Documente Academic
Documente Profesional
Documente Cultură
across Storeblt
two bridges and a tunnel
CONTENTS
The Link across Storeblt
Milestones
13
19
SPROG
23
24
Railway engineering
29
Toll station
30
35
Road safety
40
Rail safety
41
42
Environment
44
Working environment
47
Key figures
48
50
East tunnel
Korsr
station
Wind turbines
Toll station
East Bridge
West Bridge
Nyborg
station
Sprog
Knudshoved
Construction work
The construction of the Storeblt link took place
between 1988 and 1998 and involved thousands of
engineers craftsmen semi-skilled workers and others.
At the peak of construction in the early 1990s more
than 4000 people worked at the construction sites in
and around Storeblt.
In June 1987 the Danish parliament Folketinget passed
the Public Works Act for the Construction of a Fixed Link
across Storeblt. Ahead of the vote had gone decades
of discussions for and against the project. On 12 June
1986 however the governing parties Conservatives
Liberals Centre Democrats and the Christian Peoples
Party signed an accord with the Social Democrats for
Storeblt.
According to the Public Works Act the Storeblt link
was to be built in two stages so that the rail link could
open three years before the motorway. This sprang from
the political desire to give public transport a headstart
over car traffic.
As construction work progressed however it gradually
emerged that the three-year interval was unrealistic
largely because two incidents during the boring of the
tunnel delayed construction considerably. As a result
the rail link opened in June 1997 with the motorway link
following twelve months later in June 1998.
Traffic
It is now considerably easier faster and cheaper to cross
Storeblt compared to the era of the ferries. During the
bridges first years of operation traffic across Storeblt doubled while the number of train passengers
increased by more than 50 per cent.
Ten years after the opening of the bridge traffic averages 30000 vehicles a day. By comparison the figure for
1997 the last full year of ferry services the ferries
transported around 8300 vehicles per day.
Rail traffic has also benefited significantly from the
fixed link. Today ten years after the links opening 130
trains cross Storeblt every day against the previous 40
to 45. The number of daily rail passengers now totals
22000 against 12000 in the days of the ferries.
Financing
Total construction costs for Storeblt project amounted to DKK 26.5 billion in current prices. The costs were
largely split fifty-fifty between the road and rail link. In
addition to the construction costs were interest expenses so that the overall debt at the time of the opening of
the bridge in 1998 totalled approx. DKK 36 billion. The
debt increased during the first few years after the opening of the road link but is now falling. In order to cover
the costs A/S Storeblt has continually raised loans in
Danish and international capital markets. All loans are
guaranteed by the Danish state which allows for more
favourable borrowing terms.
A/S Storeblts loans including interest are serviced
from the revenue from motorists and from Rail Net Denmark which pays a fixed fee to A/S Storeblt for using
the railway. Revenue from the road link is dependent on
traffic volumes on the bridge.
Milestones
Throughout history the main traffic link between East
and West Denmark has been via Storeblt. For centuries
ships carried people and goods across the belt and from
the 1880s freight was mainly transported by rail-ferries
in the form of paddle steamers. Only in the 1930s did the
first proposals for a fixed link materialise. Over the next
50 years a number of bridge proposals were put forward
but it was not until 10 June 1987 that the Danish parliament passed the bill that made a fixed road and rail link
possible. Amongst other things the Act determined that
there should be a three year interval between the opening of the rail and road link.
12 June 1986
10 June 1987
30 August 1990
12 April 1991
14 October 1991
22 April 1993
11 June 1994
Political decision to
Flooding in two
Act is passed
tunnel tubes
on to the seabed
across Storeblt
26 June 1994
7 April 1995
8 October 1995
1 August 1996
1 June 1997
14 June 1998
Tunnel boring is
The substructure
completed
by Queen Margrethe
of Denmark
is handed over
4 December 2009
The Minister of Trans-
11
This in part is achieved through the enormous deadweight of the concrete structure and in part through a
ballast consisting of sand and iron ore to provide a combined weight of 325000 tonnes.
Anchor blocks are usually designed as massive structures that contrast with the slender structure of the suspension bridge. In the case of the East Bridge however a
very light structure has been created which reflects the
distribution of the forces.
The main cables which comprise a total of 37 wire
strands are anchored to the bottom of the splay chambers in the back slanting leg of the anchor block. There is
access from the road level via stairs.
In order to lower heavy maintenance equipment into the
anchor block hoisting gear with a capacity of 2 tonnes
has been installed. All enclosed areas in the anchor block
are dehumidified to prevent corrosion of cable wires and
other steel components.
Bridge piers
The bridge piers are hollow in the upper section and
there is access from the pier top to the interior of the
pier through a hatch.
The bridge piers nearest each anchor block and the anchor blocks themselves are protected against collisions
by artificial islands. The islands prevent off-course vessels from colliding with the piers.
Ramps and abutments
To ensure a sufficiently low gradient on the road deck
and an appropriate height under the bridge on land
ramps have been built at both Sprog and Zealand to
13
14
wires. By way of further protection polyethylene sheathing has been placed over the suspension cables.
To prevent oscillation the suspension cables are connected in pairs by separators placed at varying heights.
The longest suspension cables closest to pylons are
equipped with hydraulic oscillation absorbers to counteract oscillations caused by high winds.
Bridge girders
The East Bridges girders are designed as closed boxprofiles in steel. As all stiffeners are placed inside the
outer surfaces are smooth without stiffening ribs. As a
result only 20-25 per cent of the overall steel surface
has been painted because the insides of the girders are
protected against corrosion by dehumidification measures.
The design of the bridge girders has been optimised
in accordance with stress analysis and aerodynamic
conditions. To protect the girder against oscillation due
to vortex shedding from winds flaps have been mounted
on the suspension bridges underside in the main span.
Between the two anchor blocks the girder for the
suspension bridge has a total length of 2692 m without
expansion joints. The girder thus passes uninterruptedly
Pylon
Ramp
Abutment
143 m
Approach span
7 x 193 m
1,567 m
Side span
Anchor block
Main span
62 m 11 m
535 m
1,624 m
Pylon
Side span
Anchor block
11 m 62 m
535 m
Approach span
12 x 193 m
Abutment
140 m
2,529 m
Ramp
16
A
B
C
D
Cable clamp
A
B
C
D
E
F
D Handrope
E Main cables
F Hangers
West Bridge
Geometry
The 6.6 km West Bridge is a combined road and rail
bridge resting on 63 bridge piers and two abutments.
Both the super and sub-structures are cast in reinforced
concrete. The West Bridge curves horizontally with a
radius of 20 km. Chosen for aesthetic and safety
reasons the curved design gives motorists a varied
experience while crossing the West Bridge.
The West Bridge has two passage spans for north and
south bound shipping with a navigational clearance of
18 m. The limit of 1000 GRT (Gross Register Tonnage) is
dictated by the bridge piers resistance to collisions.
The passage spans are marked with double leading lights
and red/green buoyage (beacons and lights). In addition
the navigation spans are equipped with automatic fog
detectors and foghorns. The distance between the north
and south channels is 260 m.
To further enhance safety a radar system monitors
shipping to prevent large vessels from entering the West
Channel instead of the East Channel.
Bridge girders bridge piers and abutments
The West Bridges superstructure has been executed in
pre-stressed reinforced concrete and comprises two
separate single-celled box girders for the double-track
railway and the four-lane motorway.
The two box girders each rest on pier shafts placed on a
joint caisson below the surface of the sea. The distance
between the piers in the bridge alignment is 110 m. The
bridge therefore is supported by 2 x 63 piers and two
19
20
A Road girder
B Rail girder
A
C Bearings
B
C
D In-situ joint
C
E Caisson
F Erosion protection
G Sand fill
H Stone bed
F
H
Sprog
The tunnel boring and the compensation dredging in the
East Channel generated very substantial amounts of soil.
The dredged material was deposited at areas immediately
north of the original Sprog Old Sprog.
Before the construction of the fixed link Sprog covered
an area of approximately 40 hectares. By the end of
the construction works however this had quadrupled.
Todays Old Sprog is separated from New Sprog by a
fence to protect wildlife on the old island.
Approx. 17 km gravel roads were laid at New Sprog for
the operation and maintenance of the coastal protection abutments technical installations etc. 90 per cent
of Sprogs approx. 9 km long shoreline is revetment.
Together with the authorities A/S Storeblt has drawn
up a conservation plan for the natural areas on the protected Old Sprog.
The main objective is to preserve the areas salt meadows
allowing Old and New Sprog to form a coherent natural
landscape. An important part of the plan is to provide
grazing alongside the shore and in the salt meadows.
During the summer therefore around 60 cattle and 200
sheep graze on Sprog.
23
24
Portal buildings
Portal buildings are sited at the tunnel ramps at Halsskov and Sprog for rail engineering equipment power
supplies pumping and ventilation systems as well as
computer control and monitoring equipment etc.
Ramps
The open ramps cover a 1500 m long section from
ground level down to the tunnel mouths. The ramps
are protected against damage from high groundwater
pressure in the underlying strata through an extensive
system of permanent bleeder wells combined with longitudinal sub-soil drains under the ramps and portal buildings. The inflowing groundwater is conducted by the help
of gravity to collecting pipes to a pumping station at
each ramp and then into Storeblt.
On both sides of the tracks there are access roads to the
tunnel entrance and to the portal building.
Technical installations
The East Tunnels railway engineering components for
supply control and monitoring are located in the 31
cross passages which also serve as escape routes.
The cross passages contain 10 kV high-voltage transformers switchboards emergency generators radio
communication systems cooling systems and control
monitoring and regulation systems (SRO) as well as train
safety and train radio systems.
A Concrete elements
L
K
M
J
I
G
J Concrete sleeper
K Cable duct
L Precast walkway
M Rails
4.5 m
16.5 m
25 m
27
A Moraine clay
B Marl
C Lime
- 50 m
A
B
- 75 m
Railway engineering
The rail girder carries two tracks that are part of the
electrified section of the Copenhagen-Fredericia rail
line. The trains top speed is 180 km/hour along the
entire section. The track construction is UIC 60 on
concrete sleepers placed on granite rock ballast of a
minimum thickness of 350 mm. The system is equipped
with masts which carry the catenary system which has
a traction tension of 25 kV AC.
Extensive grounding of all steel components and steel
reinforcement of the concrete structures have been
established in part to safeguard against falling catenary
wires and in part to protect against sudden power surges.
Moreover an exchange block system enables trains to
operate in both directions on both tracks at up to 180
km per hour. This provides great flexibility for Rail Net
Denmarks regional remote control centre in Roskilde
from where train traffic is monitored and controlled.
STATIONS
Electronic interlocking systems have been established
at Korsr Sprog and Nyborg stations. The tunnels
rail signalling system is constructed in four blocks and
designed so that each tunnel tube can be used for traffic
in both directions with the same top speed. Owing to the
design of the IC3 and IR4 trains however the maximum
speed in the tunnel is restricted to 140 km per hour.
The signalling system is supplemented by automatic
train control and line-side hot axle box detection on both
29
30
Toll station
The Storeblt toll station incorporates A/S Storeblts
administration building and the traffic facilitys monitoring room the O-room.
The toll station has 13 westbound lanes and 11 eastbound with three different lane types:
To the left are the BroBizz lanes which motorists can
pass through at a suggested 30 km per hour. At the centre are the card lanes designed for self-service while
furthest to the right are the manual lanes with service
personnel.
The capacity of the individual lanes varies. A BroBizz
lane can accommodate approx. 375 vehicles per hour
while a card lane handles up to 250 vehicles per hour and
the manual lanes 150. The toll stations total capacity is
between 5000 and 5500 vehicles per hour depending on
the traffic composition.
Above the lanes dynamic signs with coloured pictograms
and LEDs display the method of toll collection for the individual lanes. Depending on traffic volume the lanes
can rapidly change from self-service to serviced lanes.
Toll booths
The toll booths have been designed to provide optimum
conditions for both customers and the personnel working there. Ergonomics the changeable Danish weather
noise and safety have all been addressed.
The toll stations computer system has been built for maximum reliability. Should the link to the main computer be
down for an extended period computers in the lanes will
remain operational to sustain operations. An emergency
generator ensures that all key functions at the toll station
remain operative in the event of a power cut.
The booths are equipped with a ventilation system
which generates excess pressure in the booths and thus
protects personnel from exhaust fumes.
The pneumatic dispatch between the O-room and the individual booths allows for the rapid dispatch of items
from the O-room to the booths and back again.
Computer monitors and video screens in the O-room give
the duty manager a complete overview of the individual
lanes and the condition of the technical equipment.
F
I
B
A
E
P Exit barrier
A Fog light
J Stereoscopic classification
C Entry barrier
R Display
D BroBizz antenna
K Video cameras
E Buffer
L Dynamic signs
M Catwalk
G BroBizz
N Card readers/printers
H Height sensor
O Toll booth
IR curtains
system
S Diode bar
J
J
K
L
M
D
P
I
K
N
O
I
K
32
55 tonne working vehicles with two cranes with man basket and scissor lift
Two
Two
Three 10 tonne working vehicle trailers used to transport hoists and tools
Two
staff facilities
One
Two
Two
One
Road
The O-room is also equipped with a number of facilities
for the technical monitoring of the road link. These include a number of information systems including service
boards and other systems for the provision of traffic information.
TECHNICAL MONITORING
Railway
All monitoring of the traffic facilitys technical installations is conducted from the monitoring room otherwise
known as the O-room located at Storeblts administration centre at Halsskov.
The tunnel is equipped with a control and safety system
which continually monitors all functions. The so-called
SRO system (control regulation and monitoring) monitors power supply the water level in pump sumps pump
operations ventilators and access control.
The SRO systems monitoring of the technical installations
is centred in the O-room which is manned 24/7 365 days a
year.
35
Traffic information
Motorists are informed about wind road and traffic
conditions by signs on the motorway and large monitors.
Information can also be obtained from Storeblts
service phone (70 15 10 15) or from www.storebaelt.dk
and from text TV.
In the event of strong winds or other types of extreme
weather information is also provided on the radio.
Motorists can also sign up to a free SMS service where
information is available via the users mobile phone.
Customers with new GPS receivers can also receive information on traffic conditions directly to their GPS screen.
MAINTENANCE
Equipment at the bridges
Settlement and angle changes to the structures are continually monitored through GPS measurements and levelling procedures in an established fixed point system.
The condition of the concrete structures is regularly
monitored by embedded sensors. These measurements
can reveal the extent to which chloride has penetrated
the outer layers of the concrete and whether additional
measures should be taken to avoid corrosion of the reinforcement. Owing to the high quality of the concrete the
lifetime of the structure is expected to be between 100
and 500 years depending on the distance to the splashzone around level 0.
Besides the regular monitoring specific measurements
are carried out on selected components. These include
wind-induced oscillations in the bridge girders hangers
and hand rails.
37
38
Vehicles
To optimise the competitive parameters in respect of
the maintenance tenders Sund & Blt makes rail vehicles available to maintenance contractors. All contractors who perform maintenance tasks on Storeblts rail
section may use these vehicles. The emergency services
also make use of some of the vehicles in the event of accidents.
Inspection platforms
There is limited scope for establishing work areas for
operation and maintenance along the trafficked road areas on the Storeblt bridges. A significant part of these
works therefore is carried out from platforms or lifts.
East Bridge
The East Bridges main cable is serviced from a so-called
cable inspection vehicle which runs on top of the main
cable. The inspection vehicle is designed as a 7 m high
cage from where it is possible to examine and repair the
main cable at several levels.
Platforms are suspended from the bridge girders to
provide unimpeded access to the bridge girders outer
surfaces and to the exterior sides of the pier shafts.
There are two platforms one for the suspension bridge
and one for the approach spans.
Both platforms are self-operating and run on the upper
side of the bridge girder outside the crash barrier. The
platforms are equipped with hinge joints which enable
passage of piers and pylons without time-consuming
dismantling.
Access to exterior surfaces on pier shafts and pylons is
from self-hoisting platforms. These are suspended in
lines fixed to the pylon top or in a rail system below the
inspection platform in the approach span.
West Bridge
For inspecting the West Bridges girders and pier shafts
a multi-platform is employed which through the use of
in-built lifts and platforms provides access to all exterior
concrete surfaces from the road bridges southern edge
beam to the rail bridges northern edge beam. The platform is self-operating and suspended in rails mounted
between the two bridge girders at the road girders north
wall and the rail girders south wall.
Climbing
Climbing is an alternative to lifts and platforms for inspecting tall structures. This is undertaken with the help
of ropes and climbing equipment not unlike the equipment used for mountaineering. The advantage of the
climbing method is that the equipment is simple and
easy to transport and assemble. Likewise the equipment
can be quickly dismantled and moved to a better position should hazardous weather conditions etc. arise.
Garaging at the West Bridge
Inspection and maintenance work is usually carried out
between April and October to ensure that the tasks are
performed under favourable weather conditions. As a
result the inspection platforms are used only rarely
during the winter months.
To protect them against the elements the platforms
go into winter storage. In the case of the East Bridge
platforms they are covered with tarpaulin etc. while
important parts are dismantled and stored on land.
The West Bridges platform is housed in a garage located
between the bridge girders at the bridges abutment at
Sprog. For aesthetic reasons the garage is partially
embedded in the ramp surrounding the abutment.
40
Traffic accidents
In the event of traffic accidents a special emergency
service is called out together with the police. The alarm
is raised by calling 112 or by using the emergency telephones.
Road patrols
During their daily road patrols across the bridge the
operations contractor checks that the link is clean and in
good condition that signs other markings as well as
drainage are functioning as they should and any damage
on the facility is attended to.
The road patrol can be called out at short notice to assist with any emergencies such as removing stray items
on the carriageway.
42
Asns
Kalundborg
Rut
eT
Roms
D
Enebjerg
C
T
te
Ru
Kerteminde
Odense
Slagelse
WEST BRIDGE
C
Sprog
Nyborg
Halsskov
E
EAST BRIDGE
Korsr
D
e
Rut
Knudshoved
T
Nstved
Agers
Hov
Om
B
F
Svendborg
Spodsbjerg
E VTS Centre
D Camera
Maribo
Risk analyses for the bridges show that with the VTS
system on the Storeblt link there is very little like
lihood of a ship colliding with the West Bridge.
The entire VTS system is based on preventing ship
collisions by raising an early alarm to road and rail traffic
if a vessel is on a collision course with one of the bridges.
According to instructions the alarm must sound at least
10 minutes before a potential collision with the West
Bridge.
A VHF radio and two radio direction finding antennae are
placed at each radar station. Infrared TV cameras on
Roms and Hov enable ships to be identified at night.
44
Environment
Consideration for the environment was an integral part
of the construction work and played a crucial role in the
chosen alignment and in the design of the facility.
Political requirements meant that the construction
should not change the flow of salt water from the North
Sea to the Baltic. This so-called zero-solution was
achieved through extensive dredging of the sea bed.
All dredged material was recycled and incorporated into
the completed traffic facility.
During the construction works however the biological
effects in Storeblt were fairly extensive as regards
mussels and eider. A comprehensive environmental
monitoring programme during the construction work
helped to ensure that all environmental requirements
were complied with and that work was carried out with
all possible due care and attention for the surrounding
environment so that permanent impact was kept to a
minimum.
Ongoing investigations following the opening of the link
have demonstrated that flora and fauna have been
re-established in Storeblts marine environment.
The link
Although car traffic across Storeblt has trebled the
fixed link has resulted in energy gains for society.
To a great extent cars and trains have replaced energydemanding forms of transport such as planes and ferries
and some domestic flight and ferry routes have shut
down because of the link. Lower emissions of CO2 have
positively impacted on the environmental accounts.
Changes in traffic patterns across Storeblt have
resulted in substantial energy savings for transport
46
Working environment
The health and safety of the many individuals employed
on the link is a crucial part of its daily operations. The
size and design of the fixed link as well as the traffic that
drives across it require constant focus on the employees
and the contractors working environment. It should be
safe and secure to conduct inspection and maintenance
work on the motorway at the wind turbines on the structures on the railway and at the toll station so that the
facility maintains the high standard and accessibility
expected by customers.
It is obligatory for all employees working on the link to
attend one or more safety courses depending on their
responsibilities. Sund & Blt organises 40-50 different
safety courses per year with regard to access to the
facility. To maintain focus on a good working environment Sund & Blt is certified in accordance with DS/
OHSAS 18001 working environment standards. The certification means that twice a year Sund & Blt is measured on the standards of the working environment at
the facilities and in its administrative departments.
A number of safety regulations must be complied with
during working situations. Should an accident occur
however it is important that employees know exactly
what to do for help to reach them quickly.
Special measures have been introduced to protect employees during work on the motorway where the requirements for blocking off working areas have been drawn up
with the police.
In the Storeblt tunnel a special effort aimed at co-ordinating maintenance work on the railway is required. Such
work takes place at night and the work sites extend over
a considerable distance with several crews working in
one of the two 8 km long tunnel tubes. The railway is
monitored technically and in terms of communication in
the same way as the road structures and toll station to
ensure close contact between the workplace and the
surrounding area.
Maintenance on the Storeblt links road facility has
been moved from night to day in order for the work to
be visible to the bridges users and therefore increase
traffic safety and improve working conditions for the
maintenance personnel.
47
48
Key facts
Road link
Opened on 14 June 1998
Length: approx. 23 km motorway with approx. 18 km
from coast-to-coast
Carriageways: 2 x 2 lanes each 3.5 m wide and
2 x 1 emergency lanes each 2.5 m wide.
Rail link
Opened on 1 June 1997
Approx. 26 km double track railway with approx. 18 km
from coast-to-coast
3 stations
Main volumes construction works:
118 km of rail were used for the track 52800 concrete
sleepers and 115000 tonnes granite ballast
Train speed on the section is 180 km per hour.
East Bridge
Motorway bridge
Built: 1991 - 1998
Length: 6790 m - of which 1624 m free span
Navigational clearance: 65 m
Main dimensions:
Length of free span: 1624 m
Span length in approach spans: 193 m
Pylon height: 254 m. Weight of pylon with ballast:
190000 tonnes
Weight of anchor block with ballast: 325000 tonnes
Diameter of suspension bridges main cables: 85 cm
Each main cable consists of 18648 wires
Main volumes construction works:
259000 m3 concrete and 44000 tonnes reinforcement
steel were used for the substructure i.e. 2 pylons
2 anchor blocks and 19 bridge piers
80000 tonnes structural steel and 20000 tonnes cable
steel were used for the superstructure i.e. bridge deck
and cables.
West Bridge
Motorway and rail bridge
Built: 1989 - 1994
Length: 6618 m
Navigational clearance: 18 m
Main dimensions:
62 caissons complete with concrete bridge piers
63 bridge spans in concrete with 51 spans at 110 m and
12 spans at 82 m
Each bridge span comprises one rail girder and one road
girder
Main quantities construction works:
540000 m3 concrete
102000 tonnes reinforcement steel
East Tunnel
Rail tunnel
Built: 1988-1996
2 tunnel tubes with one track in each
Length: 8067 m
Main dimensions:
Inner diameter of main tunnel: 7.7 m
Inner diameter of cross passage: 4.5 m
Maximum track depth below sea level: 75 m
Distance to sea bed above tunnel: between 10 m and 40 m
Cross passages: 31 of approx. 16 m length 250 m
between each cross passage
Main quantities construction works:
205000 m3 concrete
19000 tonnes reinforcement steel
900000 m3 bored and excavated material
Wind turbines
Start of feasibility studies: 1 July 2008
Construction permission: 29 December 2008
Foundations cables and turbines assembled on Sprog
from 10 August to 4 December 2009
Wind turbines are Vestas 3 MW
Hub height: 70 m
Length of blades: 45 m
Top concrete foundation: + 3.5 m
Foundation depth: 5-17 m
Placement: on a straight line parallel to the East Bridge
at a distance of 450 m and a minimum distance to
Sprogs north side of 650 m.
The Akashi
The Store-
The Golden
Big Ben
The Lean-
Esbjerg Power
The Round
300 m
Kaikyo Bridge
blt links
Gate Bridge
UK
ing Tower of
Station
Bridge
City Hall
Bridges
Aalborg
Tower
(plus 20 m antennae)
Japan
East Bridge
USA
103 m
Pisa Italy
250 m
118 m
106 m
96 m
Tower
Copen-
294 m
254 m
210 m
55 m
hagen
54.5 m
36 m
50
Japan
2 Xihoumen
China
1650 m 2009
Denmark
1624 m 1998
3 East Bridge
4 Runyang Bridge
China
1490 m 2005
5 Humber Bridge
UK
1410 m 1981
6 Jiangyin Bridge
China
1385 m 1999
Tsing Ma Bridge
Hong Kong
1377 m 1997
USA
1298 m 1964
USA
1280 m
8 Verrazano-Narrows
1991 m 1998
9 Golden Gate
10 Yangluo Bridge
11 Hga Kusten Bridge
12 Mackinac Bridge
1280 m 2007
Sweden
1210 m 1997
USA
13 Minami Bisan-Seto
1937
China
1158 m
1957
Japan
1100 m 1988
Turkey
1090 m 1988
15 Bogazici Bridge
Turkey
USA
1074 m
1973
1067 m 1931
Japan
1030 m 1999
Japan
1020 m 1999
Portugal
1013 m 1966
Scotland
1006 m 1964
2 Euro Tunnel
3 Storeblt Tunnel
Denmark
8000 m 1997
Faroe Islands
6300 m 2006
San Francisco
5700 m 1974
Denmark/Sweden
4000 m 2000
6 resund Tunnel
Akashi Kaikyo
Xihoumen Bridge
Seikan Tunnel
VIRONMEN
T
LAB
EL
NORD
IC
EN
AL
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