Creating Connections

Creating Connections:
the fixed Fehmarnbelt link!
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The Fehmarnbelt link …
... overcomes boundaries: For the route from Hamburg to Copenhagen,
the journey time to Scandinavia is shortened by more than one hour;
metropolitan areas Hamburg/Lübeck and Copenhagen/Malmö close ranks.
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The fixed link across the Fehmarnbelt provides huge
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transportation alone will rise by 65 % by 2020 (source:
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ances in Europe a little further northwards; Northern
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... conserves the climate: The new link sustainably reduces
carbon dioxide emissions on Scandinavia’s roads.
As a result of Russia’s and the Baltic states’ integration within the international division of labour, as well
as of the European Union’s expansion to the north and
east, the Baltic Sea region has become Europe’s boom
region. Northern Germany holds a key position in this
system of coordinates; in the north are the highly developed economies of Scandinavia and in the south, the
densely-populated metropolises of Western Europe. The
dynamically growing transformation countries can be
found in the east.
Economic relations between Germany and the Scandinavian countries (Denmark, Sweden, Norway, Finland)
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are traditionally strongly pronounced. At approximate:bYZc
ly 106 million euro, German foreign trade with ScanAZZg
dinavia constituted some 6 percent of Germany’s entire foreign trade in 2007. This made Scandinavia the
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sixth most important trading partner for Germany;
despite its relatively low population (24.5 million people)
it is ahead of highly populous economies such as China,
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Japan or Russia. Conversely, Germany is even the most
important trading partner in the world for Scandinavia
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(source: German Federal Office of Statistics).
Northern German companies are a driving force of
this growth: just under 1,400 companies based in 6(&
Hamburg maintain active business contacts with Denmark,
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... opens horizons: The German-Danish Fehmarnbelt region will be at
the heart of Europe; a distinct regional identity comes into being.
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... promotes business: Access to and attractions of the Fehmarnbelt region
are sustainably improved, companies’ competitiveness is enhanced.
Bridging Northern Europe creates a dynamic axis of growth.
... creates ties: The two countries’ employment markets coalesce,
the transfer of innovations and know-how is made easy.
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In cooperation with the Fehmarnbelt Business Council
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1: Fehmarnbelt-Link
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The costs for constructing the bridge run to some
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The Fehmarnbelt is the break in the direct land link between
the greater Copenhagen area/Southern Sweden in
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the north and the Hamburg/Lübeck region
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There has therefore long been a desire for a fixed link
across the Fehmarnbelt, at least since the island
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Fehmarnsund bridge in 1963. Regular ferry operation
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across the Fehmarnbelt
was also commenced in that year.
Some 25 million euro have been invested so far in order
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to investigate the financial and economic sustainability
– and the environmental compatibility – of a fixed
link
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from Rødby (Lolland) to Puttgarden (Fehmarn) (source:
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Construction
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ern Europe’s biggest infrastructure project. An estimated
95 million working hours and 265 000 lorry-loads of sand,
gravel and soil will be required for the construction (source:
Focus.de). With a length of 19 kilometres and a construction period of some 7 years, Europe’s longest bridge – and
the ninth-longest in the world – will be created. The construction costs for the bridge total some 5.6 million euro
including development of the infrastructure connections on
the German and Danish side. This investment will shorten
journey times to Scandinavia considerably. The fixed link
would reduce the travel time from Hamburg to Copenhagen from more than 4 to 3 hours. An electric train could
cover the Hamburg-Copenhagen route in less than 2 hours
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Graphic 1: Completion timetable for the
Fehmarnbelt Bridge (Sourcle: Sund og Bælt A/S)
ing the infrastructure connections in both countries will
be added to this, and are to be financed via the respective national budgets. Germany’s portion of this will be
about 800 million, Denmark’s approximately 500 million
euro. In total, there thus results a sum for the project of
5.6 billion euro.
Following intensive fiscal investigations, a government guarantee model for financing the actual building
Box 1: Facts about the Fehmarnbelt Bridge
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Bridge length
19 kilometres
Bridge height
Pylon: 281 metres
(plus 28 metres in the water and
12 metres in the sea bed)
Road: 80 metres
Construction period 7 years (scheduled: 2011 to 2018)
4 lanes, 2 railtracks
Capacity
Payback period
25 till 30 years
Endurance
100 years
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Time saved
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(Source: Femern Bælt A/S)
Kilometres
Current
journey time
Journey time
with bridge
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Saving
Hamburg – Copenhagen (car)
320
4:05 h
3:00 h
65 minutes
Hamburg – Copenhagen
(conventional rail link
at Vmax160 km/h)
330
4:45 h
3:00 h
105 minutes
Hamburg-Copenhagen
(high-speed train, continuous
rail expansion required for
Vmax 230 km/h)
330
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up to 165
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Investments
5.6 billion euro including development for infrastructure connections.
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320 kilometres = 3 hours plus 1 hour 5 minutes ferry including
waiting time, roll-on and roll-off. Although travelling time across the
bridge is approximately 10 minutes, the extension of motorway A1 between Neustadt and Puttgarden would save ten minutes’ journey time.
Hold-ups at toll stations can be avoided by the use of a built-in device
in the vehicle, as in the case of the Storebælt crossing.
7,1 m
Illustration 1: Cross-section of the bridge
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Germany’s and Denmark’s
transport ministers signed a
Memorandum of Understanding concerning
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link
across
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Fehmarnbelt
on 29th June
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2007. A contract with binding effect under international
law will be drawn up on the basis of this memorandum.
The parliaments of both countries will then need to ratify
the contract. Following on from this, the official planning
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procedure will be introduced before the construction work
can begin. According to the schedule, construction Usedom
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bridge is expected to commence in 2011. It could then be
cleared for traffic in 2018 (cf graphic 1).
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(Vmax = 230 Km/h): 4 hours and 40 minutes are currently
needed. This will bring Copenhagen as close to Hamburg,
for example, as Berlin. Travel times to Malmö and Stockholm decreases significantly as well. With a consistent deMønvelopment of infrastructure, travel duration by train from
Hamburg to Stockholm could be reduced from approximately 9:30 hours to 4:25 hours (source: www.europakorridoren.se).
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I. The project:
fixed link across the
Fehmarnbelt
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The costs for the infrastructure connections on the German site amount to 800 million euro
(without high-speed train connection). (Source: BMVBS, TRM).
Employment
Approximately 95 million working hours, 44 000 to 66 000 man years employment during the
operational construction phase. 1 280 jobs will be created permanently due to
operation and upkeep. (Source: Copenhagen Economics/Prognos AG 1999).
Traffic forecasts 8 750 to 9 125 vehicles (of which 1 100 to 1 200 HGV’s) and
4 000 train passengers per day (equates to 40 trains)
(Source: BMVBS).
Fehmarnbelt link
1. Feasibility studies
The appraisers’ consortium from the companies COWI and
Lahmeyer analysed the various aspects of realising a fixed
link across the Fehmarnbelt.
COWI-Lahmeyer: Fehmarnbelt Feasibility Study: Link from
Coast to Coast, January 1999.
2. Financial analyses
The financial analyses investigate various link variants
in respect of their profitability and amortisation period.
The best figures on this subject are exhibited by the cable-stayed bridge with four motorway lines and two railway lines.
a) Sund og Bælt A/S: Fehmarnbelt fixed link –
Financial Analysis, February 2003.
b) Sund og Bælt A/S: Financial Analysis, traffic forecast
and railway payments, March 2003.
3. Traffic analyses
These analyses forecast the traffic figures for the fixed link
across the Fehmarnbelt:
a) Fehmarnbelt Traffic Consortium: Fehmarnbelt Forecast
2002 – Final Report, April 2003.
b) Fehmarnbelt Traffic Consortium: Supplement to the
Fehmarnbelt Forecast 2002, November 2003.
c) Risö National Laboratory, German Meteorological Service: Fehmarnbelt fixed link – Traffic restrictions due to
wind on the Fehmasrnbelt Bridge, June 2005.
works has been developed. This model plans for a stateinspected investment company on the financial markets
to take on a loan and use it to construct the bridge under its own responsibility. The investment company will
receive the right to charge bridge users a toll in order to
pay off the loans and generate a profit. In the event that
Project module
Bridge construction works
Costs
4,3 billion euro
4. Economic effects
The transport ministries of the two countries had the economic effects of a fixed link across the Fehmarnbelt intensively investigated. In the process, the effects on the
regional economy in particular were investigated:
a) Copenhagen Economics: Economy wide benefits: Strategy and Dynamic Effects of a Fehmarnbelt fixed link,
June 2004.
b) Copenhagen Economics, Prognos AG: Regional Effects
of a fixed Fehmarnbelt link, February 2006.
c) COWI A/S: Economic Assessment of a fixed link over
Fehmarnbelt, March 2004.
d) Kocks Consult GmbH, Institute for marine economy and
logistics, Carl Bro A/S: Investigation of the socio-economic and regional effects of a fixed link across the
Fehmarnbelt, August 1999
5. Environmental compatibility appraisals
The intention with these appraisals was to quantify the
potential environmental effects of a fixed Fehmarnbelt
link.
a) National Environmental Research Institute: Construction of a fixed link across Fehmarnbelt – Preliminary
risk assessment on birds, June 2005.
b) COWI A/S: Fixed link across Fehmarnbelt – Effects on
Emissions to Air, March 2005..
Sources: German Federal Ministry for Transport, Construction and
Urban Development (BMVBS), Trafikministeriet Danmark (TRM)
the traffic movements on the bridge are not sufficient for
paying back the costs of the loan, the state issues a guarantee that it will answer for the financial deficit. The risk
of the investment is hereby minimised. Lending institutions have no fear of missed instalment payments and will
grant the investment company low interest rates on its
Financing
Private investment with German state backing, EU contribution of 374.3 million euro (27.6 percent), amortisation after 25 to 37 years without claims on taxes
National budget Denmark
Infrastructure
approx. 500 millionen euro
connections Denmark
Infrastructure
approx. 800 millionen euro
National budget Germany
connections Germany
Table 1: Financing of the overall Fehmarnbelt link project (Source: BMVBS, TRM)
FOTO: ANHALT
Box 2: Studies by order of the Danish and German transport ministries concerning the Fehmarn link
Frank Horch,
Chairman of the
Hamburg Chamber
of Commerce
„With the Fehmarnbelt link the dynamically
growing economic regions of Copenhagen/
Malmö on the one hand,
and Hamburg/Lübeck on
the other, will be drawn
more closely together.
This will be a considerable contribution to correcting the north-south
divide in Germany.
At the same time, an
intelligent form of financing has been chosen
for construction of the
Fehmarnbelt Bridge. The
state backing means that
the financing costs will
be lowered for the private
investor, but no taxpayers’ money will be spent
on the bridge. The many
and varied positive socioeconomic effects of a
fixed link across the Fehmarnbelt will thus be
generated
without
squeezing out other infrastructure projects.“
loans. The Danish state assumes the full risk for the construction of the bridge and is the sole issuer of the state
backing – with the consequence that the whole bridge,
until it reaches land on the German side, is Danish property. As a countermove, Germany has merely undertaken to develop the infrastructure connections on the German side.
Since the Fehmarnbelt link is part of the Trans-European Networks, the European Commisson is providing financial support for the overall transportation project. At
the end of November 2007 the EU Commission announced
its decision to assume 27.6 percent of the investment
and planning costs of the Fehmarnbelt link. This means
374.3 million euro up to 2013. In the ensuing years the
EU Commission will probably provide a comparable sum
again. In principle, a grant for infrastructure connections
is also possible (cf. table 1).
Cost-effectiveness of the Fehmarnbelt link is calculated by a financial analysis from 2003. With an estimated daily traffic frequency of 8 750 – 9 125 motorcars (among these 1 100 – 1 200 lorries) and 40 trains,
cautiously assumed financial parameters enable an amortisation of the bridge in 33 – 37 years (source: BMVBS,
Denmark bears the risk of the state backing alone. Therefore, Demark is entitled to all toll income from the bridge operation. The Danish state reserves the right to finance the infrastructure connections on
the Danish side via this income.
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For the route from Hamburg to Copenhagen, the journey time to Scandinavia is shortened by more
than one hour; metropolitan areas Hamburg/Lübeck and Copenhagen/Malmö close ranks.
Ole von Beust,
First Mayor,
Free and Hanseatic
City of Hamburg
“It’s only paradoxical at first glance – globalisation encourages
regionalisation: international competition
means that the Free and
Hanseatic City of Hamburg is strengthening
its ties throughout the
Baltic Sea region that
date back centuries to
the glorious era of the
Hanseatic League. The
greater Northern Germany/Denmark/Sweden
region all the way up to
Oslo will have to further
its integration to find
common solutions for
globalistion´s challenges and to take advantage
of them. This is why we
pursue the development
of major infrastructure
projects in our greater region, like the Fehmarnbelt link, with particular interest.”
TRM). Calculations performed for other bridge projects
show a similar outcome. An updated financial analysis
from 2004 predicts a payback period of just 25-35 years.
With the bridge´s advised lifetime of 100 years, a profit
period of more than 70 years is possible (Source: Scandinavian-link.org).
The special features of the government guarantee
model: Financial costs for the investor are reduced by
approximately 1 billion Euro (source: www.scandinavianlink.org), but no public money from Danish or German taxpayers will be required. Other infrastructure projects will
not be squeezed out. Financial structures of the bridge
over Great Belt and Öresund vouch for the suitability of
this financial instrument.
II. International reference projects
Bridges overcome (natural) boundaries and connect regions. Bridge links promote economic, interpersonal and
cultural exchange, because travel times and costs are considerably reduced. This paves the way for economic development and employment growth. A travel time reduced
by 10 percent within a region has been proven to enhance
the region’s productivity by more than 1.2 percent (source:
Rice, Venables, Patacchini: Spatial determinants of productivity).
Many examples of growth regions whose successful development was triggered primarily by infrastructural links
can be found around the world.
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Richmond-San Rafael Bridge
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San FranciscoOakland Bay Bridge
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Golden Gate Bridge
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wards Scandinavia’s transportation infrastructure connections with Continental Europe. The Fehmarnbelt link is the
only missing component that will complete this connection. The two bridges can be used as good examples for the
effects on transportation, regional economy and ecology
that can be expected from the fixed link across the Fehmarnbelt. Both links were likewise financed with the government guarantee model, and likewise constructed as a
four-lane motorway and two-line railway. Additionally,
both regions are highly similar to the Fehmarnbelt region
in socio-economic terms.
The bridge across the Great Belt links Korsør on the
island of Seeland with Nyborg on Fünen. It is 18 kilometres long and sub-divided into three sections; one section
of the link was built as a tunnel solution. It offers a time
saving compared with ferry traffic of 90 minutes. It was
opened for rail traffic in June 1997 and for road traffic
in June 1998. Construction costs were 21.4 billion Danish kroner (in 1998 prices, equates to approximately 4.2
billion euro), the toll charge is currently 29 euro for one
Map 2: San Francisco Bay
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ture, finances and consulting, Palo Alto in IT (Silicon Valley), Oakland is home to ports and logistics companies and
Berkeley is the region’s scientific location.
Shanghai
Shanghai is the Chinese centre for foreign trade, hosts
the third-biggest container port and, judged by total handling, even the world’s biggest universal port. The city’s
successful economic development is essentially attributable to the consistent development of its transportation infrastructure. With a length of just under 33 km the Donghai Bridge, opened to traffic in 2005 and connecting the
new Yangshan deep-water container port with Shanghai, it is the longest ocean bridge in the world. It will be
exceeded only by the Hangzhou Bridge, which is due to
open in summer 2008. The Hangzhou Bridge will link the
cities of Ningbo and Jiaxing, separated by the Hangzhou
bay, and has a total length of approximately 36 km. The
integration power of these two bridges will strengthen
Southern Asia’s economic powerhouse even more.
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Graphic 2: Forecast and actual traffic on the Great
Belt Bridges (Source: Sund og Bælt A/S).
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According to these examples, the European Investment Bank has
set up an instrument in order to secure funding for the Trans European
Networks.
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Fixed link across the Great Belt
With the bridges across the Great Belt (completed in
1997) and across the Öresund (completed in 2000), Denmark and Sweden took the first two necessary steps to-
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San Francisco Bay
San Francisco Bay is a good example of how bridge links
enable the business world to specialise in terms of interregional division of labour. San Francisco Bay was connected via four fixed links in the course of the 20th century (the Golden Gate Bridge was constructed in 1930, the
San Francisco Oakland Bay Bridge was completed in 1936).
Since then, the individual cities of this dynamically growing region have been dividing tasks among themselves: San
Francisco, for example, specialises in entertainment, cul-
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Map 3: Hangzhou-Brücke/Donghai-Bridge
Graphic 4: Traffic development across the Great Belt
(Source: Sund og Bælt A/S)
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Fehmarnbelt link
Foto: ESA
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Martin Stolz,
CEO Kaufhaus
Martin Stolz GmbH
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„Our department store’s
origins go back to the
middle of the 19th century. Our continuously expanding business activities mean that now, in
addition to our original
store in Burg on the Fehmarn island, there are 13
department store branches in Northern Germany.
Kaufhaus Martin Stolz
GmbH will be an ardent
supporter of a fixed link,
=VbWjg\
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Illustration 2: Three bridges connecting Scandinavia/Continental Europe (Source: Sund og Bælt A/S)
private vehicle; special reductions are offered for regular
users. The original plans provide for repayment of loans
after 35 years. Due to traffic development which far exceeds forecasts (cf. graphics 2 and 4), the project will now
pay for itself after 27 years, therefore in 2025 (source:
www.storebaelt.dk).
The bridge has provided strong impulses for the employment market in Denmark. A total labour volume of
66 000 man years was required for the construction phase
between 1987 and 1998. On average, therefore, a workforce of 6 600 per year was employed during the 10 years
of the construction phase. The proportion of Danish employees totalled 75 percent. In total, 2 500 jobs were lost
as a result of the ceased ferry operation between Ny-
borg and Korsör. The major part of the dismissed employees, however, found employment
7Zga^cwith other ferry operators. Additionally, the Danish state compensated the most
badly hit municipality of Korsør with the location of a
navy support centre (1 500 jobs) and a guarantee to take
on part of the workforce at the Danish national railway
(850 jobs). The organisational running of the bridge also
brought 125 direct jobs (source: Fehmarnbelt Forum).
All business sectors were able to profit from the new
link, particularly the hotel and metal industries and transport sectors. The Great Belt region was at the centre of
great public and media interest during the construction period, and the result is rising hotel accommodation figures
in the tourist and business sector as well as lively invest-
Dr. Georg Jarzembowski,
MEP
„As early as spring
2004 the European Parliament and the council
decided that a fixed link
across the Fehmarnbelt
was one of the 30 priority projects for expand-
should it become a reality. For our stores on Fehmarn and throughout
Schleswig-Holstein this
means a growth in customer potential, because
many more Danes will
come to Northern Germany. The benefits of a
fixed link can, however,
only be accompanied by
a simultaneous boost to
Fehmarn’s attraction for
tourism.
There were similar debates concerning the construction of the Fehmarnsund Bridge way back in
1963.
All opponents at that
time have now done good
business out of it. No-one
today can imagine Fehmarn without the Fehmarnsund Bridge. It will be
a similar case for a fixed
link across the Belt.“
ing the Trans-European Network. The creation
of a fixed road and rail
link across the Fehmarnbelt between Germany
and Denmark is a key element in the completion of
the principal north-south
connection between Central Europe and the Scandinavian countries. This
project is intended at the
same time to trigger new
impulses in the Baltic Sea
region, particularly in Germany and Denmark. It is
now high time that Germany and Denmark agree
on the actual planning
and financing of the Fehmarnbelt link.“
The Fehmarnbelt Bridge ...
... opens horizons:
The German-Danish Fehmarnbelt region will be at the heart of Europe;
a distinct regional identity comes into being.
Christian and
Marie Louise Rohde
„Copenhagen is the
undisputed heart of
Denmark. We have both
found interesting jobs
here.
Unfortunately, housing is almost unaffordable for young families.
The Öresund Bridge enables us to live comfortably in Southern Sweden
and work in Copenhagen.
In Sweden, we can afford
a house with a garden.
Our child, in particular,
enjoys this more than
city life in Copenhagen.
This is why the bridge
has improved our quality of life.“
6kZgV\ZkZ]^XaZ[gZfjZcXneZgYVndci]ZygZhjcY7g^Y\Z
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Graphik 5: Traffic development across the Öresund
Bridge (Source: http://www.oresundbron.com)
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ment activity (source: Fehmarnbelt Forum). These effects
are reflected by changed perceptions among the Danish
population (cf. graphic 3).
*
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(
'
Öresund Bridge
Since its opening in 2000, the Öresund Bridge has been
a success story, too. The 16-kilometre-long link, partially
realised as a tunnel solution, links Malmö on the Swedish
and Copenhagen on the Danish side and cost a total of 2.7
billion euro (in 2002 prices). It is both a regional connection between two major cities and a strategic link between
Denmark and Sweden, both countries are therefore also
proprietors of the bridge. During the construction phase
between 1995 and 2000 the bridge generated an employment volume of 60 000 man years. The link is part of the
European Union’s Trans-European Networks (TEN) and has
been a considerable contribution to the Öresund region’s
dynamic development.
Traffic frequency has far exceeded investors’ expectations, meaning that amortisation is turning out to be
more favourable than planned. In 2007, an average of some
185 000 vehicles per day drove across the bridge, some
16 000 commuters use this connection every day. At the
same time, passenger figures in the ferry traffic between
Helsingør and Helsingborg have remained at about the
same level as in 2000. The bridge has therefore led to a
general rise in traffic frequency and has not replaced the
ferry traffic.
Christoffer Knuth,
Director, Knuthenborg
Park & Safari,
„The Knuthenborg
Park & Safari is the biggest safari and adventure park in Northern Europe. It is located close
to Maribo on Lolland,
on the first motorway
exit of the E 47 coming
from Germany across the
Fehmarnbelt. Construction of the Fehmarnbelt
Bridge will bring great
opportunities for us. We
can already sense the increasing public interest
in the Fehmarnbelt region. Many more tourists
will come to our region:
the Knuthenborg Park &
Safari is already getting
itself ready for this with
the “Exit 48” project and
is planning to expand
its tourist offerings. It is
noticeable that the Fehmarnbelt Link will bring
about many similar subsequent investments in
our region.“
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Graphic 6: Traffic frequency across the Öresund
(Source: Femern Bælt A/S)
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Graphic 7: Structure of private vehicle journeys
across the Öresund Bridge (Source: Sund og Bælt A/S)
Copenhagen and Malmö are now within commuting
distance, the journey time is just 35 minutes. Many Copenhageners have made use of this for a move to Southern Sweden, where rents and real estate prices are around
one-third cheaper than in the Danish capital. Many unemployed from Southern Sweden have been able to find new
jobs in prosperous Copenhagen. This integration process is
reflected in the fact that, with a general rise in private-vehicle journeys across the bridge from one million in 2001
to 7 million in 2007, the proportion of commuter journeys
across the bridge has risen at an extraordinary rate from 5
to 35 percent (cf. graphic 7).
The Öresund region has become the biggest regional
agglomeration in Scandinavia now that the bridge is constructed, and has risen greatly in the hierarchy of European metropolitan regions. Many co-operations were impossible until the bridge came: the ports of Copenhagen
and Malmö now operate as a common unit, the biotechnology industry has established a joint organisation for its
development cluster (cf. box 4) and the twelve universities in region’s two countries have founded the jointly-run
Öresund University.
3 598 410 inhabitants live in the Öresund region (2007) on a land
surface area of 20 859 square kilometres.
Illustration 3: The bridge across the Great Belt
Fehmarnbelt link
Dhad
III. Northern European
axis of growth
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The Fehmarnbelt Bridge will connect the two powerhouses of Hamburg/Lübeck and Copenhagen/Malmö, giving rise to a new growth axis. This offers Northern Germany the unique opportunity to even out the north-south
divide prevailing in Germany.
Direct economic effects
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The economic effects of a fixed link across the Fehmarnbelt were examined closely in the run-up to the decision in favour of the bridge construction. In the feasibility study of 1999, a benefit-cost ratio of 1.94 was
calculated according to the assessment method of the
German federal traffic route plan (source: BMVBS, TRM,
1999). For every euro invested in the Fehmarnbelt Bridge
the economy grows by 1.94 euro – and this is without
public funding.
A benefit-cost analysis concerning the Fehrmarnbelt
Bridge in the variant of a cable-stayed bridge with four
motorway lanes and two railway lines from 2004 provides a positive evaluation of the economic effects of a
Fehmarnbelt link. Calculated cautiously, the benefit generated by the Fehmarnbelt link within 50 years runs to
10.9 billion euro, which equates to a net benefit of 1.9
billion. The project thus features an internal interest of 7
percent. The beneficial effects will be generated in equal
parts in Germany and Denmark. Some one billion euro
fall to the usual EU zone (source: TRM, BMVBS, 3 c). At
the same time the evaluation is still comparatively cautious, since a potential EU contribution was not included in the calculation. The strategic and dynamic impact
was also not taken into account.
AZ^eo^\
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Map 4: Development corridor: sphere of a fixed Fehmarnbelt-link
The bridge is a major location factor and enables the
location of new companies. More trade leads to stronger competition, lower prices and a more varied offering. This economic dynamic leads to a rise in productivity and lower costs.
The resulting beneficial effects are put in figures of
some 0.4 billion euro. An overall net benefit of the Fehmarnbelt link of 2.3 billion euro would therefore be the
result.
The economic effects of a fixed Fehmarnbelt link would
be felt far beyond the metropolitan regions of Hamburg/
Lübeck and Öresund. They would be noticeable up to Örebro in Sweden (700 kilometres to the north of the bridge)
<^Z›Zc
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Access to and attractions of the Fehmarnbelt region is sustainably improved, companies’
competitiveness are enhanced. Bridging Northern Europe creates a dynamic axis of growth.
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Effects on the regional economy
A specific focus during the analyses was placed on
the effects of the link for the Fehmarnbelt region. The
Fehmarnbelt region with the district of Ostholstein on
the German, and Storstrøms Amt on the Danish side is
Peter Deutschland,
Chairman,
Confederation of
German Trade Unions,
District North
„I would like to raise
three points in connection with the Fehmarnbelt Bridge: first, thousands of new jobs will
be generated by it, both
at the companies directly involved with the con-
struction and at suppliers’. The unions will take
care to ensure that this
happens under fair wage
conditions. In this context we will be working
closely with our Danish
partner unions and the
business world. Second,
I think that the already
existing German-Danish
labour market will continue to develop and mobility between the two
countries will become
even more intensive.
Third and finally, I expect
to see the Fehmarnbelt
Bridge strengthen the
Baltic Sea region overall and lead to a regional feeling of belonging
together between people in the Baltic Sea region. These are all reasons why I support the
Fehmarnbelt Bridge.“
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and up to 600 kilometres south of the bridge, in Hessen.
On the German side, the regions of Kiel and Lübeck would
be the biggest beneficiaries of this. Positive effects would
be felt in Mecklenburg-Vorpommern, too, but less pronounced than in Schleswig-Holstein or in Hamburg. On
the Danish side, the Lolland-Falster region would benefit
most greatly from the improved infrastructure (source:
BMVBS, TRM, 3a).
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„The merger of the
ports of Copenhagen and
Malmö reflects the coalescence of the whole
region, triggered by the
Öresund Bridge. Since its
opening in 2000, the Öre-
separated by the Baltic Sea as a natural border. In their
respective countries, the two rural districts are each loGdh`^aYZ
cated 1.5 hours away from the nearest metropolis (HamSjælland
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Access to the markets will be made easier for companies in this region; the location will become more attractive altogether for new companies. A study commissioned
Møn
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as being particularly promising (BMVBS, TRM, 3b):
Falster
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This 6'will extend
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ment. This means
that during the construction phase up
Adjustment of the traffic flows, in particular, holds clear
to 7 500 people will each be provided with up to 8 years
benefits for the environment (cf. graphic 8).
of work (cf. box 1). Bridge operation and maintenance will
mean 1 280 to 1 740 permanent jobs (source: BMVBS, TRM,
Example: Great Belt Bridge
1999). This equates to a rise in employment in the region
In the short term, construction of the bridge required
of six to eight percent.
increased energy consumption. However, it triggers cruThe Fehmarnbelt Bridge will create a joint Germancial displacements in the ‘modal split’, the distribution of
Danish labour market. Denmark currently has almost
traffic flows to the individual modes of transport, which
full employment, all forecasts indicate that the workmean a reduction in CO2 emissions. The Great Belt link
force deficit in Denmark will continue to increase. Comtherefore enables savings in fuel and emissions, with enparatively high unemployment of approximately 9 perergy savings amounting to an average of around 3 Pico
cent continues to prevail in Northern Germany – 20
joules per year. This equates to some 2 percent of the
percent even in Mecklenburg-Vorpommern. Even today
total energy consumption in the Danish transport secmany Germans are making use of the favourable ecotor and means a carbon dioxide saving of more than
nomic situation in Denmark in order to work for Dan200 000 metric tonnes (source: Fehmarnbelt Forum 2001,
ish companies. The experiences of the many so-called
cf. graphic 8).
border commuters are extremely positive, particularly
The other environmental indicators, such as water
since the earning opportunities in Denmark are good
transfer and marine biology, have seen more than posiand employers are very open to German-speaking emtive trends. For example, the cessation of the ferry trafployees as a result of the skilled workforce deficit. Prefic between the ports of Körsor and Nyborg means that
cisely German craftsmen are in demand in Denmark
conditions on the water are considerably calmer than
and have expanded their scope of activity to Denmark.
before the bridge was opened. Neither was marine plant
(Source: Information on the Danish employment marlife impaired by construction of the bridge. More than
ket and reports from border commuters: Working in
75 % of the excavated earth was re-used (source: FehDenmark – Border commuters in the Fehmarnbelt remarnbelt Forum 2001).
gion, March 2008).
<
Lars Karlsson,
Managing Director,
Copenhagen
Malmö Ports AB
sund Bridge has also been
the driving force in the
successful development
of Copenhagen Malmö
Port AB. The Bridge attracts many companies to the region, lots
of them realign their logistics chains and choose
the Öresund region as a
distribution hub for the
whole of Scandinavia,
the Baltic countries and
Russia. They often receive their freight by
cargo ships and use the
Öresund Bridge for distribution to Sweden and
Denmark. In one go, the
Öresund Bridge created
the strongest region in
Scandinavia – a region
of 4 million consumers.
This is why Copenhagen Malmö Ports profits
tremendously from the
bridge.“
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Box 3: European Corridor
The Fehmarnbelt Bridge is a central component of the European
Corridor, which is the description for the region stretching from
Hamburg to Göteborg and Stockholm via Copenhagen and the
Öresund region. More than 20 million people live and work in
this corridor, some 65 % of the Swedish gross domestic product is produced here. The Fehmarnbelt link will not only tie this
growth corridor with the European mainland. Within the European Corridor it will connect various city regions and, as a result
of the faster and easier connection, will offer smaller regions
completely new opportunities for stepped-up collaboration. The
European Corridor initiative is an association of cities, local authorities and regional representatives from Sweden, Denmark
and Germany in order to tie Scandinavia more closely to Continental Europe using sustainable infrastructure solutions and
modern high-speed trains. A current analysis of the Swedish
railway authority supports these principles. This is why In the
early 2020´s the vision of travelling from Hamburg to Stockholm by train in 4:20 hours might turn into reality.
More information: www.europakorridoren.se
Example: Öresund Bridge
Here, too, investigations of all relevant environmental
parameters show that the link has not led to any negative
effects on the environment. The total costs of the environmental protection measures during the link’s construction phase amounted to 2 billion Danish kroner (equates
to about 270 million euro). Today, the project is regarded as a worldwide benchmark for extensive construction
projects which can be implemented in complete harmony
with the surrounding environment. (Source: www.oeresundbron.com).
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Meticulous environmental protection measures are also
being planned for the Fehmarnbelt Bridge. For example, provisions have already been made for compensation measures
for the excavated earth and for luminescent markings on the
bridge construction site to protect migratory birds.
The fixed Fehmarnbelt link will also lead to enormous
environmental relief. Considering the net effect, carbon dioxide at the indicated traffic ratio is reduced nearly by the
yearly emissions of some 20 000 people. Additionally, 40
metric tonnes fewer of microparticles will be released into
the air every year. (Source: TRM, BMVBS: 4a).
IgZcYh^cZcZg\nXdchjbei^dcd[i]ZigV[[^XVXgdhhi]Z<gZVi7Zai&..-"'%%-
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„As a result of shortened transit times, a
fixed link between Ham-
Long-term integration process:
the coming into being of a
shared regional identity
As the natural border becomes obsolete, the fixed link
across the Fehmarnbelt will also mean that national borders increasingly become blurred. Shopping trips and short
trips to the respective other side of the Fehrmarnbelt will
be made easier, concert and theatregoing will be spontaneous decisions. This integration process will be accompanied by a new regional consciousness. For example, in the
Öresund region since the bridge a common newspaper has
been published, and a common tax return for the region’s
inhabitants is expected to be made possible. Economic, cultural and interpersonal exchange between the regions will
see, in the long term, Ostholstein and Storstrøm merging
into one Fehmarnbelt region and developing a shared regional identity which will further strengthen the Hamburg/
Öresund growth axis.
Innovation and knowledge transfer
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Thomas Hoyer,
Managing Director of
Hoyer GmbH Internationale Fachspedition
burg and Copenhagen
will make goods traffic
between the two metropolitan regions more
economical, and thus
more intensive. Additionally, the Fehmarnbelt Bridge, alongside
the established ferry routes and the existing links via the Jütland
route, provides the great
opportunity to create
the central tie between
Northern and Southern
Europe. In the context of
an overall traffic policy
concept this is of maximum significance, particularly for rail-based
goods transport.“
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Graphic 8: Trends in the energy consumption of the traffic across the Great Belt.
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The bridge will initiate know-how transfer and hence
generate a climate that favours innovation. Targeted cooperation will mean that these effects are maximised. There
are numerous successful examples of this in the Öresund
region. The Medicon Valley cooperation cluster plays an exemplary role for Northern Germany (cf. box 4).
(Source: Fehmarnbelt A/S)
The Fehmarnbelt Bridge ...
... creates ties:
The two countries’ employment markets coalesce,
the transfer of innovations and know-how is made easy.
Stig Jørgensen,
Managing Director,
Medicon Valley Alliance
„The Medicon Valley Alliance aims to improve conditions for research and development
and to create an innovative climate for companies
and researchers within the
Life Science business. The
Öresund Bridge connected the two medical clusters in Southern Sweden
and Eastern Denmark. It
increases exchange between the existing companies, thus enabling innovation transfer in the
field of medical technology. The Fehmarnbelt
Bridge will link the Medicon Valley to the Life Science cluster in the metropolitan area of Hamburg.
Both clusters will benefit
greatly from each other.”
Box 4: Medicon Valley
The Life Science industry is traditionally strongly represented scientifically and economically in Denmark and Sweden. For some, due to the experiments carried out there in the late 18th century, the Carlsberg brewery in Copenhagen
is held to be the birthplace of biotechnology. Today, more than 40 000 people work in the Life Science industry in the
Öresund region, more than 10 000 in scientific research.
In respect of the Öresund Bridge, which enables an interlinking of the two medical technology clusters and facilitates exchange between the two skills centres, the Medicon Valley Academy was set up by the universities of Copenhagen and Lund in 1997. Since then, this has developed into the Medicon Valley Alliance. More than 270 members –
companies, universities and hospitals – have joined, in order to improve the conditions for research and development
and technology transfer as well as to promote the location of new companies in the Life Science business. Today, the
Medicon Valley region attracts more foreign investments in the Life Science business than any other region in Europe.
IV. Fehmarnbelt Bridge: offering
comprehensive solutions!
The Fehmarnbelt Bridge will create a growth axis with the
two metropolitan regions of Copenhagen/Malmö and Hamburg/Lübeck and open up the unique opportunity to shift the
balance in Europe northwards. At the same time, the interests of the region directly concerned need to be taken into
consideration during the continued planning and realisation
measures; only this way can a regional identity be formed and
broad acceptance among the population be achieved. This is
why the publishers call on policy makers at the German, Danish and regional level to keep in mind the following points in
order to flank the fixed link across the Fehmarnbelt:
Reinhard Sager,
District Administrator,
Kreis Ostholstein
„The fixed link across
the Fehmarnbelt will be
an additional impulse for
the development of the
Fehrmarnbelt region into
a cross-border economic
area. For the Fehmarnbelt
region, the expansion of
the Hamburg – Copenhagen/Malmö infrastructure
axis provides the opportunity to strengthen its
attractiveness as a loca-
10
tion. The bridge link could
also have an enlivening
effect on the realisation
of a cross-border Danish-German employment
market – thus, the joint
efforts to break down existing integration barriers are already noticeably gaining in dynamism.
At the same time, however, the region is also confronted by drawbacks due
to the construction of the
Fehmarnbelt Bridge. In
this context, today’s task
is to set the course towards minimising these
effects. Furthermore, the
Ostholstein district has
compiled a catalogue of
demands which summarises regional concerns
in connection with the
construction of the fixed
Fehmarnbelt link. For us,
consideration of these
demands is an essential
pre-requisite for acceptable project realisation.“
(Source: Copenhagen Capacity and Region Skåne)
Actively involve the region in the continued
planning and realisation measures: There is an urgent requirement for the interests of the region directly
concerned to be institutionally anchored. This should take
place via the politically legitimised representatives of the
Kreis Osholstein on the German side and of the Danish
counterpart. Only this way can an immediate and regular exchange of information be created between the relevant ministries at the Federal level and the region concerned.
Create high-performance traffic links: Against
the backdrop of a rising traffic frequency within this axis,
expansion of the dry-land road and rail infrastructure in
line with requirements is urgently needed; this must take
place with an eye to the expanded spatial structures. In
the area of road infrastructure, on the German side Federal motorway A1 will have to be expanded to four lanes
throughout from Lübeck, from Fehmarnsund Bridge to
Puttgarden as Federal road E 47. On the Danish side, the
continuous four-lane extension was already complete by
autumn 2007. The Lübeck – Puttgarden railway line must
be extended in line with performance and electrified (Vmax
= 230 km/h), which also includes the construction of a
second set of rails. On the Danish side, the railway line
also needs to be electrified and extended to two sets of
rails; in this context, special medium-term significance is
held by the strengthening, in line with requirements, of
the approximately four-kilometre long Storstrøm Bridge
between Zeeland and Falster, built in 1937. The Fehmarnsund Bridge will also become a capacity bottleneck with
its present features; redevelopment of the Fehmarnsund
Bridge, in line with performance, will additionally become necessary.
The amount of the toll charge for using the Fehmarnbelt link will, including value added tax, be in the range
of today’s prices for ferry passages. Linked with increased
traffic figures this will ensure considerable tax income.
As a result of private traffic alone, it is forecast that additional taxes of some 300 million euro p.a. (20% of a
predicted 50 euro toll charge at 9,000 vehicles/day) will
be generated. Once the bridge is open, this extra income
could be used to refinance hinterland connections in Denmark and Germany.
Minimise impairments during the construction
phase: The population in the region concerned makes a
living from tourism to a considerable extent. The island
of Fehmarn, in particular, is reliant upon not having the
island’s tourism appeal impaired during the construction
phase. This calls for a restriction of certain construction
tasks (for example, drilling) to off-season periods, intelligent construction-site logistics with extensive consideration of the maritime route and early completion of the
expansion of the E 47 to a four-lane Federal road before
the construction works begin, in order to reduce the effects of the construction-site traffic.
Fehmarnbelt link
Preserve the competitiveness of the ports: The
competitiveness of the Baltic Sea ports in Schleswig-Holstein and in Mecklenburg-Vorpommern must continue to
be guaranteed by appropriate developement and expansion measures. Not least the experiences with the Öresund link have proved that the ferry traffic north of the
bridge was able to stabilise at the same level even once
the bridge was opend.
Suggest differentiated pricing for the toll: The
amount of the toll for using the fixed link across the Fehmarnbelt will be of great significance for the success and
the intensity of the integration process in the cross-bor-
der Fehmarnbelt region. The costs, which will probably be
based on the current ferry fares, must not be an obstacle to integration. When pricing the toll, therefore, concessionary tariffs should be granted for commuters and
residents, as is also the case, for example, with using the
Öresund link. Only this way can the integration process
be encouraged sustainably.
recommendations of the environmental consultation report
“A fixed Fehmarnbelt link and the Environment” (BMVBS/
TRM) must be adopted to avoid impairment of the (water)
flow conditions in the Fehmarnbelt. Compensatory measures for the excavations in the earth and bird protection
actions must be performed.
Take appropriate measures to conserve the environment: In order to minimise the effects of the fixed
link on environmental quality in the Fehmarnbelt, recourse
can be made to the positive experiences with the construction of the Great Belt Bridge and the Öresund Bridge. The
Contact:
Hamburg Chamber of Commerce
Adolphsplatz 1 | Börse
D-20457 Hamburg
PO Box 11 14 49
D-20414 Hamburg
Project Managers:
Christine Beine, Dr. Malte Heyne
Infrastructure –
Traffic Routes Division, Ports, Shipping
Telephone: +49 (0) 40/36 13 8 491
Fax: +49 (0) 40/36 13 8 313
Lübeck Chamber of Commerce and Industry
Fackenburger Allee 2
D-23554 Lübeck
Contact:
Michael Thomas Fröhlich,
Managing Director Structural Policy Committee
Contact:
Rüdiger Schacht,
Head of Division Location Policy
Haus der Wirtschaft
Kapstadtring 10 | D-22297 Hamburg
Telephone: +49 (0) 40/63 78-51 23
Fax: +49 (0) 40/63 78-51 51
Telephone: +49 (0) 4 51/60 06-183
Fax: +49 (0) 4 51/60 06-41 83
[email protected]
www.ihk-schleswig-holstein.de
[email protected]
www.hk24.de
Maps, Graphics, Graphic Design:
studio holfelder, Hamburg
Haus der Wirtschaftsverbände
Jungfernstieg 25 | D-24768 Rendsburg
Telephone: +49 (0) 43 31/14 20-43
Fax: +49 (0) 43 31/14 20-50
[email protected]
www.uvnord.de
Production:
Wertdruck GmbH & Co. KG, Hamburg
Status:
June 2008
Fotos:
www.oresundsregionen.org, Transglobe Agency,
Sund og Bælt A/S, Tonix, Visitcopenhagen.com, WoCo
The Fehmarnbelt Bridge ...
... conserves the climate:
The new link sustainably reduces carbon dioxide emissions on Scandinavia’s roads.
11
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Fehmarnbelt link
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Fehmarnbelt region
Fehmarnbelt Business Council
The Fehmarnbelt link will create a growth axis with
the two metropolitan regions Malmö/Copenhagen and
Hamburg/Lübeck. In order to have the business world
actively flank the continued planning process, the
“Fehmarnbelt Business Council” (FBBC) was founded
in Lübeck in September 2007. The FBBC intends to assume a coordination role and serve as a platform upon
which all companies and institutions with an interest
in the project coordinate their respective activities and
agree on joint projects, so that the fixed link across the
Fehmarnbelt will be a success from the very first day
of its opening.
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