DOCSLIB.ORG

The Fixed Fehmarn Belt Link Between Denmark and Germany and Its

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Fixed Fehmarn Belt Link Between Denmark and Germany and Its The fixed Fehmarn Belt link between Denmark and Germany and its importance for the economic growth By Brian Gardner Mogensen, Department in the Danish Capital Head of Transport Region Economics, Grontmij Geograhfic overview – North-Vest Europe Fehmarn Belt Fixed Link Fehmern Belt Fixed Link – Design Fehmarn Belt Fixed Link - Facts Price 41 billions DKK / Government-guaranteed loans Length 19 km / 11,9 miles Payment Model User funded Trafic - 10,800 vehicles per day - 3,800 train passengers per day - 1,300 train wagons per day The goal of the paper is to analyze the effects of the fixed Femern Baelt- connection with regard to the change in traffic flows and the impact on growth in the Capital Region in 2030. Capital Approach - The direct effects caused by changes in the traffic flows are inserted as initial impulse in a regional economic input-output model for the Capital Region of Denmark. - The initial impulse or primary effect can be defined as changes in employment and/or the revenue in one of the examined industries and the derived output consists of changes in direct, indirect and induced employment, production, gross value added and tax revenue in the remaining economy in the region The expected changes as to traffic flows are based on the Fehmarn Belt Traffic Consortium's official forecast from 2003, supplemented with more recent data and forecasts. Traffic flows are projected to 2030 when it is expected that traffic flows will have adapted to the new infrastructure. Basic assumptions The opening year for the fixed connection 2021 Annual growth of the ferry traffic for the period until the opening of the connection in 2021 2.3 % p.a. Traffic growth in the first 5 years after the opening of the connection 1.7 % p.a. Growth in the train traffic for the originally planned opening year (2015) and the postponed opening year (2021) No changes Induced car traffic (initial effect) 40 % Phasing of the induced car traffic 5 years Phasing of the induced car traffic including the opening of the land works on the German 7 year after the opening year side of the fixed link (rail/road) The general growth in the Capital Region is first determined in order to get a base for the extrapolation and in order to discuss the expected effect of the fixed connection over Femern Baelt in 2021 and 2030: - Population - Labor force and employment - Occupational structure and growth - Gross value added - Productivity - Export In the further analysis, focus on the manufacturing, detail, construction & plant and tourism industries, since these make up the primary inputs in the further analysis. Growth rates in the different industries within the capital region are calculated: - Employment Manufacturing - Gross value added - Export - Employment Retail - Gross value added - Production Construction - Employment - Supply and demand of labor - Commuting - Overnight stays Tourism - Revenue - Value added - Employment - Case – the so-called Green STRING- corridor (Scania-Hamburg) Method, Manufacturing: No clear information on how the future freight transports over the Femern Baelt related to export and import (and transit transport) will evolve It was decided to calculate the potential marginal effect pr. 1 mill. DKK of more/less exported freight Method, Retail trade: In relation to mapping the effects of the fixed Femern Baelt-connection for the retail trade in the Capital Region it has not been possible to identify an unambiguous effect, as different trends with different effects can occur. Due to this, it has not been possible to concretize data for calculations in the input-out model, i.e. a qualitative assessment has been conducted considering the following trends (partially based on observations for the Danish-German border in Sourthern Jutland): - More competition on both side of the connection to be expected - Increased traffic will increase the growth potential for the retail trade - Cross-border shopping is expected to gain a larger share of the Danish retail trade - German stores supply more and more Danish products, and they hire Danish labor (Not relevant on Zealand though) Conclusion: - A larger pressure on the Danish retail trade in the area around the fixed connection to be expected - A limited number of Danes will find employment in the retail trade in Northern Germany Method, Construction industry: The effects caused by the fixed link in relation to the general development in the construction industry can be evaluated and data for the input-out model can be estimated. Trends: - More competition on both side of the connection - Increased traffic will increase the growth potential for the construction industry Conclusion: - The construction industry in the capital region will not experience any visible effect on the availability of labor as a result of a fixed Fehmarn Belt link. - Commuting as a result of the fixed Fehmarn Belt link will not change significantly - All in all, the total number of more commuters from Germany to the Capital Region in the construction industry in 2030, resulting in an employment-crease in the number of 15 persons, which is not yielding significant secondary economic effects. Method, Tourism: The effects are calculated separately for the car and train travelers and are defined as changes in the number of overnight stays and the corresponding economic effects. Existing information and rapports are used to evaluate the effects of the changes in traffic flows on tourism. Trends: - Wonderful Copenhagen’s tourist rapport from 2011 shows that foreign tourists on average have 3 overnight stays per trip which on average amount to 676,000 additional days of overnight stays in 2030. Multiplying this with the average consumption of 466 kr. per overnight stay for foreign tourists this results in additional revenues of 315 mill. DKK in 2030. - 57 % of all passenger transport across the Fehmarn Belt will be tourist related and 44 % of these travels will be to Eastern Denmark. According to Eurostat, 72 % of all travelers will be Germans. This means a total number of 177,000 in 2030. The expected revenue in the Capital Region will thus be approximately 247 mil. DKK in 2030. Results, Manufacturing Fehmarn - Household Total extended activity expenditures Employment, number of persons Direct employment 0.6 0.6 Indirect 0.3 0.3 Induced 0.4 0.4 Total employment 0.9 0.4 1.3 Income creation (Gross value added), mil. kr. Direct income 0.4 0.4 Indirect 0.2 0.2 Induced 0.2 0.2 Total 0.6 0.2 0.8 Taxes, mil. kr. Direct 0.1 0.1 Indirect 0.1 0.1 (indirect + Income) Induced 0.1 0.1 (Indirect + Income) Total 0.2 0.1 0.2 Production value, mil. kr. Direct 1.3 1.3 Indirect 0.4 0.4 Induced 0.4 0.4 Total 1.7 0.4 2.1 Results , Construction Fehmarn - Household Total extended activity expenditures Employment, number of persons Direct employment 9 9 Indirect 3 3 Induced 3 3 Total employment 12 3 15 Income creation (Gross value added), mil. kr. Direct income 3.7 3.7 Indirect 1.9 1.9 Induced 1.7 1.7 Total 5.6 1.7 7.3 Taxes, mil. kr. Direct 1.0 1.0 Indirect 0.5 0.5 (indirect + Income) Induced 0.5 0.5 (Indirect + Income) Total 1.5 0.5 2.1 Production value, mil. kr. Direct 6.8 6.8 Indirect 4.2 4.2 Induced 3.1 3.1 Total 11.0 3.1 14.2 Results, Tourism Fehmarn - Household Total extended activity expenditures Employment, number of persons Direct employment 720 720 Indirect 131 131 Induced 178 178 Total employment 851 178 1.029 Income creation (Gross value added), mil. kr. Direct income 222 0 222 Indirect 75 0 75 Induced 0 106 106 Total 297 106 402 Taxes, mil. kr. Direct 68 0 68 Indirect 23 0 23 (indirect + Income) Induced 0 34 34 (Indirect + Income) Total 91 34 124 Production value, mil. kr. Direct 436 0 436 Indirect 158 0 158 Induced 0 201 201 Total 594 201 795 Case studies In order to estimate the isolated expected effect of the fixed Fehmarn Belt- connection on the freight and passenger transport related to the Capital Region, 3 cases for transport hubs are analyzed. Thus, the cases help to clarify whether the Fehmarn Belt-connection can expected to have a positive or negative effect on the growth in the respective transport hubs. The three cases are the Capital Region’s three big transport hubs. 1) Copenhagen Malmö Port (CMP) 2) Høje Taastrup Transportcenter (HTTC) 3) Copenhagen Airport (CPH) The case studies are based on existing knowledge and interviews with experts and decision-makers at the transport hubs. Copenhagen Malmö Port (CMP) - CMP is a Danish-Swedish port company and the result of the fusion of Københavns Havn A/S and Malmø Havn AB in 2001. - CMP manages a range of different freight types such as: 。Dry Bulk, e.g.: salt, sugar, corn, construction materials, metal etc. 。Liquid Bulk, e.g.: gasoline, oil, chemicals etc. Container freight 。RoRo freight ( trailers) 。Cars Høje Taastrup TransportCenter (HTTC) - HTTC consider itself to be a regional centre for freight forwarding, logistics and warehousing in the Capital Region - There is a rail/road-terminal in connection with HTTC, that is operated by the company DB Schenker Rail Scandinavia (owned by DB - German Railways) Copenhagen Airport (CPH) - CPH serves as a hub for the airline company SAS while a range of other airline companies operate from the airport. - CPH is currently a workplace for approximately 22,000 people Main conclusions, case studies It can be concluded that CMP, overall, will not get affected 1) Copenhagen Malmö Port (CMP) positively or negatively in the form of an increase of revenue and/or more jobs by the future Fehmarn Belt-connection.
Load more

Recommended publications
  • Planning for the German Rail Access Route to the Fehmarn Belt Fixed Link
    Planning for the German rail access route to the Fehmarn Belt Fixed Link (Lubeck - Fehmarn section) 2014-DE-TM-0224-S Scandinavian-Mediterranean Multi-Annual Call Funding Objective 1 Member State(s) involved: Germany C:\Temp\fichemaps\20150630AfterCorrs\2014-DE-TM-022 (Coordinating) Applicant: Bundesministerium fur Verkehr und digitale Infrastruktur Implementation schedule: Image found and displayed. Start date: January 2014 End date: December 2020 Requested funding: Total eligible costs: €83 347 500 Requested funding: €41 673 750 Requested EU support: 50.00% Back in 2007 Denmark and Germany agreed to build a fixed link to replace the Recommended funding: ferry route linking their countries and reduce the crossing of the strait of one hour and provide more crossing capacity between their countries. The Action is located Recommended total eligible on the Scandinavian - Mediterranean Core Network Corridor, is a pre-identified €68 447 500 costs: project and is part of a Global Project which aims at connecting central Europe to Recommended funding: €34 223 750 the Nordic countries. While Denmark is responsible to build a combined road and rail tunnel, Germany is going to build the associated rail access route on the Recommended EU support: 50.00% German side. The proposed study is about compiling the final design and approval planning documents which will secure planning consent for the section of double- track electrified line between Lübeck and Puttgarden and will provide the basis for the call to tender for building and construction works. Evaluation Remarks The proposed Action in its reduced scope is extremely relevant and very mature. The bilateral agreement on the construction of the Fehmarn Belt Fixed Link and its associated access routes was formalised in a treaty signed in September 2008.
    [Show full text]
  • Korrektur / Erratum 209
    Herzogia 29 (1), 2016 • Korrektur / Erratum 209 Korrektur / Erratum Zum Artikel / to the paper: Berg, C., Linke, C., Homm, T. & Manthey, M. 2015. Hiddensee – ein bryologischer Hotspot in Norddeutschland. – Herzogia 28: 322–347. In unserer Arbeit hat sich bei der Berechnung der Art-Areal-Beziehungen der Inseln der Nord- und Ostsee ein Fehler eingeschlichen. Wir haben die Größe der Insel Rügen mit 9260 statt mit 926 km² angenommen. Durch das Logarithmieren der Werte schwächt sich der Fehler zwar insgesamt ab, so dass die Grundaussage sich nicht ändert, die konkreten Werte des α-Index verändern sich aber leicht. Aus diesem Grund berichtigen wir hiermit die Abb. 9 und den Text davor (die gesamte Seite 344) in folgender Weise: Abb. 9: Artenzahl-Areal-Beziehung verschiedener Inseln der Nordsee (rot) und Ostsee (blau) in Hinblick auf die Moosflora. Daten der Nordsee (Ostfriesische Inseln) aus Homm (2008), Daten der Ostsee (einschließlich Hiddensee) aus der Floristischen Datenbank für Mecklenburg-Vorpommern, sowie aus de Bryun (1995, Vilm) und Schulz & Dengler (2006, Fehmarn). Fig. 9: Species-area relationship of various northern Germany islands of the North Sea (red) and the Baltic Sea (blue) regarding bryophyte species. Data of the North Sea (East Frisian Islands) from Homm (2008), data of the Baltic Sea (including Hiddensee) from the floristic database for Mecklenburg-Vorpommern, as well as from de Bryun (1995, Vilm) and Schulz & Dengler (2006, Fehmarn). Vergleicht man Hiddensee im Hinblick auf den relativen Artenreichtum mit anderen Inseln im norddeutschen Raum, so ergeben sich interessante Erkenntnisse (Abb. 9). Die Gerade zeigt die mittlere Art-Areal-Beziehung an. Die Greifswalder Oie und die Insel Rügen weisen mit einem α-Index von 0.20 den gleichen relativen Artenreichtum auf, obwohl Rügen mit der Halbinsel Jasmund einen bryologischen Hotspot europäischer Dimension besitzt (ECCB 1995, Berg et al.
    [Show full text]
  • Alternatives for Upgrading the Nykøbing Falster - Puttgarden Railway Line
    ALTERNATIVES FOR UPGRADING THE NYKØBING FALSTER - PUTTGARDEN RAILWAY LINE JOANNA PAULINA LAZEWSKA, S150897 Danmarks Tekniske Universitet MASTER THESIS AUGUST 2017 ALTERNATIVES FOR UPGRADING THE NYKØBING FALSTER - PUTTGARDEN RAILWAY LINE MAIN REPORT AUTHOR JOANNA PAULINA LAZEWSKA, S150897 MASTER THESIS 30 ETCS POINTS SUPERVISORS STEVEN HARROD, DTU MANAGEMENT ENGINEERING HENRIK SYLVAN, DTU MANAGEMENT ENGINEERING RUSSEL DA SILVA, ATKINS Alternatives for upgrading the Nykøbing F — Puttgarden railway line Joanna Paulina Lazewska, s150897, August 14th 2017 Preface This project constitutes the Master’s Thesis of Joanna Lazewska, s150897. The project is conducted at the Department of Management Engineering of the Technical University of Denmark in the spring semester 2017. The project accounts for 30 ECTS points. The official supervisors for the project have been Head of Center of DTU Management Engineering Henrik Sylvan, Senior Adviser at Atkins Russel da Silva, and Associate Professor at DTU Steven Harrod. I would like to extend my gratitude to Russel da Silva for providing skillful guidance through the completion of project. Furthermore, I would like to thank Henrik Silvan and Steven Harrod for, in addition to guidance, also providing the project with their broad knowledge about economic and operational aspects of railway. In addition, I would like to thank every one who has contributed with material, consultations and guidance in the completion of this project, especially Rail Net Denmark that provided materials and plans, as well as guidance at the technical aspects of the project. A special thank is given to Atkins, which has provided office facilities, computer software, and railway specialists’ help throughout the project. It would not be possible to realize project without their help.
    [Show full text]
  • 555 the Regime of Passage Through the Danish Straits Alex G. Oude
    The Regime of Passage Through the Danish Straits Alex G. Oude Elferink* Netherlands Institute for the Law of the Sea, Utrecht University, The Netherlands ABSTRACT The Danish Straits are the main connection between the Baltic Sea and the world oceans. The regime of passage through these straits has been the subject of extensiveregulation, raising the question how different applicable instruments interact. Apart from applicable bilateral and multilateral treaties, it is necessaryto take into account the practice of Denmark and Swedenand other interested states, and regulatory activities within the framework of the IMO. The Case ConcerningPassage Through the Great Belt before the ICJ provides insights into the views of Denmark and Finland. The article concludesthat an 1857treaty excludesthe applicabilityof Part III of the LOS Convention to the straits, and that there are a number of difficultiesin assessingthe contents of the regimeof the straits. At the same time, these uncertaintiesdo not seem to have been a complicatingfactor for the adoption of measuresto regulate shipping traffic. Introduction The Danish Straits are the main connection between the Baltic Sea and the world oceans. The straits are of vital importance for the maritime communication of the Baltic states and squarely fall within the legal category of straits used for international navigation For a number of these states the Baltic Sea is the only outlet to the oceans (Estonia, Finland, Latvia, Lithuania and Poland). Although * An earlier version of this article was presented at the international conference, The Passage of Ships Through Straits, sponsored by the Defense Analyses Institute, Athens, 23 October 1999. The author wishes to thank the speakers and participants at that conference for the stimulating discussions, which assisted in preparing the final version of the article.
    [Show full text]
  • Zero-Emission Ferry Concept for Scandlines
    Zero-Emission Ferry Concept for Scandlines Fridtjof Rohde, Björn Pape FutureShip, Hamburg/Germany Claus Nikolajsen Scandlines, Rodby/Denmark Abstract FutureShip has designed a zero-emission ferry for Scandlines’ Vogelfluglinie (linking Puttgarden (Germany) and Rødby (Denmark), which could be deployed by 2017. The propulsion is based on liquid hydrogen converted by fuel cells for the electric propulsion. The hydrogen could be obtained near the ports using excess electricity from wind. Excess on-board electricity is stored in batteries for peak demand. Total energy needs are reduced by optimized hull lines, propeller shape, ship weight and procedures in port. 1. Introduction The “Vogelfluglinie” denotes the connection of the 19 km transport corridor between Puttgarden (Germany) and Rødby (Denmark), Fig.1. This corridor has been served for many years by Scandlines ferries, which transport cars and trains. Four ferries serve two port terminals with specifically tailored infrastructure, Fig.2. The double- end ferries do not have to turn around in port, which contributes to the very short time in port. Combined with operating speed between 15 and 21 kn, departures can be offered every 30 minutes. After decades of unchal- lenged operation, two developments appeared on the horizon which changed the business situation for Scandli- nes fundamentally: 1. New international regulations would curb permissible thresholds for emissions from ships in the Baltic Sea: Starting from 2015, only fuels with less than 0.1% sulphur, i.e. a 90% reduction compared to present opera- tion, will be permissible for Baltic Sea shipping. Starting from 2016, Tier III of MARPOL’s nitrogen oxides (NOx) regulations will become effective.
    [Show full text]
  • Green Infrastrucure And
    Green infrastructure / blue corridor maps linking MSP and MPA Background, workplan and timetable Jan Schmidtbauer Crona [email protected] Challenge! • How do you handle marine biological diversity in MSP? • Need for aggregated data usable for planners • Which role can MSP have with regard to protection of biological diversity? 5/17/2018 Jan Schmidtbauer Crona Swedish Agency for Marine and Water Management 2 What is Green Infrastructure Green infrastructure is the natural areas, biotopes, structures and other features in the landscape or seascape that support biological diversity. The marine green infrastructure is comprised of habitats for different species making up core areas as well as pathways for resettlement and migration, e.g. for birds, fish and other animal species. 5/17/2018 Jan Schmidtbauer Crona Swedish Agency for Marine and Water Management 3 MPA in MSP and green infrastructure 5/17/2018 Jan Schmidtbauer Crona Swedish Agency for Marine and Water Management 4 MSP as a complement to MPA • Critical to reach GES • Avoiding negative impacts on priority areas • Minimizing negative effects on supporting green infrastructure 5/17/2018 Jan Schmidtbauer Crona Swedish Agency for Marine and Water Management 5 5/17/2018 Jan Schmidtbauer Crona Swedish Agency for Marine and Water Management 6 The functions and features of green infrastructure The DG Environment Science for Environmental Policy In-depth Report “The Multifunctionality of Green Infrastructure” describes the functions of green infrastructure in terms of four broad roles: - Protecting ecosystems state and biodiversity - Improving ecosystem functioning and promoting ecosystem services - Promoting societal wellbeing and health - Supporting the development of a green economy, and sustainable land and water management 5/17/2018 Jan Schmidtbauer Crona Swedish Agency for Marine and Water Management 7 Continuous data improvements….
    [Show full text]
  • „Arne-Jacobsen-Siedlung, Burgtiefe“ Auf Fehmarn Vorbereitende Untersuchungen Mit Integriertem Städtebaulichem Entwicklungskonzept
    „Arne-Jacobsen-Siedlung, Burgtiefe“ auf Fehmarn Vorbereitende Untersuchungen mit integriertem städtebaulichem Entwicklungskonzept Vorläufiger Berichtsstand Stand | 4. September 2017 „Arne-Jacobsen-Siedlung, Burgtiefe“ auf Fehmarn Vorbereitende Untersuchungen mit integriertem städtebaulichem Entwicklungskonzept Auftraggeber: Stadt Fehmarn Burg auf Fehmarn Fachbereich Bauen & Häfen Ohrtstraße 22 23769 Fehmarn Ansprechpartner: Marcel Quattek fon 04371 506 225 fax 04371 506 211 [email protected] www.fehmarn.de Auftragnehmer: complan Kommunalberatung GmbH Voltaireweg 4 14469 Potsdam fon 0331 20 15 10 fax 0331 20 15 111 [email protected] Ansprechpartner: Hathumar Drost . [email protected] Gesine Rauhut . [email protected] Stand: 4. September 2017 Förderhinweis: Die Finanzierung der Vorbereitenden Untersuchungen und des in- tegrierten städtebaulichen Entwicklungskonzeptes erfolgte durch Mittel des Bundes, des Landes Schleswig-Holstein und der Stadt Fehmarn im Rahmen des Städtebauförderprogramms „Städtebauli- cher Denkmalschutz“. 2 complan Kommunalberatung – 4. September 2017 Inhaltsverzeichnis 1 Anlass und Ziel 5 2 Vorgehensweise 6 3 Allgemeine Rahmenbedingungen 9 Bevölkerung 9 Wirtschaft und Arbeitsmarkt 10 Wohnungsbestand 10 Insel-Tourismus 10 4 Planungsgrundlagen 14 Formelle Planungsinstrumente 14 Informelle Planungen und Konzepte 17 5 Bestandsanalyse 19 Stadträumliche Lage und Einbindung des Untersuchungsgebietes 19 Städtebauliche Ausgangssituation 21 Immobilienwirtschaftliche Ausgangssituation 23 Denkmalschutz
    [Show full text]
  • Impact of the Fixed Fehmarn Belt Link on the Transport of Forest Products from Northern to Central Europe
    Impact of the Fixed Fehmarn Belt Link on the Transport of Forest Products from Northern to Central Europe TENTacle [WP 2, Activity 2.1] Version: final [05.02.2018] Pl ease add your own picture 1 Content Executive summary ................................................................................................................... 6 1 Objective and goal ............................................................................................................. 7 2 Transport of Northern European forest products to Central Europe ..................................... 8 3 The place of the FBFL in the Scandinavia -Central Europe transport system and the development of forest products shipments by 2030 ...........................................................12 4 Possible changes in the modal split forest products exports to continental Europe and shifts from the ferry lines to the FBFL.................................................................................15 5 Recommendations for the maritime industry to secure their transport shares ....................18 Annexes: Main Nordic manufacturers of forest products Annex 1: Billerudkorsnäs group- overview of sea transport................................................... 18 Annex 2: Metsä Group - overview of sea transport ............................................................... 20 Annex 3: SCA group - overview of sea transport ................................................................... 22 Annex 4: Stora-Enso group - overview of sea transport ........................................................
    [Show full text]
  • Die Via Scandinavica
    Die Via Scandinavica vom Fehmarnbelt über Kloster Cismar nach Lübeck als Fortsetzung des skandinavischen Jakobsweges und der Pilgerwege nach Rom und Jerusalem. Der genaue Verlauf des Weges ist nicht mehr bekannt und hat sich im Laufe der Zeit vermutlich mehrfach verändert. Daher sollte man sich zunächst vor Augen führen, wie die Menschen vor fast 1000 Jahren gereist bzw. gepilgert sind. Es gab zu der Zeit noch keinen Kompass, die Vielzahl der Menschen konnte nicht lesen. „Auch Brücken über die Flüsse gab es nicht“ 1. Folglich musste der Pilgerweg leicht zu finden und durch unverwechselbare Landmarken gekennzeichnet sein. Solche Landmarken konnten der Küstenverlauf, Bach- oder Flussläufe, Megalithgräber oder zu späteren Zeiten auch Kirchtürme sein. Große Wald- oder Sumpfgebiete wurden wegen der allgemeinen Gefahren gemieden. Von daher kann davon ausgegangen werden, dass der Pilgerweg in Sichtweite zur Küste verlief, also maximal ca. 5 km (ist die mögliche theoretische Sichtweite einer erwachsenen Person 2 ) zur Küste, auf einem natürlichen Höhenweg, um Sumpf- und Feuchtgebiete zu umgehen. Das passieren von Flüssen und Bächen an seichten und schmalen Stellen, um möglichst mit Hilfe von großen Steinen oder von Fährleuten, trockenen Fußes das andere Ufer zu erreichen. Unter Berücksichtigung dieser Faktoren dürfte sich eine Linie ergeben, die dem ursprünglichen Pilgerweg sehr nahe kommt. Im Laufe der Zeit erhielt ein solcher Weg mehrere Veränderungen. Die erste dürfte sicherlich durch die erste Flurbereinigung, die sogenannte „Verkoppelung“ etwa um 1770 eingetreten sein. Kurze Zeit später zur Zeit Napoleons wurden die Straßen und Wege aus militärischen Gründen verbreitert, da im Schlamm stecken gebliebene Fuhrwerke die nachrückenden Truppen aufhielten. Folglich wurden die Wege verbreitert und die Kurvenradien erweitert, sowie Brücken erneuert.
    [Show full text]
  • Consolidated Technical Report Draft
    WORK IN PROGRESS December 2011 Consolidated Technical Report Draft December 2011 Consolidated Technical Report Draft This report has been prepared by Femern A/S on the basis of conceptual designs from Rambøll, Arup & TEC and COWI A/S & Obermeyer. Prepared: CIV, NEM Checked: KSA, JGI, ABJ Approved: SLY, HCH Page 2/164 Femern A/S Vester Søgade 10 Tel +45 33 41 63 00 www.femern.com DK-1601 Copenhagen V Fax +45 33 41 63 01 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 ......................................................................................
    [Show full text]
  • The Danish Transport System, Facts and Figures
    The Danish Transport System Facts and Figures 2 | The Ministry of Transport Udgivet af: Ministry of Transport Frederiksholms Kanal 27 DK-1220 København K Udarbejdet af: Transportministeriet ISBN, trykt version: 978-87-91013-69-0 ISBN, netdokument: 978-87-91013-70-6 Forsideill.: René Strandbygaard Tryk: Rosendahls . Schultz Grafisk a/s Oplag: 500 Contents The Danish Transport System ......................................... 6 Infrastructure....................................................................7 Railway & Metro ........................................................ 8 Road Network...........................................................10 Fixed Links ............................................................... 11 Ports.......................................................................... 17 Airports.....................................................................18 Main Transport Corridors and Transport of Goods .......19 Domestic and International Transport of Goods .... 22 The Personal Transport Habits of Danes....................... 24 Means of Individual Transport................................ 25 Privately Owned Vehicles .........................................27 Passenger Traffic on Railways..................................27 Denmark - a Bicycle Nation..................................... 28 4 | The Ministry of Transport The Danish Transport System | 5 The Danish Transport System Danish citizens make use of the transport system every The Danish State has made large investments in new day to travel to
    [Show full text]
  • The Fixed Fehmarnbelt Crossing Perceptions in Germany 2014 - 2017
    Björn P. Jacobsen (Editor) The Fixed Fehmarnbelt Crossing Perceptions in Germany 2014 - 2017 The Fixed Fehmarnbelt Crossing: Perceptions in Germany 2014 - 2017 Björn P. Jacobsen Editor The Fixed Fehmarnbelt Crossing Perceptions in Germany 2014 - 2017 Stralsund University of Applied Sciences 2 B.P. Jacobsen (Ed.) Editor Björn P. Jacobsen School of Business Studies Stralsund University of Applied Sciences Stralsund, Germany [email protected] © Hochschule Stralsund, 2018 This work is subject to copyright. All rights are reserved by the publisher, whether the whole or part of the material is concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and transmission or information storage and retrieval, electronic adaption, computer software, or by similar or dissimilar methodology now know or hereafter developed. The use of general descriptive names, registered names, trademarks, service marks, etc. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use. The publisher, the authors and the editors are safe to assume that the advice and information in this book are believed to be true and accurate at the date of publication. Neither the publisher nor the authors or the editors give a warranty, express or implied, with respect to the material contained herein or for any errors or omissions that may have been made. 3 The Fixed Fehmarnbelt Crossing: Perceptions in Germany 2014 - 2017 Contents 1 The Fixed Fehmarnbelt Crossing: Perceptions in Germany 2014 - 2017 .....................................................
    [Show full text]