A groundbreaking tunnel is currently under construction under the Baltic Sea, laying the foundation for a transformative travel link between Denmark and Germany. Stretching 18 kilometers (11 miles), the Fehmarnbelt Tunnel will become the globe’s longest pre-fabricated road and rail tunnel.
Record-Breaking Tunnel Set to Transform Travel Between Denmark and Germany
Record-Breaking Tunnel Set to Transform Travel Between Denmark and Germany
An engineering marvel, the Fehmarnbelt tunnel is set to reshape connections in Northern Europe.
The monumental project, designed to shorten travel times and enhance Scandinavian connections across Europe, is being constructed from a major site at Lolland Island in Denmark’s south-east region. Covering over 500 hectares (1,235 acres), the site features a harbor and a factory dedicated to creating the tunnel's structural "elements."
"It's an incredible facility," remarked Henrik Vincentsen, head of Femern, the state-owned company responsible for the tunnel’s construction. The elements are crafted using a combination of reinforced steel and concrete, measuring 217 meters (712 feet) in length and 42 meters in width. Unlike traditional tunnels that drill through bedrock, this project will incorporate 90 distinct elements that will be connected underwater similar to assembling Lego blocks.
"We're achieving new records with this initiative,” said Vincentsen. The tunnel, consisting of five parallel tubes, is expected to cost approximately €7.4 billion ($8.1 billion; £6.3 billion), largely funded by the Danish government, with an additional €1.3 billion from the European Commission. This initiative aligns with an EU strategy aimed at bolstering travel connections across Europe while encouraging a shift away from air travel.
Once completed, the journey between Rødbyhavn in Denmark and Puttgarten in Germany will take merely 10 minutes by car or 7 minutes by train, drastically reducing the previous 45-minute ferry ride. This newly established rail link will cut travel time between Copenhagen and Hamburg from five to just 2.5 hours, offering a more eco-friendly option for passengers and freight alike.
"This project doesn't just connect Denmark to Germany; it connects Scandinavia with central Europe," said Vincentsen. He emphasized the benefits of reduced travel distances, which would lower carbon outputs associated with transportation.
The construction site is bustling with activity, flanked by cranes. Senior construction manager Anders Gert Wede reveals, "We are currently at the tunnel’s entrance," highlighting one of the five parallel tubes designated for roadway use. Each element consists of two railway lines, two roadways (with two lanes per direction), and maintenance corridors.
The massive steel doors protecting the tunnel’s entrance are designed to maintain structural integrity against the powerful Baltic Sea. “It's impressively thick," Wede noted while tapping on the metal.
The intricate setup involves towing hefty elements, each weighing over 73,000 tonnes, behind tugboats, and carefully lowering them to a trench at the seafloor with millimeter precision using underwater cameras and GPS technology.
Denmark’s location at the Baltic's edge, coupled with busy maritime shipping lanes, posed challenges for tunnel design. Initial proposals for a bridge were abandoned due to concerns about high winds affecting traffic and the possibility of maritime accidents. "Ultimately, the tunnel was deemed the safest and most economical option," explained Per Goltermann, an expert in concrete structures at the Technical University of Denmark.
Despite legal delays due to environmental concerns voiced by groups such as Nabu, construction is now underway following a court ruling that allowed the project to proceed. Minimizing ecological effects has been a priority, and plans for a 300-hectare wetland on reclaimed land are underway to support local wildlife impacted by construction.
Once operational in 2029, the tunnel is expected to accommodate more than 100 trains and over 12,000 cars daily. Financing for the endeavor will primarily come from toll revenues, with an estimated payback period of around 40 years.
Vincentsen added that the project is anticipated to stimulate the local economy and create new jobs and tourism opportunities in Lolland, an economically challenged region, while local residents eagerly await the imminent changes. "The community is excited about the promise of new businesses in the area," Wede shared.
"It's an incredible facility," remarked Henrik Vincentsen, head of Femern, the state-owned company responsible for the tunnel’s construction. The elements are crafted using a combination of reinforced steel and concrete, measuring 217 meters (712 feet) in length and 42 meters in width. Unlike traditional tunnels that drill through bedrock, this project will incorporate 90 distinct elements that will be connected underwater similar to assembling Lego blocks.
"We're achieving new records with this initiative,” said Vincentsen. The tunnel, consisting of five parallel tubes, is expected to cost approximately €7.4 billion ($8.1 billion; £6.3 billion), largely funded by the Danish government, with an additional €1.3 billion from the European Commission. This initiative aligns with an EU strategy aimed at bolstering travel connections across Europe while encouraging a shift away from air travel.
Once completed, the journey between Rødbyhavn in Denmark and Puttgarten in Germany will take merely 10 minutes by car or 7 minutes by train, drastically reducing the previous 45-minute ferry ride. This newly established rail link will cut travel time between Copenhagen and Hamburg from five to just 2.5 hours, offering a more eco-friendly option for passengers and freight alike.
"This project doesn't just connect Denmark to Germany; it connects Scandinavia with central Europe," said Vincentsen. He emphasized the benefits of reduced travel distances, which would lower carbon outputs associated with transportation.
The construction site is bustling with activity, flanked by cranes. Senior construction manager Anders Gert Wede reveals, "We are currently at the tunnel’s entrance," highlighting one of the five parallel tubes designated for roadway use. Each element consists of two railway lines, two roadways (with two lanes per direction), and maintenance corridors.
The massive steel doors protecting the tunnel’s entrance are designed to maintain structural integrity against the powerful Baltic Sea. “It's impressively thick," Wede noted while tapping on the metal.
The intricate setup involves towing hefty elements, each weighing over 73,000 tonnes, behind tugboats, and carefully lowering them to a trench at the seafloor with millimeter precision using underwater cameras and GPS technology.
Denmark’s location at the Baltic's edge, coupled with busy maritime shipping lanes, posed challenges for tunnel design. Initial proposals for a bridge were abandoned due to concerns about high winds affecting traffic and the possibility of maritime accidents. "Ultimately, the tunnel was deemed the safest and most economical option," explained Per Goltermann, an expert in concrete structures at the Technical University of Denmark.
Despite legal delays due to environmental concerns voiced by groups such as Nabu, construction is now underway following a court ruling that allowed the project to proceed. Minimizing ecological effects has been a priority, and plans for a 300-hectare wetland on reclaimed land are underway to support local wildlife impacted by construction.
Once operational in 2029, the tunnel is expected to accommodate more than 100 trains and over 12,000 cars daily. Financing for the endeavor will primarily come from toll revenues, with an estimated payback period of around 40 years.
Vincentsen added that the project is anticipated to stimulate the local economy and create new jobs and tourism opportunities in Lolland, an economically challenged region, while local residents eagerly await the imminent changes. "The community is excited about the promise of new businesses in the area," Wede shared.
