (passenger ) and 55 % ( freight) grow. The ferry is now temporarily reached its capacity limit. At the peak tourist season in the summer of backwater from the ferry Puttgarden dates back to the mainland, with waits of over five hours.

Political interests

Denmark and Sweden

Politics and economics in Denmark and especially in southern Sweden are pushing for a long time on a fixed connection, that is, a bridge or a tunnel which would significantly shorten the distance to major markets in Western Europe (Malmö to German border in about 2 hours). In contracts for the construction of the land bridge between Denmark and Sweden across the Oresund, the Danish government was committed to " work towards a land bridge across the Fehmarn Belt, if such a connection would prove to be economically and ecologically sustainable ." The then director of the Öresund Committee Birger Olofsson was hoping for a completion of the new Vogelfluglinie already for 2006. Much of the organized Danish public, so the government, parliament, business associations, trade unions and numerous political parties and interest groups support a fixed link. Reasons are an anticipated improved situation of the economy in the European competition and an improvement in the employment situation.

The Swedish government announced in March 2010 plans for a further crossing of Öresund (HH -Link ) is known. The governments of Sweden and Denmark decided on 15 June 2010 an evaluation for a tunnel. It is believed that with the opening of the Fehmarn Belt fixed link in 2018 the capacity of the Oresund connection is no longer sufficient when freight is transferred from the ferry to rail. Furthermore, to be consistent highway until 2013, the E 22 between Kristianstad and Malmö.

Since the early 1990s, studies and feasibility studies have been commissioned to a greater extent, which already led to increased discussion in Denmark. The construction of the Great Belt and Øresund crossings specialists already have experience in similar projects. The Association of Danish Construction emphasized in 1998 that the building " should be launched within the next four years, because otherwise the contracted in Denmark qualified professionals and experts on other projects distributed around the globe ."

Schleswig -Holstein / Germany

The Schleswig-Holstein state government has decided by a Cabinet decision of 14 December 1999 for the implementation of a Fehmarn Belt fixed link. In the coalition agreement at the country level between the CDU and the SPD on 16 April 2005, she is listed as a priority project whose implementation is sought. Be feared in the region may be job losses in the ferry ride and especially in the tourism industry, which is the main industry on the island of Fehmarn. A strong shift from cars of the Great Belt connection on the Vogelfluglinie would significantly affect the tourism Fehmarn, especially since the island has been trying for years to build an image of environmentally friendly tourism through new concepts in mass transit and active programs for alternative energy. On the other side of the construction and operation of a fixed link could secure permanent better jobs.

Also, environmental organizations and parties have spoken out against a fixed link. A bridge would affect the conservation Federal Germany 's view ( NABU) about six to ten million migratory birds each year considerably in their flight. The Fehmarn Belt have a key function in the train arctic waterfowl. Furthermore, it is submitted that the Fehmarn Belt is one of the most important areas for the exchange of water between the North and Baltic Seas. The feasibility study from 1999 estimates, however, that the engagement of the crossing would not " significant" be in the environmental situation of the Baltic Sea. When a compound that was planned around this problem in the knowledge that flow would probably even less blocked than by the ferries of bird flight line. This information, however, was later revoked.

The red-green state government in Schleswig -Holstein showed around 1998 increased use of a Fehmarn crossing. Thus expected the non-party in Schleswig-Holstein Economy and Transport Minister Horst Günter Bülck in the case of realization of the project a " new impetus " for his country and certified the Fehmarn Belt crossing "next to the construction of the Baltic Sea motorway (A 20) and the electrification of the railway line Hamburg -Lübeck first priority. " These three transport projects were also called by the then Prime Minister Heide Simonis in her policy statement of 23 October 1998 under the heading " future opportunity Baltic Sea policy ".

A newly established in January 1999 " Initiative Baltic Sea", the number of social groups in Schleswig -Holstein and Hamburg combined, should provide an impetus for the further development of international cooperation in the Southern Baltic. Even before this forum stressed the Schleswig-Holstein state government, the priority of these transport projects.

At federal level, the fixed Fehmarn crossing has also advocates. The coalition agreement of 11 November 2005 between the CDU, CSU and SPD, the crossing was included as a reference PPP projects for Germany. Example, the Federal Ministry of Transport of Schleswig-Holstein state government pledged its support for the project. However, German Chancellor Angela Merkel expressed because of the open funding in state elections in 2006 in Mecklenburg -Vorpommern critical to the planned project. In February 2007, the FTD.de ran an article under the heading " Tiefensee duped Danes ," is quoted in the Transport Minister Tiefensee, the Beltquerung have for the federal government " no outstanding priority". 2007 met in Berlin, Federal Transport Minister Tiefensee, his Danish counterpart, Flemming Hansen and the Minister of Transport of Schleswig -Holstein, Dietrich oyster man, and agreed on the construction of a bridge across the Fehmarn Belt.

Europe

The European Commission included the fixed link connection in a 1994 " White Paper " European transport the most urgent projects that are considered core group of trans-European networks ( TENs). Following is a list of the TEN-T priority projects was elaborated, in which the cross-border fixed link with the rail hinterland connections ( Project No. 20) was recorded. Again, it was consistently pointed to additional research is required as in Danish and Swedish studies and contracts.

At European level, there are voices against the proposed project. So expect the international Science and Planning Association "Baltic Sea Network" that people only temporary benefit in the affected region of the project, as is evidenced by examples such as the Channel Tunnel. They would after completion of construction even more isolated from the already economically strong regions that are to be connected by the major project.

Financing

Cost estimates in 2008, according to the selected tunnel solution will cost about 5.5 billion euros. Through a national firm Denmark will be the owner of the tunnel and pre-finance the project through loans. A repayment of these loans is to be done by toll revenues. The tunnel, and the Danish hinterland connections will have been estimated to pay for itself after 39 years.

Since the fixed link is a priority project within the framework of the EU's TEN program, Denmark can expect grants from this program. 50 percent of design costs and 10 to 20 percent of the construction costs in 2011 adopted by the operating company, which corresponds to a grant of around 650 million euros to 1.18 billion euros.

Change in the traffic situation by a fixed link

The motorway link Hamburg- Copenhagen shortened by about 160 km away. The travel time of passenger trains between Hamburg and Copenhagen shortening by about 90 minutes. For far over Flensburg -propelled freight trains a fixed crossing would shorten the route mean to approximately 160 km. It is also possible that the freight spite of a fixed link a possible alternative ferry preferred. This is in the Öresund Bridge that connects Denmark and Sweden, the case. It has not been developed which operates in Sweden - Baltic transport shipping companies, according to a major competition to the ferry. According to recent figures, the new bridge has now taken place despite price reductions is not more than one-third of the freight traffic across the Öresund drawn on itself; about 68 % of the truck traffic translated yet on the local alternative ferry route. It is believed that this will also be the case in the next few years.

Alternatives

The time savings in rail transport would be possible to achieve through cost -effective measures. According to a report from Pro Bahn travel time by train from Hamburg to Copenhagen could be shortened by about 410 million euros of now four and a half to four hours. The significantly shorter travel time between the two cities would be attained by expanding the existing rail line for speeds up to 160 km / h the use of faster train ferries and an optimal schedule ( 200 km / h, about 1.4 billion euros, 30 min time gain). The expansion of hinterland connections ( from Hamburg to Puttgarden ) may reduce along the route land values ​​to a continuous double-track line with a corresponding freight train traffic and day and night traffic. The loud noise can cause a loss of attractiveness of the Baltic Sea holiday region with loss of revenue and jobs to be.

The ROV ( regional planning process ) in which the expansion of the inventory route ( former railway line) is favored, lets recognize that at least an important argument for the construction is not redeemed: the strong freight leaves no additional trains for the local public transport to. This means that this route is also used in passenger especially the connection of large cities and not the improvement of transport, an important precondition for the promised economic recovery of East Holstein by the project.

Implementation options

Not only the question of whether any fixed link should be implemented was discussed controversially, but also the question of what form this should be implemented. Conceivable were a bridge, a tunnel, or a combination of both. Femern A / S as a builder in November 2010 was finally announced that she had informed the Danish Minister for Transport that the preferred solution of the company has an immersed tunnel for the fixed link. Early 2011 was assured support for this proposal by Danish politicians.

Crucial to the tunnel solution were the recommendation of Femern A / S according to different points. The safety of maritime transport is one of those points. As is narrowed with a bridge the already busy Fehmarn Belt on, there is always the risk of a collision with damage to the bridge, ship and environment. The technical risk is also assumed in the construction of a bridge with spans over 700 meters required to be greater than the construction of an immersed tunnel, even if it has to be built in comparison with other projects in deeper water.

Environmental aspects

During the seven -year construction phase, there should not be underestimated consequences for the plant and animal world, including through Sedimentaufwirbelungen in the course of drilling for the supports or underwater noise during construction. Studies have shown that porpoises a building area of ​​up to two years to avoid after completion, it is even feared that vibrations caused by traffic on the bridge have a barrier effect and porpoises no longer swim in the eastern part, which contains only a small porpoise. According to conservationists can die many birds during the train also to the approximately 260 m high piers of the bridge. The piers of the bridge pylons could affect ocean currents through the strait. The important animals for exchange of salt water ( from the Atlantic flowing ) from the outer to the inner Baltic Sea Baltic Sea (which is less salt in comparison ) could no longer be assured. Also, it is in the Baltic Sea by a low-oxygen waters. In the Great Belt Bridge, this was taken into account and compensated for by places well.

The risk of collision with the bridge piers would be high in the event of an accident, for example, an oil tanker, the neighboring reserve, would be directly affected, which would threaten a bird dying. By the Fehmarn Belt drive the Russian oil tankers calling at great Russian Baltic Sea ports such as Primorsk oil and Vysotsk. These tankers are mostly single-walled, unsafe and often outdated ships, according to the Finnish Ministry of the Environment " is [ there ] is no longer the question of whether a disaster happens, but when," as in the Gulf of Finland already were released Russian tanker no longer easily Finnish aid - a oil spill was repeatedly averted only just.

Development of the construction project

By 2008: Political decisions and government contract

As early as 1989 Two German construction company before a concept for a bridge or tunnel crossing the Fehmarn Belt.

In late 2006, the governments of Berlin and Copenhagen wanted to determine whether the project the firm Beltquerung should be realized. The decision, however, was again postponed until 1 July 2007, as Germany had a covered approach to the crossing. However signaled Denmark, where appropriate, to take a greater share of costs about 5 billion euros expensive construction, if later, the toll income would turn to Denmark's favor. On 29 June 2007, the two competent Transport Minister Flemming Hansen ( Denmark ) and Wolfgang Tiefensee ( Germany ) have agreed on the construction of the crossing. In this case Denmark takes over the cost of the crossing and thus also gets the total toll revenue.

In preparation, the last section of the E 47 was expanded to the motorway on the Danish side the end of 2007, so from the ferry Rodby is a continuous connection to Copenhagen and continue towards Oslo and Stockholm. On the German side A was extended in 2008 for 1 to Holy harbor. The last section of 25 km highway, here under an extension of the previously two-lane Fehmarnsundbrücke or a new Fehmarnsundquerung itself was still under discussion and was finally taken into account in the development goals of the State Treaty.

State Treaty

Germany and Denmark on 3 September 2008 in Copenhagen (represented by the then German Minister of Transport and his Danish colleague Carina Christensen and the Ambassador of the Federal Republic of Germany Christoph Jessen ) the state contract for the construction of a fixed link ( bridge or tunnel ) for the rails - and road traffic across the 19 km wide Fehmarn Belt and the necessary hinterland connections in Germany and Denmark signed. Since it is an intergovernmental treaty, ratification by the Danish and German legislature was necessary. On 10 July 2009, the Treaty of German side, with the prior consent of the Bundestag finally ratified by the Federal Council. On the Danish side, this already happened on 26 March 2009 by the Folketing. Denmark is therefore the fixed link ( crossing structure, ramps on the Danish and German side) build, operate and bear the costs. Germany will have to finance and build only the hinterland connections on the German side. Furthermore, the Danish government will collect toll fees for the use of the fixed link across the Fehmarn Belt on an operating company.

Expansion targets

Respectively Germany and Denmark are solely responsible for the development and financing of the hinterland connections. Between Copenhagen and Denmark Rødbyhavn in the E 47 motorway is already four lanes.

According to the State Treaty following actions are planned for the hinterland connections in Germany and Denmark:

2009-2010: Planning the German hinterland connections

In May 2010, the initiation of a regional planning process for the rail hinterland connections has been determined by the state of Schleswig -Holstein. For this purpose a application conference was held on 22 June 2010. Aim of the process is the involvement of local communities, government, trade associations and the public to clarify the project related spatial interventions, and if possible to consider all aspects. The construction stage is for 2016 and commissioning in 2020 sought (October 2011).

On 11 November 2010, the Federal Ministry of Transport published the outcome of the review of the demand plan for the federal railways. It is named for the hinterland connections of the fixed link costs a volume of 817 million euros and a benefit -cost ratio of 6.7.

2011: Decision for a tunnel solution

On 1 February 2011 the Danish Parliament plans to realize the Fehmarn crossing approved by the Senktunnel solution, as proposed by the planning and operating company Femern A / S. The main arguments were the expectation of lower costs and environmental impact. At that time, with construction to begin in 2014 and expected an opening 2020. Meanwhile, these dates were shifted by about one year back.

2012 to today

By the end of 2012, the necessary for the regional planning process materials have been prepared and the process then introduced finally in January 2013 by the competent authority.

Since the Fehmarn bridge will be the bottleneck of the German hinterland connections, the Schleswig-Holstein Landtag is committed to ensuring that a new or expansion of Fehmarnsundquerung will be included in the Federal Transport Infrastructure Plan 2015. The need for this was evidenced by an opinion of Deutsche Bahn in December 2012. Accordingly link across the Fehmarn bridge existing impossible for the present state, the higher loads after the opening of the festivities no longer absorb. The results of the static recalculation by DB ProjektBau GmbH were presented to the public on 17 January 2013. The existing building has to be according to the report, at least upgraded. An investigation of new variants is also recommended.

The electrification of the existing German track to be completed in 2021, the construction of the second track in 2028 (as of December 2013). Together 817 million euros provided (as of 2013) for both measures.

The official international tender for the project took place on 27 August 2013 in a first meeting of representatives of prequalified consortia and the client in Copenhagen.