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Fehmarn Sound Bridge

The Fehmarn Sound Bridge (German: Fehmarnsundbrücke) is a steel network arch bridge spanning the Fehmarn Sound in the Baltic Sea, connecting the German island of Fehmarn to the mainland near Großenbrode in Schleswig-Holstein.^[1] With a total length of 963.4 meters, including a main span of 248.4 meters flanked by two 120-meter side spans, the bridge features arches rising 43 meters with a clearance height of 23 meters above the water and a deck width of 20.95 meters.^[1] It accommodates one railway track (1,435 mm gauge) and two road lanes, serving as a vital link in the Vogelfluglinie international route between Germany and Denmark.^[1] Construction of the bridge began on January 4, 1960, and it was officially opened to traffic on April 30, 1963, with rail services commencing on May 14, 1963, replacing a previous ferry service across the sound.^[1] The project was designed by engineers G. Fischer, T. Jahnke, and P. Stein of Gutehoffnungshütte Sterkrade AG, with architectural input from Gerd Lohmer, and built entirely by the same firm using an innovative network arch configuration where hangers intersect multiple times to optimize material efficiency.^[1]^[2] This design, one of the earliest examples of a network arch bridge, was influenced by model tests conducted at TH-Hanover and contributed to the global development of the concept, particularly in Japan following observations by Professor Masao Naruoka in 1960.^[2] The bridge holds historical significance beyond its engineering, having been constructed during the Cold War with integrated explosive charges in vaults for potential demolition in case of conflict, and it was designated a protected historic monument in 1999.^[1] Despite its enduring role in regional connectivity, the structure faces future replacement due to increasing traffic demands, with plans for a separate new immersed tunnel crossing under the Fehmarn Sound to replace it, related to improved regional connectivity including the Fehmarn Belt Fixed Link; the Sound tunnel remains in planning as of 2025 with approval documents submitted in July 2025 and no completion date set, while the Belt tunnel is under construction and targeted for 2029.^[3]^[4] Recent maintenance, such as the early 2020s replacement of pot bearings with high-capacity RESTON®SPHERICAL bearings capable of handling 25,000 kN loads, underscores ongoing efforts to preserve its functionality.^[3]

Overview

Location and Purpose

The Fehmarn Sound Bridge spans the Fehmarnsund, a narrow strait in the western Baltic Sea that separates the island of Fehmarn, located in the state of Schleswig-Holstein, Germany, from the mainland near the town of Großenbrode in the Ostholstein district.^[1] This connection integrates the bridge into the regional geography, where the strait forms a critical waterway linking the Baltic Sea's inner waters to broader maritime routes.^[1] The bridge's primary purpose is to provide a fixed crossing for both road and rail traffic, enabling seamless transport between Fehmarn and the mainland while eliminating the previous dependence on local ferry services across the sound.^[1] Prior to its construction, access to the island relied heavily on ferries operating between Großenbrode and points on Fehmarn, which isolated the region and limited efficient connectivity for residents, tourism, and commerce.^[5] By facilitating this link, the structure supports wider Baltic Sea travel corridors, including the Vogelfluglinie route from Hamburg, Germany, to Copenhagen, Denmark, enhancing overall regional mobility.^[1] Measuring 963 meters in total length, the bridge crosses the Fehmarnsund at its narrowest point, which is approximately 1.3 kilometers wide, allowing for a direct and efficient traversal of the strait.^[1] As a network arch bridge, it accommodates vehicular lanes and a single railway track within its 21-meter-wide deck, positioned 23 meters above sea level to permit shipping passage below.^[1]

Physical Description

The Fehmarn Sound Bridge is a steel network arch bridge characterized by two prominent arches that rise to a total height of 66 meters above sea level, with the arches themselves extending 43 meters above the roadway deck. The roadway and rail tracks are suspended beneath these arches via a network of inclined hangers and cross-bracing, creating a visually striking "coat hanger" profile that dominates the seascape. The deck measures 21 meters in width, providing space for two road lanes, a railway line, and adjacent sidewalks for pedestrians.^[6]^[5]^[7]^[8] The bridge's main components include a central span of 248 meters flanked by two side spans of 120 meters each, supported by eight piers positioned in the water to span the 1,300-meter-wide Fehmarn Sound. The overall structure totals 963 meters in length, incorporating 337 meters of approach ramps in total. This configuration ensures a clear navigation channel of 23 meters above mean water level and 240 meters in width for maritime traffic.^[6]^[9]^[7] The design emphasizes slender arches to reduce visual and navigational obstruction, allowing the bridge to integrate harmoniously with the surrounding Baltic environment while supporting combined road and rail traffic. Pedestrian and cycle paths run alongside the roadway, offering accessibility for non-motorized users.^[9]^[5]^[8]

Construction and History

Planning and Building

The planning for the Fehmarnsund Bridge was initiated in the late 1950s as part of post-World War II efforts to enhance transportation infrastructure in northern Germany, driven by increasing road and rail traffic to the island of Fehmarn and the broader development of the Vogelfluglinie connection to Denmark.^[10] In 1957, German and Danish governments formed commissions to evaluate the technical and financial feasibility of a fixed crossing, leading to active planning phases in 1957–1958 and a bilateral government agreement in 1958.^[11] A design competition was announced in 1959, with construction approved by Schleswig-Holstein authorities and groundbreaking occurring on January 4, 1960.^[10] Construction of the bridge took place from 1960 to 1963, managed by a consortium of German engineering firms including Gutehoffnungshütte AG for the arch structure, Grün & Bilfinger for pier foundations, and Strabag for auxiliary lifting platforms.^[10] The project utilized prefabricated steel elements, which were rolled into place on temporary supports for side spans and assembled using cable cranes and central scaffolding for the main arch over the navigation channel.^[10] The total cost for the German portion of the bridge and associated infrastructure was approximately 123 million Deutsche Marks, with about 84 million allocated to rail components and 39 million to road elements.^[11] Key engineering challenges arose from the shallow waters of the Fehmarnsund, averaging 5–10 meters deep, and strong tidal currents that complicated foundation work; these were addressed through the use of pneumatic caissons (Senkkästen) and temporary lifting islands (Hubinseln) to build the seven piers.^[10] Unstable seabed conditions required lightweight abutments and ongoing adjustments to prevent settling of construction platforms, such as one instance where a lifting island sank by 11.25 meters.^[10] The design integrated road and rail traffic on a single structure during the Cold War era, incorporating defensive features to allow for potential demolition in case of invasion. Approximately 200 workers were involved in the on-site assembly and foundation tasks over the three-year period.^[12]

Inauguration and Early Operations

The Fehmarn Sound Bridge was officially inaugurated on April 30, 1963, by Schleswig-Holstein Minister President Helmut Lemke, alongside Federal Transport Minister Hans-Christoph Seebohm and Defense Minister Kai-Uwe von Hassel. High-ranking officials arrived by helicopter for the ceremony, which highlighted the bridge's role as a modern engineering achievement after more than a century of planning efforts dating back to the 19th century. The event symbolized West Germany's post-war economic miracle and infrastructure expansion, connecting the mainland to Fehmarn as part of the emerging Vogelfluglinie route between Hamburg and Copenhagen.^[13]^[14] Due to a severe winter, the bridge had been provisionally opened for road traffic on January 16, 1963, under special permission. Road operations commenced immediately following the inauguration, while rail services began on May 14, 1963, with the opening of the Puttgarden station and the full Vogelfluglinie. A ceremonial passenger train crossed the bridge on April 30. The structure integrated seamlessly into the regional transportation network, serving as a key segment of Bundesstraße 207 for road traffic and accommodating rail services on the line to Fehmarn-Burg, known as the Bird Island Railway. This replaced the prior ferry service across the Fehmarnsund, which had operated since 1905 for the island railway and road access. In its first year, the bridge handled substantial vehicle volumes, reflecting the growing demand for efficient links to Scandinavia amid rising tourism and trade.^[13]^[15] The bridge's opening reduced overall travel times from Hamburg to Fehmarn by eliminating ferry waits and crossings, providing a direct link that enhanced accessibility for tourists and freight transport. This immediate connectivity boost stimulated the island's economy by increasing visitor numbers and supporting local commerce through faster goods delivery. During the early years of operation through the 1960s, routine maintenance addressed initial exposure to Baltic Sea salt, with minor corrosion repairs undertaken by the 1970s to ensure structural integrity amid the harsh marine environment.^[16]

Design and Engineering

Structural Features

The Fehmarn Sound Bridge employs a network arch system, featuring two parallel steel arches spanning 248 meters, from which the main deck is suspended by inclined hangers that cross each other multiple times to form a web-like pattern. This arrangement enhances load distribution efficiency by reducing bending moments in the arch and tie, allowing for a lighter structure while supporting combined road and rail traffic. The design draws from early Scandinavian arch bridge innovations, adapted for the bridge's dual-purpose requirements.^[1]^[17] The superstructure includes an orthotropic steel deck, which provides high strength-to-weight ratio essential for bearing vehicular and rail loads over the 963-meter total length. This deck is elevated on seven reinforced concrete piers, each founded into the seabed to resist tidal forces and ensure long-term stability in the marine environment.^[9] As a dual-use structure, the bridge integrates road and rail traffic on a single 20.95-meter-wide deck, with a 6-meter-wide section dedicated to the single railway track and the remaining width for two road lanes and pedestrian paths; this configuration minimizes interference between traffic types through the inherent stiffness of the network arch system. Expansion joints and bearings accommodate thermal movements in the variable Baltic climate, permitting up to 500 mm of displacement to prevent structural stress.^[1]^[9] For maritime navigation, the main span offers a vertical clearance of 23 meters above sea level and a 240-meter-wide opening, facilitating safe passage for ships while incorporating protective fenders on the piers.^[9]^[1]

Technical Specifications

The Fehmarn Sound Bridge measures 963.4 meters in total length, comprising a main span of 248.4 meters flanked by side spans of 102 meters each.^[1] The deck width is 20.95 meters, accommodating two road lanes and a single railway track with a standard gauge of 1,435 mm.^[1] The structure provides a clearance height of 23 meters above mean water level for maritime traffic, while the overall height from the water to the arch apex reaches approximately 69 meters, including an arch rise of 43 meters above the deck.^[1]^[18] The bridge's superstructure is primarily constructed from steel, with approximately 3,000 tons used for the main arch, and the substructure relies on reinforced concrete for the piers and abutments.^[18] Concrete volumes include 400 cubic meters per abutment (grade B 300) and 230 cubic meters per pier foundation, supporting a total of seven piers across the spans.^[18] These materials enable the bridge to function as a combined road and rail crossing in the exposed Baltic environment. The design accommodates axle loads consistent with mid-20th-century European standards for such structures. It withstands wind speeds up to 150 km/h without closure for standard traffic and holds a seismic rating appropriate for the low-risk seismic zone of the Baltic region. The railway component supports train speeds of up to 160 km/h.^[18] As of 2025, the bridge handles approximately 15,000 vehicles per day, reflecting increased tourism and regional connectivity demands.^[19] Rail operations consist of primarily passenger services with limited freight.

Transportation Role

Route Integration

The Fehmarn Sound Bridge serves as an integral component of the German road network, specifically forming part of Bundesstraße 207 (B207), which extends from Lübeck on the mainland to the ferry port at Puttgarden on the eastern tip of Fehmarn Island. This route facilitates direct access for vehicles traveling between northern Germany and the Baltic Sea ferry connections to Denmark. The bridge's road alignment connects seamlessly to the A1 motorway near Heiligenhafen, approximately 20 kilometers to the west, enabling efficient integration with the national Autobahn system and supporting regional mobility across Schleswig-Holstein.^[20]^[21] In the rail domain, the bridge carries the Lübeck–Puttgarden railway line, a segment of the historic Vogelfluglinie (Bird Flight Line) that has linked Germany and Denmark since the 1960s. This single-track connection, spanning about 88 kilometers from Lübeck, was designed to allow trains to cross the Fehmarn Sound and reach the Puttgarden ferry terminal for onward transport to Scandinavian destinations. However, rail services on this line have been suspended since August 31, 2022, for construction and upgrades in preparation for the Fehmarn Belt Fixed Link, including double-tracking and electrification.^[22] On a broader scale, the bridge plays a pivotal role in the Hamburg–Copenhagen transport corridor, one of Europe's key north-south axes within the Trans-European Transport Network (TEN-T). By bridging the Fehmarn Sound, it shortens overall journey times for road users heading toward the Fehmarnbelt ferry service between Puttgarden and Rødbyhavn, Denmark, until the completion of the Fehmarnbelt Tunnel, now delayed beyond 2029 with revised timelines forthcoming. This connectivity enhances cross-border trade and passenger flows but also positions the bridge as a vital interim link in reducing travel durations—approximately 5 hours by road (including ferry crossing) from Hamburg to Copenhagen as of 2025—while preparations for the tunnel's rail and road alignments proceed.^[23]^[24]^[25] Traffic on the bridge exhibits distinct patterns influenced by its strategic location, with steady volumes supporting daily commuters and freight but notable seasonal peaks driven by tourism to Fehmarn Island's beaches and coastal attractions during summer months. These fluctuations underscore the bridge's importance in accommodating variable demand, including holidaymakers accessing the island's recreational facilities.^[26]

Ferry Service Changes

Prior to the construction of the Fehmarn Sound Bridge, access to the island of Fehmarn relied on ferry services across the Fehmarn Sound, primarily operating between Großenbrode on the mainland and Burg auf Fehmarn. These short-distance crossings, which began with motorized ferries in 1903, utilized vessels such as the steam ferry Fehmarn (introduced in 1927) and the motor vessel Schleswig-Holstein (from 1949), capable of transporting passengers, vehicles, and rail wagons. The service functioned as both a car and train ferry, supporting local and regional traffic until its discontinuation.^[27] The opening of the Fehmarn Sound Bridge on April 30, 1963, marked a pivotal shift in ferry operations, coinciding with the closure of the local Großenbrode–Burg auf Fehmarn route on the same day. This change eliminated the need for intra-German Sound crossings, while the nearby Großenbrode–Gedser train and car ferry to Denmark, operational since 1951 as a temporary link, was also terminated in May 1963. Emphasis subsequently shifted to the longer Fehmarn Belt crossing via the newly established Puttgarden–Rødby route, which became the primary international connection under the Vogelfluglinie (Bird Flight Line).^[27]^[28]^[29] These alterations significantly enhanced efficiency for accessing Fehmarn, as the bridge provided a direct, toll-free road and rail link, rendering the local ferry obsolete and reducing dependency on Sound ferries by 100 percent. Concurrently, the Puttgarden port on Fehmarn was expanded and opened in 1963 to accommodate increased traffic volumes on the Denmark route.^[30] In the long term, ferry services across the Fehmarn Belt have concentrated on international passenger and freight links between Germany and Denmark, with the bridge assuming responsibility for all intra-German traffic to and from Fehmarn. This division has streamlined Baltic Sea connectivity, prioritizing high-capacity international ferries operated by companies like Scandlines.^[29]^[31]

Historical Significance

Monument Designation

The Fehmarnsundbrücke was designated a protected historical monument in 1999 by the Landesamt für Denkmalpflege Schleswig-Holstein, the state office for the preservation of historical monuments based in Kiel.^[32] This recognition followed the initiation of the protection procedure in autumn 1998, marking the bridge as a key technical-cultural heritage site just 36 years after its completion.^[33] The designation was based on the bridge's embodiment of 1960s engineering innovation in post-war West Germany, where it represented a pioneering application of advanced construction techniques to rebuild and connect infrastructure amid economic recovery.^[18] As one of Europe's earliest and rare examples of a network arch bridge design—with a main span of 248 meters constructed using innovative hub island methods—it highlighted structural efficiency and aesthetic integration into the Baltic landscape.^[18]^[1] Its architectural significance lies in facilitating vital Baltic Sea connectivity as part of the Vogelfluglinie route, symbolizing enhanced regional integration between Germany and Scandinavia.^[18] Under Schleswig-Holstein's Denkmalschutzgesetz (Monument Protection Law), the status imposes strict restrictions on structural alterations, requiring any modifications or upgrades to prioritize preservation and obtain approval from the state office to maintain the bridge's integrity.^[32] This protection ensures that future interventions, such as maintenance or adaptations for reduced traffic loads, incorporate heritage conservation measures, preventing demolition without rigorous justification.^[34] Culturally, the bridge serves as an enduring symbol of Fehmarn's modernization in the post-war era, transforming the island from a ferry-dependent outpost into a linked part of the mainland network and boosting local economic development. Known affectionately as the "Brücke des Friedens" for its role in fostering cross-border ties, it draws engineering enthusiasts and tourists who appreciate its landmark status and historical narrative, contributing to public awareness of Schleswig-Holstein's industrial heritage.^[18]

Cold War Defensive Features

The Fehmarn Sound Bridge was constructed from 1960 to 1963 amid escalating Cold War tensions between NATO member West Germany and the Warsaw Pact. In anticipation of a possible Soviet invasion from the east, German military planners incorporated defensive features into critical infrastructure like the bridge to disrupt enemy logistics and movements across the Fehmarn Sound toward Denmark and northern Europe. These measures were part of a broader strategy to create chokepoints along potential invasion routes, ensuring that key crossings could be rapidly disabled if Warsaw Pact forces advanced.^[35] Central to these defenses were six pre-cast concrete explosive shafts embedded below the roadway in the approach embankment on the mainland side near Großenbrode, positioned at strategic points to maximize structural damage. Each shaft served as a chamber capable of housing demolition charges for a controlled explosion that would sever the bridge's connection, creating an impassable gap. The explosives were stored in a fortified concrete bunker, known as the Sperrmittelhaus, located about one kilometer inland in Heinrichsruh; this facility featured reinforced doors, a gas-tight steel entrance, and earthen camouflage for security.^[36]^[37]^[35] The activation mechanism was linked to the Sperrmittelhaus, enabling military personnel to initiate detonation swiftly and isolate Fehmarn Island from the mainland, thereby halting an invading force's progress. This setup allowed for the bridge to be rendered unusable in a matter of minutes, buying time for NATO reinforcements. The design reflected standard Bundeswehr practices for infrastructure sabotage during the era, prioritizing speed and reliability over permanence.^[35] Following the end of the Cold War and German reunification, the demolition charges were removed from the shafts, which were then sealed with concrete and covered over. Today, the locations of these historical features are marked by six square asphalt patches on the roadway, serving as tangible reminders of the era's military preparations and integrated into the bridge's documentation as cultural heritage elements.^[36]

Future Developments

Current Challenges

The Fehmarn Sound Bridge, operational since 1963, exhibits significant aging infrastructure challenges stemming from prolonged exposure to saline marine conditions over more than six decades. Assessments have identified corrosion in steel components, such as cable boxes, necessitating corrosion protection measures.^[38] Structural reinforcements are ongoing to address maintenance backlogs and ensure long-term usability.^[38] Capacity limitations pose additional operational strains due to the anticipated surge in traffic volume following the completion of the nearby Fehmarnbelt Tunnel.^[39] Speed limits of 30 km/h are in place during construction sites until at least 2025.^[40] Environmental pressures further compound these issues, with rising sea levels projected to increase by approximately 0.3-0.8 meters in the Baltic region by 2100 and intensified storm activity accelerating scour around the bridge piers.^[41]^[42] While seismic risks remain minor in this low-activity zone, they are routinely monitored as part of broader coastal infrastructure oversight.^[43] Maintenance demands have escalated accordingly, with the ongoing renovation program—including cable replacements, concrete repairs, and corrosion protection—estimated at 91 million euros in total costs.^[44] These efforts, which began intensifying in 2023, include railway cable replacements by mid-2025, concrete repairs starting in 2025, and corrosion protection from 2026, involving phased work on both road and rail components to minimize disruptions.^[45]

Proposed Replacements

In response to the anticipated surge in cross-border traffic following the opening of the Fehmarnbelt Tunnel, German authorities have proposed replacing the aging Fehmarn Sound Bridge with a new immersed tube tunnel known as the Fehmarn Sound Tunnel. This 1.7 km-long structure, designed to accommodate four road lanes and two railway tracks, was selected as the preferred option in March 2020 after evaluating bridge and tunnel alternatives, aiming to provide a modern, high-capacity crossing while addressing the bridge's structural limitations.^[46]^[47] Construction of the tunnel has not commenced as of November 2025, primarily due to escalating costs and planning delays, with estimates now reaching €2.3 billion—more than triple the initial €714 million projection—driven by rising material prices and regulatory hurdles.^[48] Delays in the broader Fehmarnbelt project, including an 18-month setback confirmed in October 2025 due to issues with immersion vessels and rail integration, have shifted focus to a full replacement in the 2030s to cope with projected traffic volumes exceeding current capacities. This aligns with broader delays pushing the Fehmarnbelt Tunnel's operational readiness beyond the original 2029 target to 2031 or later.^[48]^[49] The Fehmarnbelt Tunnel's expected opening between 2031 and 2033 is forecasted to boost road traffic across the Fehmarn Sound by at least 50%, as it eliminates the Puttgarden-Rødby ferry route and redirects substantial volumes to the Sound crossing for access to mainland Germany. This shift underscores the need for enhanced infrastructure to handle increased freight and passenger loads without bottlenecks. To balance preservation with functionality, proposals incorporate the bridge's status as a protected monument by retaining its iconic arches for pedestrian, cyclist, and limited local road use, while the new tunnel serves as a parallel high-speed corridor for mainline road and rail traffic. This approach ensures the historical structure's legacy endures amid modernization efforts.^[47]

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Scandlines has been operating ferries between Germany and Denmark since 2007, with a dedication to quick and comfortable transport, and will continue to sail.<|control11|><|separator|>
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[41]
Fehmarnsundbrücke: Bahn mit Sanierungs-Zeitplan - Tempo 30 in ...
Nov 12, 2023 · Bis mindestens zur Jahresmitte 2025 wird es für den Straßenverkehr weiterhin nur mit maximal Tempo 30 über den Sund gehen, sagte die DB- ...Missing: Korrosion | Show results with:Korrosion
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[PDF] FEHMARNBELT FIXED LINK MARINE MAMMAL SERVICES (FEMM)
Sea level. According to current knowledge it seems likely that the sea level may rise about one metre. An extreme storm surge may result in even higher ...
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Storm Surges - BSH
Storm surge: 1.00-1.25 m above mean sea level; medium storm surge: 1.25-1.50 m above mean sea level; severe storm surge: 1.50-2.00 m above mean sea level; very ...
[44]
Fehmarnsundbrücke: Sanierung wird teurer - ÖPNV-Archiv
Die Deutsche Bahn geht für die Sanierung der kombinierten Schienen- und Straßenbrücke über den Fehmarnsund inzwischen von Gesamtkosten von 91 Mio Euro aus.
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Instandhaltung der Fehmarnsundbrücke: Wir haben in 2024 viel ...
Dec 16, 2024 · Im nächsten Jahr geht es mit Hochdruck weiter: Bis Mitte 2025 sollen alle Seile auch auf Bahnseite ausgetauscht sein. Zudem werden wir mit ...Missing: Zustand | Show results with:Zustand
[46]
Decision on the New Fehmarn Sound Crossing - tunnel
The new 1.7 km-long immersed tunnel will have four lanes for road traffic and two railway tracks. It is scheduled to be completed in time for the opening of ...<|separator|>
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Eliminating bottlenecks: The Fehmarnsound Fixed Link planned as ...
Apr 3, 2020 · The new Sound Fixed Link is more powerful than the previous one and at the same time it preserves a tourist landmark by maintaining the ...
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Fehmarnbelt Fixed Link: Tunnel construction - delays and cost ...
Oct 4, 2025 · The Fehmarnsund tunnel will replace the existing ageing bridge, which has already become a bottleneck for traffic. Commodity prices to blame ...