Written Observations by the Government of the Kingdom of Denmark relating to the Request for indication of Provisional Measures

INTERNATIONAL COURTOF JUSTICE

PASSAGE THROUGHEGREATBELT
(FINLANvDENMARK)

WRITTENOBSERVATIONS
BY

THEGOVERNMENT OFTHEKINGDOMO . FDENMARK
RELATINGTOTHEREQUESTFORINDICATION OF

PROVISIONAL MEASURES TABLEOF CONTENTS

Page

PART1 . THE FACTS .................. 1

A . The Geographyand TransportPolicy
of Denmark ................... 2

B . The GreatBeltProject ............... 4

C . ConsultationsbehveenDanish and

Finnish Representative.............. 9

D . The PassageRoutethrough
the Sound ................... 11

E . The FinnishMobile Offshore Dnlling
Units ................... 12

F. VerticalClearanceof ExistingBridges
across InternationalStraitsand
Waterways .................... 17

G . The Effectsof an Interrupofothe

Great BeltProject.................. 18

. ...................
PARTII THELAW 21

A . Introduction ................... 22

B. The AllegedRight .................. 23

C. IrreparablePrejudiceand Urgenc........ 30

i Circurnstancesof the Present Case.. .. .'... 34
D.

PART III. SUBMISSIONS .. ... .. . .... . . ..36

MAPS

Map 1 Entrantes and Exitsto the BalticSea withWater Depths
Map II Temtorial Sea and IntemalWaters of Denrnark
MapIII DetailedChart of the Area in the Great Belt for the Construction

of the Fixed Link

LISTOF ANNEXES

Act No.414 of 13June 1973on the Constructionof a Bridgeacrossthe
Great Belt
Circular Note from the Danish Ministry of Foreign Affairs dated

12May 1977
Note from theErnbassyof the SovietUniondated 29 March 1978
Note from theDanish Ministryof Foreign Affairsto theEmbassyof

the SovietUnion dated28 June 1978
Note from theErnbassy ofPoland dated 6 Decernber1977
Note from theDanish Ministry of Foreign Affairs to theErnbassy of

Polanddated 3 July1978
Act No. 380 of 10 June 1987 on the Constructionof a Fixed Link

across the GreatBelt
Circular Note from the Danish Ministry of ~oreikn Affairs dated
30 June 1987

Sketchof the Fixed Linkacross the GreatBelt
Report from DerNorske Venta dated 10March 1989
Circular Note from the Danish Ministry of Foreign Affairs dated

24 October 1989
Note from the Embassyof Finlanddated 19June 199013. Note fromthe Danish Ministry of Foreign Affairsto the Embassy of

Finlanddated 11July 1990
14. Note fromthe Embassyof Finlanddated 5November 1990
List of Rauma-RepolaOffshore Oy'sProductionof Mobile Offshore
15.
Dnlling Unitsin the period 1974-1990
16. Sales Folder from Rauma-RepolaOffshore Oy on Mobile Offshore

Dnlling Units

iii PART1

THE FACTS A. The Geography and Transport Policy of Denmark

1. Denmark consists of the peninsulaJutland, the two majorislands

Zealand and Funen and a number of smail islands. Almost haif of the five
million Danes lives on Zealand and its neighbouring islands,including

Lolland, Falster,andMoen, al1beingconnectedwithZealandby bridges.The
other haif of the population liveson Funen and Jutland. Since 1935~utl&d.
and Funen have been linked by a bridge across the Little Belt. In 1970a

secondbridge across the LittleBeltwasopened.

2. The Great Belt is the strait between Zealand and Funen. In the
middleof the GreatBelt lies the smaii island ofSprogoe. Thisislanddivides

the GreatBeltStrait into two channels, the WesternChannelbetweenFunen
and Sprogoe, and the Eastern Channel between Sprogoe and Zealand. The

areaof the construction of theFixed Linkacross the Great Belt lies entirely
withinthe temtonal seaof Denmark, see MapII.

3. Copenhagen, the capitalof Denmark, is situated on Zealand. The

major part of the central administration, culturalinstitutions of major
importance for thenational heritage and a substantiaipart of the Danish

businesscommunityare placed in or around Copenhagen.Transportationof
passengers and goodsbetweenthe two partsof the countryand from thepart

of the country &t of the Great Belt to the Europeancontinenthas to take
place by ship or air until the fixed link across the GreatBelt has been

established. With aminimum width of 18.5 kilometres, the Great Belt
constitutesa barrier betweenthe twoparts of Denmark.

4. The establishmentof a fixedlink across the GreatBelhas for along

pend of timebeenregardedas an undertakingof paramount national interest.

5. Surveys have shownthat the volumeof both passengersand goods
cmied by ferry crossings on the GreatBelt is substantiallysmailer than the

volume of passengersand goodstransport4 betweencorrespondmgparts of
the countryconnected by roadand railvia bridges. The fixedlinkwill reduce

the travel time by railand by car between the two halves of Denmarkby
morethan one hour. During peak periods the reduction intravel timewiUbesubstantiallymore. This willbe of majorbenefit for the businesscommunity.

It will improve the conditions fora more rational productionand transport.
The cost of storage and stock will be reduced due to the enhancd

transportationpossibilities.The fixedlinkwill increasethelevelof mobilityin
the labourmarket facilitatingcommutingby persons resident on the western
part of Zealandor on Funen to work on the other sideof the Great Belt.

6. Zealandmakesup thegeographic linkto Sweden andthereby, alsoto-

Nonvay and Finland. The fixed link will therefore contribute towards
enhanced transport services between the Nordic countries and the rest of

Europe.

7. The daily passengertrafficin 198811989etweenEast Denmarkand
West Denmarkwas 42,000passengers;out of these, 21,400passengerswere

crossingthe GreatBelt. Forecastsof inlandtransportshow anincreasein this
traffic to 55,300passengersin 1994when the rail link is scheduledto open

and 67,500 in 1997 when the road connection is planned to open, see
paragraph33 below. Out of the 67,500of the daily passengersbetween East
and West Denmark58,000are expectedto use the Great Beltlink.

8. The goods traffic forecastshowsan increasein the dailyvolumeof

trafficbetweenthe two parts of the country from22,000tonnes in198811989
to 28,000tomes in 1994and to 34,500tonnesin 1997.Todayabouthalf of

the daily tonnageis canied via the GreatBelt. Caniage across the GreatBelt
wiliaccountfor adaily 15,000tonne out oa totalquantityof 28,000tonnes

by 1994,and 24,000tonnes out of the 34,500tonnes by 1997.By then the
Great Belt Linkwill have become the undisputedhub of the Danish traffic

network.

9. To enhancethe safetyof navigation theGovernmentof Denmark has
establisheda route behveenSkagen andthe areanortheastof Gedser through

the GreatBelt with a minimum depthof 17 metres. Due to the occurrenceof
unknownand movingobstructionsthe depthof "Route T" maybe reducedto
15metres. Map 1indicatesthe officiai depthsof both the GreatBeltand the

SoundbetweenDenmarkand Sweden. 10. The total north- and southboundtraffic of merchantships of 50
GRT and above in the Great Belt has been more or less constantdunng the

period 1975 - 1989 at around 20,000 -22,000 movementsper year with a
slowlyfallingtrend. However,the totaltonnagehas increased.Around80per

cent. of thetraffic pass through the EastChannel. In the same pend, on
the average less than one Finnish offshore unit pyear has passed through

the GreatBelt.

B. The Great Belt Project

11. The Great Belt Project was initiatedin 1948when a Govemmental

Commission wasestablished tostudy thepossibilitiesfor constnictingabridge
across the Great Belt. The final reportof the Commission publishin 1960

suggested,interalia, the constructionof a high-levelbridge.

12. In 1961 the Danish Parliament, Folkeringer,passed Act No. 379
which authorizedan investigationof the possibilitiesof constructinga road
and rail bridge across the Great Belt. Following the results of this

investigation theDanishParliamentpassed Act No. 414 of 13June 1973on
the Constructionof a Bridgeacross theGreat Belt(Annex 1). On thebais of

the Act,preparatorywork was initiated.

13. By Circular Note of 12May 1977, theMinistryof Foreign Affairs
advised ail Heads of Foreign DiplornaticMissions accreditedto Denmarkof

the Great Belt Project which includeda high-levelbridge acrossthe Eastem
Channel with a freevertical clearance for passage of 62 metresabovesea
level (Annex2). Severalmissions acknowledged receiptof the Note,whereas

only the USSRand Poland reactedin substance tothe notification.In a Note
of 29 March 1978the USSRrequestedthatthe bridgeshouldhavea clearance

for passage of 65 metres (Annex 3). In the reply of the Govemmentof
Denmark of 28 June 1978 the Embassy of the USSR was asked to submit

information tosupport the need for a 65 metres clearance (Annex 4). In a
Note of 6 December 1977 Poland suggested thatfuture trends within the

shipbuildingshould be taken into consideration(Annex 5). The Government
of Denmark repliedin a Note of3 July 1978(Annex6). 14. The DanishPrime Ministerannounced in his openingaddressto the
DanishParliamenton 3 October 1978that due to financialconsiderations the

Governmenthad decided to postpone the implementationof the Great kit
Project. The Prime Minister stated that the Government would give

Parliamenta more detailedaccountof the issue.

15. This account was given by the Minister of Public Works on
17October1978.The Minister stressedthattheGreatBelt Projectwas merely.

postponed and stated that the Government expected that the necessary
preconditionsfor resumingthe Projectwould not be present until - 5 years

had passed. Thus, the Finnish statementin paragraph 21of the Application
that theProject was suspendedsine die is not correct.

16. In accordance with the prediction given by the Ministerof Public
Works in Parliament in 1978, investigationswere commenced in 1983 to

evaluatethe technicaland economic possibilitiesfor theimplementationof the
Great Belt Project. In 1986 it was announced that the Government of

Denmark and the Social Democratic Party, the largest politicai party in
Denmark, had agreed that a fixed link across the Great Belt should be

established. TheDanish Parliament subsequentlypassed Act No. 380 of 10
June 1987 on the Construction of a Fixed Link across the Great J3elt

(Annex7).

17. The 1987Act providesfor the constructionof a fixedlink acrossthe
Great Belt forrailconnectionand a motorway.Accordingto the Act the rail

connectionshd be establishedas a tunnel under the EasternChanneland a
low-levelbridgeover theWesternChannel.The motorwayshall aisocrossthe

Western Channel on the low-level bridge. Regardingthe crossing of the
Eastern Channel by the motorwaythe Act provides that the motorwayshall
cross either on a high-level bridge allowing for the necessary navigational

passageor througha tunnel. In the officialcommentsto the Bill it was stated
that the high-levelbridge provided for in the 1973 Act wasthe preferred

alternative.

18. According tothe Act agovernment-owned publiclimitedcompany,
AISStorebreltsforbindelre wn,s to undertakethe planningand implementation

of the Project. 19. By Circular Note of30 June 1987the DanishMinistry of Foreign

Affairs advisedail Heads of Foreign Diplomatic Missions accreditedto
Denmark of the Project (Annex 8). The diplomaticmissionswere informed

that thetrafficlink crossingthe Eastern Channelwouldbe either a high-level
bridge or a tunnel. This note did not give rise to any reactionsfrom foreign

States.

20. On 4 November1988it was decided that theProject shouldconsist.
of a 6.6 kilometreroad and rail bridge spanningthe Western Channel.This
bridge was to have a navigationclearanceof 18metres.The crossingof the

Eastern Channelwas to be effectedby a railwaytunnel anda high-levelroad
bridge, see sketchin Annex9. The high-levelbridgewas chosenin Lieuof a

tunnel for reasonsof technology, safetyand economy.

21. On 16 June 1989the Minister for Transportdecided thatthe high-
level East Bridge should have aclearance of 65 metres. The height of
65 metres met the request of theUSSR and conformed with international

practice,see paragraphs 60 - 67 below. Denmark based its decision on a
report by Der NorskeVentas, an internationally renowned classification

agency. The report from Der Norske Ventas is submittedas Annex 10.The
report by Der NorskeVeriras showed thatal1 merchant vessels could pass

undera bridge. Aclearanceof 76- 77 metresto allowfor the passage ofdrill
ships had been contemplatedwhen the Bill was submitted.It was, however,

subsequentlyestablishedthatdrill shipswithdrill towers exceeding 65 metres
in heightwouldbe able topass throughthe Sound.

22. By Circular Note of24 October 1989from the DanishMinistryof
ForeignAffairs aU Headsof Missions accreditedto Denmarkwere advised of

the decisionconcerning the GreatBeltProject (Annex 11).

23. Safety of navigationhas been of major concern to the Danish
authorities. Consequently,as a result of study relating to different types of

bridges, Denmarkchosenot to be contentwith the stipulated requirementfor
two navigation lanes with a minimum breadth of 375 metres each as
mentioned in the 1989 notification.For purposesof optimum maritimesafety

as prescribed by technicalexperiments, includingexperimentsof simulated
navigation,Denmark in1990optedinsteadfor themoreexpensive solution inthe form of a 1,624 metre suspensionbridge to guarantee vesselscontinued
free passageunder a singlespan with a full clearanceof 65 metreswithina

width of750 metres.

24. The measurestaken by Denmark to ensure safety of navigationin
connectionwith the buildingof the East Bndge across the Great Belt were

formallydiscussedand unanimouslyapprovedat meetings inthe International
Maritime Organization(iMO)in September1990andMay 1991duringwhich.

Finlandwas present.

25. The Great Belt Project, whichconstituteanintegratedwhole, isto
be carried out in such a way that the railway connectionwill be completed

first. Notice for tender by restricted procedure for the tunnel under the
Eastern Channelwasgivenon 28July 1987, tender documentswere submitted
on 26 February 1988,offerswere submittedon 30 June 1988,and a contract

for the tunnel was signedon 28 November 1988.The tunnel works started
immediatelyafter the signingof the contract.

26. Notice for tender by restricted procedurefor the West Bridge was

heldon 9 October 1987, tender documentws ere submittedon 7 March 1988,
and offers were submittedon 30November 1988.The contractfor the West

Bndge was entered into on 26 June 1989. The works on the West Bridge
started shortlyafter the signingof the contract.

27. The implementationof the Project involvessubstantialapproachand

access work on and around the island of Sprogoe. Notice for tender by
restricted procedure for this work was held on 28 July 1987, offers were

submittedon 24 Januar 1y89and thecontractwas signedon 26 June 1989.

28. Notice for tender by restricted procedure for tEast Bndge was

heldon 15July 1989, tender documents were submitteodn 31 May 1990,and
offers were submittedon 18 December1990.The offers submittedexpireon

18August 1991. 29. The construction costsof the Great BeltProject are forecast to be

DKK 19,030 million (USD 2,927 million)', in 1988prices. These costs do
not include financiaiexpenses.The totalcost of theojectincludingfinancial

expensesand pnce increasesdue to inflationis expectedto be approximately
DKK 30,000 million(USD4,457 million).

30. As of 31 May 1991 contracts totalling 56 per cent. of the total

constructionbudgetfor the GreatBeltproject have been entered into, andan
amountcorrespondingto 28 per cent. of the total constructionbudgetfor the

Great BeltProjecthas beenpaid to the contractors.

31. The physical status of the Project as of 15June 1991 cm be
summarized in the following way: The work on the West Bridge is on

schedule.A work site of 300,000square metreswithproduction facilitieshas
been establishedon Funen. A substantialnumberof caissons, piershaftsand

bridge girders has ben cast. The positioningof the caissonsstarted on 23
April 1991.Four caissonshavealreadybeen positioned.The first girder will

soon be in place above the water off the port of Knudshoved. The
constructionsitefor the tunnelorksconsistingof 550,000squaremetresalso

withextensiveproduction facilitieshas beencompleted.The productionof the
60,000tunnellining elements andother work in connectionwith the tunnelis

carried out according to theplans. The dnlling of the tunnelis delayeddue to
technicalproblemswith the tunnelboring machines.The approachand access

work on and aroundthe islandof Sprogoeis close to completion.

32. A/S StorebŒlrsforbindeisehnas evaluated the tenders submittedfor
the East Bridge and is in the processof entering into mntraçt negotiations

with thedesignatedcontractors.

33. Preparatory work for the East Bridge has been completedwith the

constructionof a 25 metre highaccess ramp at Sprogoeand of four artificiai
islands for the protectionof the anchor blockin the EasternChannel. The

navigational Route Tof the EasternChannelof theGreat Beltwillbe spanned

' ïïimughoiurhe WrirrenObsmaionrfigurcr in Danuh Krow haw beenconwned
imo US Dolkua onrhebais otherateof adtangr on7/une 1991 when100 USDollnn
(USD) equol&dDanuh K~M (DKK) 673.15.by the suspensionpart of the East Bridge.The cable works for thisspan will

not be initiated until late 1994. The bndge is expected to open for traffic
duringthe year of 1997.

34. Major workis being canied out in order to connect the GreatBelt
Link with existingrailways and motonvays. 7 kilometresof new railway is

being laidon Zealand and Funen, 4 kilometresof new motonvay is being
constructed, a new railway bndge and a new motonvay bridgeare being.

constructed,and anexistingmotonvaybndge is being raised.

35. Today almost 3,000 people are working on the large construction
sites aroundthe Great Belt. The total numberof employeesinvolvedin the

project, includingsub-contractorsand suppliers,is estimatedat approximately
11,000. The East Bridgeproject wil1prompt a considerableincrease in the

numberof employees.

C. Consultations between Danish and Finnish Representatives

36. In its Request the Governmentof Finland has informed the Court

that Finnish drillingrigs have been transportedthrough the Great Belt since
1972.Asstatedabovein paragraphs13and 19,Finland wasdiectly informed

of the.Great Belt Project by Circular Notin 1977and 1987. OtherBaltic
Statesreactedto theseNotes, butno reactionwas receivedfrom Finland.

37. It was notuntil 18Iuly 1989thatFinlandreactedby aletterfrom the

CommercialDepartmentof the Embassyof Finlandin Copenhagenaddressed
tothe DanishMaritimeAuthority(Annex4 to the Application).In theletterit

was stated that accordingto availableinformationFinland's laûansports,
e.g., drillmgplatformswith a free heightof 150metres, would beobstructed

by the new bridge. If this was the case, Finland requested informationon
possible alternativeroutes. The Finnish letter was answered by tDanish

Ministryof ForeignAffairson 29 August 1989confirmingthatpassageunder
the bndge would not be possible for structures measu~g 150 metres in
height. The Danish Ministry of Foreign Affairs pointed outthat such

structureswouldbe able topass throughthe Soundprovidedtheir draughtdidnot exceed 8 metres. Morwver, it was suggestedthat the rigsbe transported

partly dismantledthus permitting passage under the Great Belt Bridge (see
Annex 5 to the Application).

38. On 24 October 1989 theDanishMinistryof Foreign Affairsissu4

another Circular Note advisingon the decision to build a high-level bridge
over the EasternChannel. In the period July 1989to May 1990the Danish

authoritiesreceived no further inquiries or other reactions from Finland.It.
was not until May 1990 that Finland asked for informai talks to discuss

aspects of internationallaw pertaining to the passage of drilling platforms
throughthe GreatBelt. From theDanishsideit was maintainedthatthe fixed

link was in conformitywith internationallaw ailowing ships of al1nations
which had used the Great Belt to pass under the bndge with its clearanceof
65 metres.

39. On 19 June 1990the Embassyof Finlandsent.a Note to the Danish

Ministryof Foreign Affairs(Annex 12)stressingthatthebndge wouldimpede
transportof offshoreconstructionsthrough theGreat Belt. Finlandrequested

that negotiationsbe initiatedto securethe freepassageof theFinnish offshore
unitspnor to any finaldecisionon the bridge project.

40. In the following months meetingswere held and Notes were

exchangedbetween the Parties (Annexes 13 and 14).Denmarkpointed out
that the practical solution to theproblemwould be to complete theassembly

of the oil ngs after the bridge had been passed. Tne Finnish delegation
rejected this solution as it would allegedly deprive the pnvate Finnish

shipyard Rauma-RepolaOffshore Oy of its competitiveness.The Fi~ish
delegationneverput fonvardany suggestionsas to howa technicaisolutionto

its problemcouldbe found.

41. While retaining its position that the fixed link in its entirety

conformed tothe requirementsof internationallaw Denmarkundertookat the
requestof theFinish sideto investigateona no-prejudicebais thepossibility

of insertinga passageopening in the West Bridge,either as a dismountable
spanor a movablebndge. However, the conclusionwas that it would notbe

possibleto modifythe West Bridgeas requestedby the Finnishside. 42. The Danish points of view were summed up in the letter of

20 Febmary 1991from theDanishPnme Ministerto his Finnishcounterpart
(see Annex7 to the Application).

D. The Passage Route through the Sound

- 43. In its first inquiry tothe Danish authorities regardingtransportof

large offshore constmctions through the Great Belt, Finland requested
informationon otherfeasibleroutesthroughthe Danishstraits(Annex4 to the

Application).In its reply Denmarkpointedout that the Sound could beused
as an alternative route without any limitations as to the height of the

constructions(Annex5 to the Application).

44. The Sound is a relatively narrow strait separating Denmark from
Sweden.The deepestnavigationalroutethrough the Sound passeb setweenthe

Danish islandsof Amager andSaltholm, a passageknown as the Drogden.
The Drogden, which is the most shallow part of this navigationalroute

throughthe Sound, has an officialminimumdepthof 7.7 metresand a width
of 290 metres(seeMap 1).

45. As wili be demonstrated, thisminimumdepth of 7.7 metres in the

Drogdenwouldhaveallowedfor transportationthroughtheSoundof al1drili
ships and almostalloil rigsever constructedby the Finnishshipyard Rauma-

Repola OffshoreOy. These transportscould have passed through the Sound
withoutany technicalmodificationsor alterationsoftheoil rigs or drill ships.

46. On 23 March 1991theDanish andSwedish Governments in principle

agreedon the establishmentof a fixedlinkacrossthe Sound.Asof June 1991
the project has been formally approvedby the Swedishbut not yetby the

Danish Parliament.The project comprises abridge between Swedenand an
artificial island south of Saltholmand an immersedtunnel from the artificial

island south of Saltholmtothe Danish island of Amager, Le., crossing the
Drogden. Due to the proximity to Copenhagen Intemational Airport on

Amager, a bridgebetweenAmager andthe artificialisland southof Saltholm
has been excluded from consideration.The project also envisagesthat theofficiaidepth of the Drogden willremainat the present 7.7 metersA fixed

link acrossthe Soundwill thusnot affectthe passagethroughthe Drogden.

E. The Finnish Mobile Offshore Drilling Units

47. Worldwidea variety of designsexists for Mobile OffshoreDrilling.
Units (MODUs)but nearlyal1thesedesigns followone of three basicdesign

pnnciples calledDrill Ships,Semi-Submersibleand Jack-Ups.

48. MODUs within each of these groups will therefore have wmmon
basic designprinciples, but there are variationsof size and detailed design

betweenthe individuai unitsin the groups.

49. AUdrilling units are equippedwith a high tower (demck) used for
handlingand storingdrill pipe sections.The dnll pipe sectionsare normally
30 metres high and the demck more than 50 metres high. To the demck

height must be added the deck elevationand demck substructureheight to
find the distancefrom sea levelto the top of the demck.

50. The maincharacteristics foreach of thethree differentMODU types

may bedescribedas follows:

51. Drill ShipsnormallyhavehuUand machinerycorresponding toships
used for otherpurposes. Dnlling is performedwhilethe shipis floating,held

on locationeitherby anchorsor dynamicpositioning.Only thedemck willbe
higher than 65 metres above sea level. The draughts of drill ships Vary

considerablyand for some designsit could in someconditionsbe more than
7.7 metres.Thedraughtof the individualunitdependson the loadcarriedand

the ballastcondition.In transportconditionit is normallypossibleto obtaina
draught which is significantlyless than7.7 metres. T3ednll shipsbuiltby

Rauma-Repola Offshore Oy ail have transit draughts of 7.3 metres (see
para. 17in the Application).

52. Semi-Submersibl ese floatingdriiiing units where the influenceof

waves has been minimized by having only a small cross-section at thewaterline.The mainbuoyancychambersare 1ocated.belowthe sea surfacein
dnlling but notnecessarily in transportation mode, and columns from the

buoyancychambers give additionalbuoyancyand support for the platform,
whichis alwayskept abovethe water level. Whilednlling, the unitsare held

on location by anchors or dynamic positioning. Only the demck will be
higher than65 metresabove sea level. The draughtsof semi-submersiblesin
transport conditionvary, but accordingto information availableto Denmark

only one of the serni-submersiblesbuilt by Rauma-RepolaOffshoreOy has-a
transitdraughtof more tha7.6 metres.

53. Jack-Ups have- often tnangula-hulls which floatduringtransport

and are supported on long legs standingon the sea floor during drilling
operations.DuMg transportnearlythe fullleg length willbe abovesea level.
DuMg transport of jack-ups normallyboth the legsand thedemck will be

higher than65 metres. The legs of the largest existing platform designsare
close to200 metres high.The draught of jack-up platformswhen towed or

floating is normally betwee4 - 6 metres. While towing is the normal
procedureof transportingjack-ups, carriage by heavy-lift shipsis often used
for transport oververy long distances.The draught of these heavy-liftships

dunng transports may be between 6 - 10 metres depending on the load
carried. When towednone of the jack-ups builtby Rauma-RepolaOffshore

Oy hasa transitdraughtexceeding6.4metres.

54. A listof alldnll ships, semi-submersibles,andjack-upsproducedby
Rauma-Repola Offshore Oy in the period 1974 - 1990 is submitted as
Annex 15.The list gives the name, deliverydate, and transit draughtof each

drillingunit. Anne15 should beread in conjunctionwith the Rauma-Repola
Offshore Oy Sales Folder (Annex16) showing photographsof each of the

driiiingunitsproducedby theyard in the per1W4 - 1990.

55. It might beinferred from Finland'sApplication and Requestheha
GreatBeltis the onlywaterwayavailable to the Finnishoffshorednlling units
for passagetoand from the Baltic. This is not correct. Al1of the Finnish

produceddrill shipsmaysaiandall of the Finnish producedjack-upsmabe
towed through the Sound. As statedabove in paragraphs-445,the Sound

has an officiaiminimumdepthof7.7 metres,and Annex15 demonstratesthat
aiidrill shipsandjack-upsever producedby Rauma-RepolaOffshoreOy havetransitdraughtsof considerablylessthan7.7metres.Thus, the East Bridge of

the Great BeltProject will notprevent the passage of Finnish drill ships or
jack-ups to and from theBaitic, as ail of these units may be transported

throughthe Sound without any technicalmodificationsto their design.

56. Based inte aliaon the transit draught specificationsof Annex 15
Denmark is of the opinion that aiso most of the semi-submersible drilling
units producedby Rauma-RepolaOffshoreOy maybe transported throughthe

Sound withouttechnicalaiterations.The draught figuresquoted in Annex15
are for normal transit conditions.For passage throughthe protectedDanish

straits the transit draughtof a semi-submersiblemay if necessarybe reduced
even belowthe quoted transitdraught by using less than full ballastor by

limitingthe loadcanied.

57. The very few semi-submersibledrilling units that due to their
draughtwill not be able topass throughthe Sound,will haveto use theGreat
Belt. For thitypeof unit, passageunderthe EastBridgewithits clearanceof

65 metres willmerely require that part of the drillingtower (derrick) is left
unassembleduntil after passage of the bridge. Subsequent assemblyof the

derrick is a relativelysimple operationthat in some cahas been executed
on Danish dnlling units at sea withoutdocking at a yard. Such subsequent

assemblyof the demck is standardprocedureat a numberof offshoreyards
throughoutthe world locatedbehindbridgeson nvers or canais.

58. In the opinionof Denmark, subsequent assemblyof the demck of a

semi-submersibleis thus the only modificationrelevanto the discussion of
thecontinuedpassageof the Finnish units throughthe Danishstraias al1the

Finnish drillshipsandjack-upsand themajorityof thesemi-submersiblesmay
be transportedthrough the Sound. In its Request, paragraph 8, Finland has

aiiegedthatcompletingtheconstructionof the unitafterpassageof the bridge
will involve an additional costof USD 7.5 - 13.5 million per unit andan

extensionof the date of deliveryof 4 months.These figurescannotrefer to
subsequent assembly of the demck of a semi-submersible.According to
Danish experts, completing the assembly of the dnll tower of a semi-

submersibleafter passageof the bridgewill take less thanone week andcostless than USD 1 million. The figures quoted by Finland are thus either

irrelevantor grosslyexaggerated.

59. In its estimate of the expected volumeof Rauma-RepolaOffshore
Oy's futureproductionFinlandstatesthatthe yard will havea demandfor 10

- 20 drill ships and oil rigs in the 1990s, see the Request, paragraph 9.
Obviously,the volumeof future productionis by naturedifficultto predict.It

shouldnotbe overlooked,however,thataccordingto informationavailableto.
Denmark Rauma-Repola Offshore Oy produced its last mobileoffshore
drilling unit in 1985 andsincethen the yard has onlyassembledtwojack-ups

in 1988and 1990. Mobile Offshore Drilling Units

Different Design

During transport the legs of the

Jack-up platform are raised so
that the lowermost part of the
legs are directly underneath

(the floating) Platform.

Semi- Submersible
Drilling Platform

Jack-up Drilling Platform
(in Drilling Position)

Drill shipF. Vertical Clearance of Existing Bridges across InternationalStraits and

Waterways

60. The legal implicationsof the constructionof the East Bridge with
respect to the right of innocent passage willdealt with below in Part II,.

The Law, where it will be demonstrated that international law does not
prohibitthe buildingof bridges across internatistraitsas longas existing

shippingtraffic is not hamperedby the construction.

61. Internationalstraits with a status similar to that of the Great Belt
existin Turkey andin Japan.

62. The BosphorusBndges in Turkey built in 1973and 1988both have

vertical clearanceso64 metres, restrictingthe heightof ail vesselssailingto
and fromBulgaria,Rumania,andthe BlackSeaports of the Soviet Unionand

Turkey.

63. In Japan, the Kanmon Bridge from 1971 has a clearanceof 61

metres. The bridges connectingHonshuand Shikoku havea clearanceof 65
metres.

64. Bndges arealso to be foundacrosscanaisopento international ship

traffic, with the following vertical clearances.

Panama Canal, Panama 65 metres
KielCanal, Germany 42 metres

65. Across theentrantesto majorportsserved by internationalshipping

routes the vertical clearanare: VerrazanoNarrowsBndge, New York 66 metres

GoldenGate Bridge,San Francisco 67 metres
Bay Bridge, SanFrancisco 65 metres

LionsGate Bridge, Vancouver 60 metres
TagusRiver Bridge,Lisbon 70 metres (due tolocai topography)

MaracaiboBridge,'Venezuela 45 metres
GuanabaraBay Bridge, Riode Janeiro 63 metres

SidneyHarbour Bridge,Sidney 52 metres
~lvsborg Bridge, Gothenburg 45 metres

YokohamaBay Bridge, Yokohama 55 metres

66. The clearances Vary between 42 and 70 metres. Apart from the
extremes,it is obviousthat the clearancesconcentratearound-065 metres.

Ali of the aboveclearance figuresare basedon officialsea charts.

67. A bridge clearance of 65 metres takes account of the maximum
height of wntemporary ships and may now be considered an "international

standard" for bridgeheights.

G. The Effects of an Interruption of the Great Belt Project

68. Should the Court comply with Finland's Request for provisional
measures thereby suspendingthe motonvay part of the Great Belt Project
major losseswillbe sufferedby AISStorebŒltsforbindelseas wellas by the

Danish society in general. The fact that the Great Belt Project has already
progressedto anadvancedstagehas asignificantbearingon themagnitudeof

theselosses.

69. The lossesinflicteduponA/SStorebŒltsforbindelseif the workson
the East Bridge were to be suspendedfor a three year period, Le., from

1 August 1991 to 31 July 1994 have been calculated by AIS
StorebŒltsforbindeLreas follows:Increasedproject
costs (excluding
interest): DKK 850 million USD 126 million

Increasedinterest

costs (including
intereston the
investmentsin the
motonvaypart of
the West Bridge: DKK 1,050million USD 156 million

Loss of net eamings
due tothe delayof

the openingof the
futedroad link: DKK 1.150million USD 171million

In total: ySD 453 millioq

70. The amountsare given as net present valuesas of July 1991.Inthe

calculationsa rate of inflationof 5 per cent. per annum anda 10 per cent.
interestrate per annumon debt has been used.

71. The increased project costs include preparation of design,
prequalificationof tenderers, invitation to tender, evaiuation and award of

contracts,pnce changes, and additionaiexpensesincurredby the headoffice
of A/SStorebŒltsforbindeken.

72. AU investmentsin the road linkare to be paid by toll fees from the

users. A delay of the openingof the East Bridgewill cause a loss of net
earnings fromtolifees.

73. In the Danish Parliament's decision to establish the Great Belt

Project the positive impact of the Project on the economy of the Danish
societyhas playeda decisiverole. On the basisof thepresentbudgetand time

scheduleof theProject, the socialrate of retum on thetotal GreatBeltProject
has beencalculatedat 11.8per cent. per annum.

74. The calculationof thecostlbenefitof the GreatBeltProjectis mainly
based on an estimate of the time saved by the users and the anticipatedreductionof costs forpurchaseandoperationof ferryboats.It alsoincludesan

estimateof the particular logisticadvantagesfor industryand trade that will
be createdby the Project.

75. A delay inthe motonvaylink willcausedifficultiesfor the planning

in those sectorsof the Danishsociety thatare dependenton or influencedby
the motonvay link.

76. The ferryboat companies operatingthe present lines between the
Easternand the Westernparts of Denmarkwill have to changeplans ata late

stage dueto a delayin the motonvay project.A delay willhavean impacton
decisions conceming investments, major repairs, and lease contracts in

relation tothe ferry services.

77. Town planningrelated to the developmentof sites presentlyused in
connectionwiththe ferryboatoperationswill beadversely affectedby a delay.

78. Long-termemploymentplanningfor workforcesinareascloseto the

constructionworks and inother regionsof Denmarkprovidinglabour for the
Project wiii be detrimentallyinfluencedby a delay.

79. Within trade and industry, the already commenced process of

adjustingtothe new, faster meansof communicationbetweenthe Eastem and
Western partsof Denmarkwillbe disturbed.Theanticipatedrationalizationof

the logisticpertainingto stockand storagewill be postponed.

80. The return on the major investmentsmade in order to connect the
existing motorway system to the Great Belt Project will be deferred by a

period correspondhg tothe delay.

81. A suspensionof the workson the EastBridgewill, therefore,havea
substantialnegativeimpacton the economyof the Danishsociety. PARTII

THELAW 82. The Statuteof theCourtprovidesin Article41 that"(t)heCourtshall
have the powerto indicate,if it considersthat circumstancesso requise,any

provisionalmeasureswhichoughtto be takento preserve the respectiverights
of eitherParty."

83. The objecî of this provisionhas been explainedby the Court in its
case law onArticle41 andmaybe summarizedas follows:

(1) Article41 has asits objectto preserve the respectirightsof the

partiespendingthe finaljudgmentof the Court;

The Court'spower to indicate provisionalmeasures presupposes
(2)

-- that thereis a nsk ofirreparable prejudice to nghts which

are the subjectof disputeinjudicial proceeding,
- that the measures requestedare a matterof urgency,

- that the rights claimed in the Application, prima fmie,
appearto fallwithinthepurviewof the Court's jurisdicrion:

(3) The Court'spower underArticle 41shall only beexercisedif the

circmtances so require.

84. The Court'sjuridiction is not indisputein sofar asboth Denmark

and Finland according to their longstanding tradition of adhering to
proceduresfor peacefulsettlernentof international disputeshaveacceptedthe

Court's juridiction under Article 36 of the Statute.The Governmentof
Denmarkthereforewishesto concentrateits observationsfirston the question

relatingto Finland's alleged right of passage for oil rigs, drill ships and
reasonably foreseeable ships, secondly on the questions relathg to the

conceptsof "irreparableprejudice"and "urgency"andthirdlyon thecondition
that circumstancesrequire thatprovisionalmeasures beindicated. B. The AllegedRight

85. Finland contends that it hasan absoluteand unconditionalnght of
unimpeded passage through the Danish straits for certain industnal

installationsand structuresup to 170metreshigh,designedfor theexploration
and exploitationof the naturalresourcesof the continentalshelfor the subsoil

of the highseas.

86. The question which arises is whether, by erecting a toweron the
deck of a ship or by building floating industrial unitsof an extraordinary

height, Finlandhas becomeentitledto demanda fundamentalalteration(anda
suspension penderuelire) of the current project based on a clearanceof 65

metres. This clearancehas not been met with any objectionsby other States
and hasbeenappliedin similarinternationalstraitssuchas the Bosphorusand

certain Japanese straits.

87. A first observationis that Finland is not only invokingan absolute
and unconditionalnght, but also an elastic one, by refemng not only to

present drill ships and oil ngs, but also to future ships(para. 27 of the
Application). Such a claim, if accepted, would grant Finland a permanent

nght of veto over any installationor bridge which Denmark may consider
necessaryto build inits temtory andacrossits temtonal waters.In effect, the
alleged Fimish nght would increasein its dimensionsso as tocorrespondto

the increasedheight that any private Finnishcompanydecidesto give to the
"foreseeable"oil ngs, floatingplatformsand other structures it might build

for oil exploration and exploitation.

ReasonableConriderations

88. Obviously,there cannot be such an absolute and elastic nght. The
Courtis in thepresenceof a conflictbetween twonghts, neitherof which can

be absolute:the nght of passage throughthe Danishstraitsfor merchantships
of ail Statesand theequallyuncontestablenght of Denmarkto erect a bridge

that willestablish a necessaryand longdue communicationbetween two of
the highlypopulatedislandscomposingits temtory. 89. But here the dispute is not the traditional conflictconcerning

international straits, between the temtonal State and the international
community as a whole, interestedinthe freedomof navigation throughstraits

serving asroutes for the bulkof the world'sshippingtrade.

90. The international community as awhole, by its silencewith respect
to Denmark'snotificationhas shownitselfto be satisfiedthat thebridgeunder
construction willnot interfere with the nght of passage of their ships,.

whatever their flag. It is only Finland which hasbelatedly questioned the
project.

91. Andas in every situationof conflictarising from acollisionbetween

two claimedrights, the solutionhas to be foundedon a comparisonof the
claimsand a determinationof whichis the morereasonableone. One testof

reasonablenessis the fact thatthe international communityhas accepted the
projectedbridge. Anothertest of reasonablenessresults from a comparative

balancing of the foreseeable damaging effectsfor the two countries and
peoplesinvolved (seeparas. 68 -81 above).

92. Yet another test of reasonablenessis the comparisonbetween the

social damagethat wouldbe inflictedon the populationof both countriesby
givingprecedenceto one or the otherof the claimednghts.

93. From the FinnishRequestit followsthat since 1972,18 years ago,
"thecompany has built altogether23drill ships, semi-submersibleandjack-up

oil rigs". Discountingthe initial years, the outhas been roughly of one
drilling uniper year. In the opinionof the Govemment of Denmark, the

possiblesocialdamagingeffectsto Finland, if any, are limited.

94. On theother handthe social repercussionsfor the Danish population
and societywhichwouldresult from acancellationor suspensionof the Great

Beltprojectwouldbe enormous.

95. The Great Belt is a very significantbamier to traffic between the
different parts of the country. The fixed link will reduce transporttime

betweenthe two parts of Denmarkby more than one hour each way andat
peak timesby much more. That meansthat both the transportof goodsandbusiness tripcan take place withina normalworkingday. That initself will
mean great savings to Denmark's economy added to which there are the

advantagesof the possibilitiesthe linkoffers for a more rationaiorganization
of production, transport and storage distribution.The fixed link will aiso

increase the possibility of mobility on the labour market facilitating
commuting across theGreat Belt.

LegalConsiderations

96. In paragraphs25and 26of the Application, theFinnish Govemment
refersto threeinstrumentsgovemingthenght of passagein theDanishstraits:

the 1857Treatyof Copenhagenon the Abolitionof the SoundDues, the 1958
Geneva Conventionon the Territorial Sea and the ContiguousZone and the

transitpassage rkgimeof the 1982UnitedNations Conventionon the Law of
theSea.

97. However, the transit passageregime inPart III of the 1982Law of
the Sea Conventionis not applicableto the Danishstraitsbecauseaswillbe

demonstrated below,these straitshavetheir own treaty regime.

98. At UNCLOS III Denmark and Finland CO-sponsoreda proposal
(AIConf. 621C.21L15 )iming at exemptingstraits less than six miles wide

between the baselines, like the Danish straits, from the regime of transit
passage.

99. The negotiationsresultedin a gened clauseof exemptioncontained
in Article35of the Conventionin Par tII under the title "Scopeof tPart"

which States:

"Nothing inthisPar affects:

(c) the legai rkgime instraitsin which passageis regulatedin whole
or in part by long-standing intemational conventionsin force
specificallyrelatito such straits" The1958GenevaConvention

100. On the other hand, the 1958 Conventionon the Temtoriai Sea is

relevant since both Denmark and Finland have ratified it. But the 1958
Geneva Conventiononly containsa singleprovisionconcerningstraits,thatin

paragraph 4 of Article 16. And this is an incidental provision,forbidding
suspensionof the rightof passagein straits used for internationalnavigation.

This prohibition,acceptedby Denmarkand also a part of customarylaw,iç
not relevantto the present dispute.

101. With thatexception,the 1958 Convention doesnotdealdirectlywith

passagethroughstraits. Thismatteris fullygovemedby the samerules which
are applicableto "innocentpassage"through theterritorialsea. Thus, passage

through straits ia derivative and incidental corollary of innocent passage
throughthe temtorial sea.

102. While the 1982Conventionon the Law of the S& proclaims in

Article 38 a right of passage through straias a separate and independent
nght, there is no equivalent or similar right proclaimed in the 1958
Convention.

103. AUthe* is, is a nght of "innocentpassage" throughthe temtorial

sea,granted byArticle 14 ofthe 1958convention to "shipsof ail States".

The1857TreatîesandFinland's PositioninRespectrothem

104. But basically, as it results from Article 35 (c) of the 1982
Conventionon the Law of the Sea the Danish straitare govemed by two
~.
treatiesof long standing.Theseare the Treaty for the Abolitionof the Sound
Dues betweenDenmarkon the one hand and on the other Ausuia, Belgium,

France, GreatBritain, Hanover, The Hansa Towns, Mecklenburg-Schwerin,
the Netherlands,Oldenburg, Prussia, Russiaand SwedenlNorway,signed at

Copenhagen, 14 March 1857, and the separate bilaterai treaty between
Denmarkand the UnitedStates, signedat WashingtonD.C., 11April 1857.

105. It is to be noticed that Finland is not one of the Parties tothese

agreements.It may,however, invokethe rightof passagegrantedby the 1857Treaties, as a third party beneficiary, in accordancewith Article 36 of the

Vienna Conventionon theLaw of Treaties. But, as a third partybeneficiary
Finland cannot claim nor exercise additionaior more extensive nghts than

those enjoyed by the actual parties to the Treaty. The partiesto the 1857
Treaties haveaccepted aclearanceof 65 metres as being sufficientfor the
exerciseof their rightof passage throughthe Danishtemtorial sea. Finland,

not a Party, wnot legitimately invokeadditionai rightsor a morefavourable
treatmentthan the one acceptedby theparties to the 1857Treaties.

106. There cannotbe two differentmeasuresfor the nght of passage: an

elasticone forFinland, eventuallymorethan 170metres high,anotherfor the
contractingpdes, 65 metreshigh.

Scopeofthe1857TreBties

107. To definethe scopeof the 1857Treatiesattentionmustbe paid toits

objectand purpose,according to therules of interpretationin'Article27(1)of
the Vienna Conventionon the Law ofTreaties.

108. The object of the 1857Treaty is defined in the treaty itself in the
following terms: "la suppressioncompleteet àjamais de tout droit perçusur

les naviresktrangenet leun cargaisons à leur passage par le Sund et les
Belts".

109. From this definitionof the objectand purposeof the 1857Treatiesit

results that theyhavein mind "navires marchands",merchantvessels, since
the teflrefers to "naviresetrangerset leurscargaisons".Theoil ngs anddrill

ships are not supposxi to transportcargo and consequentlycan hardly be
described as "merchant ships" according to thedistinctionprevailingat the

time between "merchantvessels" and "warships", which were subject to a
differentregimein accordancewith the 1857Treaties.

110. Professor Briiel, a recognued authorityon the rigime of straithas
stated, in inte~reting the 1857Treaty that:

"si l'on interprêtainsi le trait6selon sonobject strict, quiest d'abolir

une taxesur le passage des naviresmarchands dont la perceptiona cesséd'etrejugéecompatible avec les droits.e 1'Etatriverain sur un
dktroit intemational, il est a présumer que lesbâtiments de guerre

échappent ses dispositions"(Lesdirroirsdanoisaupointde vue du
Droit Inremional, Recueil des Cours de l'Académiede Droit

Intemational,Vol. 55, 1936,p. 621).

111. The 1857 Treaty,applicableonly to "merchantships" is even more
restrictivethan the régimeof the 1958Convention andof courseof the 1982

Convention.

112. This differencein the moreor less liberal position concemingthe
passage of ships is no obstacle to the application of the long-standing
Convention of 1857, as exempted from Part III of the 1982 Convention

(Article 35 (c)).

113. The specialistswho havestudiedthe régimeof straitsunderthe 1982
Conventioncoincidein affirmingthat:

"ifa conventionof long-standingexemptby Article35(c)calls for the
applicationof a morerestrictiverégimethanwouldbe appliedunderthe

1982 Convention,the morerestrictiverkgimewould take precedence"
(Prof:H. Carninos,ne LegalRkgimeof Straitsin the 1982 United

Nations Conventioo nthe Lawof theSea, Recueildes Cours,Hague
Academy, Vol. 205 (1987V) p. 135).

114. Andin almost identical termsit is saidby ProfessorTrevesthat:

"si une conventionde longue date prkvoit dans un détroitun régime

plusrestrictifdepassage quecelui quiseraitapplicable auxtermesde la
Convention, ce régime restevalable" (Dupuyet Vignes,Trait&du
Nouveau Droitde laMer, T.Treves,La Navigation p. 793).

115. In conclusion,Denmarkaccepted in1857,in responseto the interest
of the internationalwmmunity in free maritimenavigation andtradceriain

well definedlimitations toits sovereignrights. 116. It would not be fair and reasonable to interpet the long-standing

commitments assumed in 1857 as imposing upon Denmark a sort of
permanent and expanding servitude "non-ed~~îcand oi"er its own territory

which wouldprevent its economic progress and impede the public works
requiredfor the well-beingof its population.

Cusromary International aw

117. In paragraphs25 and 26 of the Applicationthe FinnishGovemment
also refers to international customarylaw in support of its claim of an

absoluteand unconditional rightof passage throughthe Danishstraits. But no
evidenceof that contentionhas beenadvancedin the Application.

118. Denmarksubmitsthatan absoluteand unconditionairightof passage

through the DanishStraits has no foundationin intemationalcustomarylaw.
No rule of customary law can be invokedwhich prohibits the buildingof

bndges across internationalstraias long as existing shippingtraffic at the
timeof the constmctionis not hamperedby the constmction.

119. Bridgeswith clearancessimilarto that ofthe East Bridgeacrossthe

Great Belt have been built across internationalstraits, e.g., in Turkey and
Japan.

120. No objections having been voiced against the constructionof the
bndges across the Turkish and Japanesestraits, topiniojurisamongstates

must be that contemporary international law on the subject supportsthe
conductof Turkey,Japan and Denmark.

121. This legai position is further confirmedby the fact that during the

Third United NationsLawof the Sea Conferencean attemptwas madeat the
early stage of the Conference to have inserted into the future text the

following provision:"The coastal State shall not place in the straits any
installationswhich could interfere with or hinder thetransit of ships". The

proposalwas containedin Doc. AICONF.62lC.21L.11of 17July 1974,Art.
1, 2 (f) sponsored by Bulgaria, Czechoslovakia., German Democratic

Republic, Poland,Ukranian Soviet Socialist Republic and Union ofSoviet
SocialistRepublics. The Elementof Urgency

125. It followsfrom thepracticeof the InternationalCourt of Justicethat
provisionalmeasures can be applied only if the prejudice to the Applicant's

nghts is imminent,seee.g., NuclearTestsAusrruliav.France(1.C.J.Repons
1973 ,. 104, para. 26,Order of 22 June 1973),NuclearTestsNewZealand

v. France(I.C.J. Repons 1973 p. 140,para. 27,Orderof 22June 1973),and
Trialof PakistaniPrisonersof War (I.C.J. Repons 1973, p. 330, para. 14,.

Orderof 13July 1973).

126. Finland submits as its pnmary submission that theCourt should
indicate toDenmarkto "refrainfromcontinuingor otherwiseproceedingwith
suchconsrrucrionworksin connectionwiththeplannedbndge projectoverthe

East Channel of the Great Belt as would impede the passage of ships,
includingdrill ships and oil ngs, to and from Finniports and shipyards"

(Emphasisadded). However, no impedimentto the passagewiii be in place
before the end of 1994,see paragraph33 above Le., at a point when which

the presentcasecan be finallydecidedby the Court.

127. In their secondarysubmissionFinlandasks the Court to indicateto
Denmarkto "refrain from anyother action that mightprejudicethe outcome
of the present proceedings". No specific measures are indicated but in

paragraph 11of the Requestreferenceis madeto the signingof contractswith
regard to the constructionof the East Bridge. This question, however,is a

matter which cannot in itself prejudice Finland'saileged nght to passageof
the Great Belt.

128. From Finland'sown submissionsit thusappears thatno prejudiceto

Finland'sailegedright is imminent.

129. The descriptionin paragraphs43 - 59 above on the passage route

through the Sound and the Finnish Mobile Offshore dnlling units further
reveals that the constructionof the East Bridgein the Great Belt hardly

representsGy practical hindrancefor the passing of these units through the
Danishstraits. Consequently,there existsno urgencyjustifiing the indication

of provisionalrneasures. 130. It ais0 seems relevantto raise the followingquestion: Can there be

"urgency" after the striking passivity shownby Finland with regard to the
present case? Since 1918 Finland has had a diplomatic representationin

Copenhagen. It is to be assumedthat in the lightof the statedinterestsof
Finland in the conditions of passage in and through theDanish straits

(Applicationpara. 11 and 12), the Embassy would have been watching
carefullydevelopmentsin Danishpoliticsconcemingthe plansfor establishing

a futedlink over theGreat Belt -a histonc connectionof the two mainpaits.
of the realm. These developmentshave beendescribedin paragraphs11 -24

above.

131. The silence by Finland throughal1these years must be interpreted
simplyas Finnish acquiescence inDenmark's rightto constructa high-level

bridge acrossthe Great Belt.

132. The real elementof urgencyarosein 1977whentheDanish Ministry
of Foreign Affairs issued its first Circular Noteon the ~nd~e Project. No

reactionfromFinlandwasforthwmingalthough theFinnishOffshoreIndustry
at that timedid producedrilling unitswhich wouldnot be able to pass under

thebridgefullyassambled.The secondCircularNoteof 1987explicitlystated
that a possibility existedto construan irnmersedtunnel insteadof the high-
level bridge. This was the last cal1for Stateshavingproblemsfor theu ships

passing the Danish straits to express and explain those problems to the
Govemmentof Denmark.As the Circular Noteof 30 June 1987did notgive

risetoany reactionfrom States, the Govemmeno t f Denrnarkproceededwith
the actuai planning and implementationof the project as a whole. The

CircularNoteof 24 October1989simplyconveyedsupplementaryinformation
on theactualstatusof the GreatBefilink includingthe informationthatit had

. been decided to construct a high-levelbridge of 65 metres over the East
Channel. At that time the elementof urgency would appear to have been

overtakenby events in the sense that it would be almost impossible to stop
even this part of the entire project. Nevertheless,it was notuntil June 1990

that the first representationwas made by Finland to the Danish Ministryof
Foreign Affairs(see para. 39 above)Le., at a time when constructionworks

on the currentprojecthad beengoingon for almosttwo years. 133. In short, it seems fair to state that successiveDanish Govemments

have since the 1970s taken great care when planning the construction of a
fixed link over the Great Belt to take intoaccount the existingtrafficof ships

throughthat strait. The accredited foreignmissionsin Copenhagenhavebeen
duly informedand notified aboutthe plans. No objectionshave been raised,

but one special request was made by the Soviet Union to increase the
clearancefrom 62 metres to65 metres. Finland has never before reacted to

Denmark's plansand notifications.The Danish Govemmenthavingacted in.
good faith aiidong cannot, therefore, acceptto be stoppedin the middleof

a legitimateenterpriseby an objectionwhich is longoverdue.

134. Howcan therebe urgencyin the lightof sucha strikingpassivityby
the Applicant? If a State cannot rely upon the reactions of other States,
express or tacit, to its diplomatic communications,grave insecurity and

instabilityin international relationswouldbe the consequence.In particularit
wouldseem dangerous to the stabilityand predictabilityof relationsbetween

States if the Court would useits power under Article 41 of the Statute to
declare that longstandingpassivity vis-à-visconcrete communicationson a

specificprojectis no hindranceto issuinga temporaryban on the continuation
in wholeor in part of that project. Suchpassivity shouldnot be rewardedbut

actas an estoppel against furtherinthe matter.

Reparabiliryof thedamagein the presenrcase

135. In realitythe present caseis abouteconomicexpenseson thepart of

a private Fish Company,and the fact that Finland has not includeda
demandfor compensationin the Requestfor provisionalmeasuresshouldnot

be overlookedby the Court. The concept of expenses and compensationis
extensivelydealt with in paragraphs 18and 23 in the Application,and in the

SubmissionsFinlandreservesinpam'cularits nght to claimcompensationfor
any damageor loss &sing from the bridge project. In paragraph 18 in the

ApplicationFinlandhasestimated the additional cosf tor constructingthedrill
shipsandoil rigs in a waywhichensurespassageunder the plannedbridge to

aboutUSD 7.5 - 13.75millionfor eachconstruction.In this way Finlandhas
aclaiowledgedthat the case is about the costof manufacturingthe drill ships

and oil ngs in a different way than now and about the cost of modifying
already existing drill ships and oil ngs. The contentionin the Request inparagraph 12 that Finland's losses cannot be offset by compensationis in

remarkablecontradictionto the Application.

136. Against this background the question of provisional measures

emergesin a different light. TheRequestfor provisionalmeasuresmustnow
be assess ensucha way as to establishwhetherthe allegedrights infringed

by Denmarkmay be made good by compensation.This test was appliedby
PresidentHuber of the PermanentCourt of International Justicein tcaSe

concerning theDenunciutionof the Treatyof November2nd,1865, benveen
China andBelgiwn. In grantingprovisionai measures President Hubrased

his decisionon the factthat theallegedinfraction "could not be madegood
simplyby the paymentof an indemnityor by compensationor restitutionin
some other materiai form" (P.C.I.J., SeriA, No. 8, Order of 8 January

1927). In the present case before the International Court of Justice the
oppositesituationseemsto exist.

137. The Governmentof Denmarkthuscontendsthat anypossibledamage

to Finland may be compensated,and no i~~eparablprejudiceor darnageas
faras Finland is concemed will ensue if the requestedprovisionalmeasures

are not granted.This shouldin the opinionof the Governmentof Denmarkbe
given considerableweightwhen the Court makesits decisionon the Request
for provisionalmeasures.

138. Furthemore, it shouldbe pointedout that the economicdamagethat

would be causedto Denmarkby a suspensionof the projectedconstructionof
the East Bridgeas set out in paragraphs6- 81 above would be out of ail

proportionsto the extra cost involvedfor the Companyof Rauma-Repola.To
grant provisional measureshaving such a disproportionate effectwould not

renderjustice to the Kingdomof Denmark.

D. Circumstances of thePresent Case

139. In light of the considerationsset out above the circumstancesof the
presentcase do not in the view ofthe Governmentof Denmarkcal1for any

provisionaimeasuresto be indicatedby the Court.141. The Govemmentof Denmarkrequeststhe Court

(1) To adjudgeand declare that, in the lightof the law andthe facts
outlinedabove,the Request ofFinlandfor an order of provisional-

measuresbe rejected.

(2) In thealternative,and in theeventthat theCourt shouldgmt the
Request in whole or in part, to indicate that Finland shall
undertaketo compensateDenmarkfor anyand al1lossesincurred

in complyingwith such provisionalmeasures, should the Court
rejectFinland's submissisn the merits.

(SigneTdYGE LEHMANN

Agent oftheGuvernmenr
oftheKingdoo mDenmarkMAP l

ExitIEntrance Baltic Sea

Drogden dredged channel with
minimum depth 7.7 m

Route T 17.0 mMAP II
Danish territorial sea with
interna1 watersMAP III
Store Bælt
Relevant area.LIST OF ANNEXES

ActNo. 414of 13June 1973on the Constructionof a Bridgeacrossthe
Great Belt
Circular Note from the Danish Ministry of Foreign Affairs dated

12May 1977
Note from the Embassy of the SovietUniondated 29 March 1978

Note from the Danish Ministry of Foreign Affairs tothe Embassyof
the Soviet Uniondated 28June 1978

Note from the Embassy of Poland date6 December 1977
Note from the Danish Ministry of Foreign Affairs to theEmbassyof

Poland dated3 July 1978
Act No. 380 of 10June 1987on the Constructionof a Fixed Link

across the GreatBelt
Circular Note from the Danish Ministry of Foreign Affairs dated

30 June 1987
Sketchof the FixedLink across the GreatBelt

Report fromDer Norske Ventasdated 10March 1989
Circular Note from the Danish Ministry of Foreign Affairs dated

24 October1989
Note from theEmbassyof Finlanddated 19June 1990

Note from theDanish Ministry of Foreign Affairsto the Embassy of
Finlanddated 11July 1990
Note from theEmbassyof Finlanddated 5 November1990

List of Rauma-RepolaOffshore Oy's Productionof Mobile Offshore
DriilingUnits in the period 19-41990

Sales Folder from Rauma-RepolaOffshore Oy on Mobile Offshore
DriiiingUnits Unofficial Translation
Original: Danish

Act No. 414 of 13 June 1973on the constnictionof a bridge
across the GreatBelt

WE MARGRETHETHE SECOND, by the Grace of God Queen of Denmark
hereby make known: The Folketing haspassed and We have given
Our Assent to the followingAct:

Construction works

Section 1. The Minister forPublic Works shall be empowered to
let the undertaking Statsbroen Store Balt constructa bridge
across the Great Belt, cf. section 5 of this Act.
The construction worksshall consistof a high-
Slevel bridge across the Eastern Channel and a low-level bridge
across theWestern Channelwith a six-lane motorwaywith
emergencylanes and two railwaytracks. The design of the high-
level bridge shall allow for the necessary navigational
clearance.

Section 3. The Minister for Public Worksshall be empowered to
to provide link-up to roads and railways and in this respectto
authorizethe relocation of Kors0r and Nyborg railway stations.

Subsection 2. The Minister for Public Worksshall stipulate
which partsof the overall construction works to be assigned to
the bridgeproject, to the railway link and to the motorway
works, respectively.
Section 4. The Minister for Public Worksshall be empoweredto
close down the Danish State RailwaysJsferry service across the
Great Belt after the completionof the bridge.

Administration

Section 5. The Minister for Public Worksshall establisha
Store Baelt,which shall be in charge of the design, in its
capacity as client construct thebridge link, as well as
operate it.

Section 6. StatsbroenStore Balt shall keep-separateprofit
and loss accountas well as prepare separatebalance sheet. The
undertakingJs assets and liabilitiesshall be separatedaccoun-
shall beeliable for the undertakingJsfinancial obligations.

Subsection 2. The cash funds of StatsbroenStore Balt shallbe
separated from theassets of the State ingeneral. Section 7. The own capitalof statsbroenStore Belt shall
comprisecontributionsmade by the Stateand reservesput aside
once the bridge is operating.

domesticor foreign loanswhich areraised followingnegotia-
tions with the Minister for Economicand BudgetaryAffairs.

Section8. The Ministerfor Public Works may lay down general
or specific instructions and directivesfor StatsbroenStore
Belt. He may direct that thedecisionon certain groupsof or
individual specifiedmatters shall restwith him.
Section9. The managementof Statsbroen StoreBalt shall
consist of a Board of Directorsand a ManagingDirector,who is
in charge of the day-to-daymanagement.

Section 2. The Board of Directorsshall be composedof five
Minister for Public Works, who alsoappointsa chairmanamong
the members. One membershall be appointedupon recommendation
by the Minster for Economicand Budgetary Affairs. One member
shall representspecial expertknowledgewithin buildingand
construction.

Minister for Public Works shalladecide on a matter.he

Toll charges

Section 10. A toll shall be levied on the use of the bridge,
for Public Workswith the approvalof the ParliamentaryinFinance
Committee.

Other provisions

to acquire real property,by way of agreement orlcompulsoryred
acauisition.necessarv forthe com~letionof the construction
wo;ks in accordancewith sections i-3 of this Act.

Section 12. The Minister for Public Worksshall be empowered
to initiatepreliminary investigationa snd commencework on the
is established.Any expensesdefra ed before the establishment
of StatsbroenStore Bælt shall be Xncluded in its balance sheet
after the establishment.

Given at Christiansborg Castle on 13 June 1973

Under Our Royal Hand andSeal

MARGRETHE R.
/Kampmann , .
.-
, MlNlSTRY OFFOREIGN AFFAIRS
R.111. File No. 55.D.33.

Annex2

Circular Note

In adopting Act No. 414 of June 13, 1973, the Danish
Folketing (parliament) endorsed erection of a bridgë
for vehicular and rail traffic across the Great Danish
Belt. Const~-uctionplans are now being prepared. As
the Great Belt is a fairway traversed by ships from
many countries the Ministry of Foreign Affairs consid-
ers it appropriate to provide the following information
about the project:

The planriedGreat Belt bridge will feature a high-level
bridge across the eastern channel (asterrenden) and a
low-level bridge across the western channel ester-
renden). The construction of the section across the
eastern channel will, in conformity with International
Law, allow international shipping between the Kattegat
and the Baltic Sea to proceed as in the past.

The planned bridge, having a six-lane motorway with
emergency lanes and two sets of railway tracks, will
set out from Zealand at Halsskov north of the ferry
port, pass the eastern channel, traverse the island of
Sproga, pass the western channel and merge with the
coast of Funen north of the Knudshoved ferry port. The
distance between the coasts of Zealand and Sproga along
the selected bridge line across the eastern channel is
approx. 81 kms. The actual bridge will be at least 5 kms
long while the balance of the distance will be taken up
by causeways. The distance between the coasts of Sprogn
and men along the selected bridge line across the
western channel is approx. 8 kms, of which at least
53 kms will be constructed as a low-level bridge and
the rest as causeways.

According to al1 available data the high-level bridge
across the eastern channel will not in any way restrict
passage through the Great Belt by existing ships which
have navigated these waters in the past, and it will be

To

al1 Heads of Mission
accredited to Denmarkpossible to establish two sea lanes, one for northbound
and one for southbound traffic. Both lanes will be lo-
cated within the existing lines of depths of 20 m and
will each have a horizontal clearance of not less than
360 m in the bridge line and not less than 325 inin a
line perpendicular to the direction of sailing. In the
latter width the free vertical clearance for passage

under the bridge will be 62 m above mean sea level.

During the period of construction precautions will be
taken in order to ensure safe passage of ships. When
construction has been completed the traffic separation
which IMCO has approved for the area will be adjusted.

The text of the Act of June 13, 1973, embodying the de-
cision to establish a bridge across the Great Belt has
been made public. Construction is scheduled to begin in

1978 or 1979 and to go on for about eight years.

Copenhagen, May 12, 1977 Annex3

Unofficial translation

NOTE VERBALE

The Embassy of the Union of Socialist Soviet Republicspresents
its complimentsto the DanishMinistry of Foreign Affairsand
has the honour to submit the followinginformation:

By Circular Note dated 12 May 1977 from Denmark'sMinistry of
l Foreign Affairsthe USSR Embassywas informedabout the Danish
plans concerningthe construction ofa bridge across theGreat
Belt. The Soviet side would liketo submit the following
viewpointsin this respect.

The Soviet authorities assume that the constructionof a bridge
across the Great Belt, whichis a sea passagefor international
navigation,and which connectsthe Baltic Sea with the Atlantic
importantsea route or hampertraffic.tatusof this passage as an

The safe and free navigationof the eastern and western part of
the Great Belt should be guaranteedat any time and under any
meteorological conditions, during the period of constructionas
well as when the bridge is operating.In this respect, it is in
particularnecessary thatthe depth ofwater in the Belt's
channels is not changed to a lowerdepth as compared to the
existingdepth, thatthe free height belowthe bridge piers in
the channel allowfor the passage ofships with a mast of a
minimum height of 65 metres, and that the free horizontal
clearancein the channel betweenthe bridge piers is at least
350 metres.
The Note fromthe Danish Ministryof Foreign Affairscontaining
informationabout the plans for construction of a bridge across
the Great Belt causes anxiety, because the Danish side, while
preparingthese plans, has not paid due attentionto the
question concerningthe safeguardingof unhampered passage
through the Great Belt fortraffic.

In the opinion of the Soviet authorities, the low heightof the
bridge across the Western Channelwill not make it possible to
use it forpassage ofships of large or mediumtonnage, thus
increasingtraffic in the EasternChannel and impeding the
possibility of establishing a system of separatedsea routesin
order to increase navigationsafety.The erection of bridge
piers in the Eastern Channel willreduce its width, which may
have the effect thatunder unfavourableweather conditions
traffic will have to be one-way only, that shipsapproaching
bility of overtakingwill be excluded,causing loss of hours of-
operation.

In this connection,the Soviet authorities would be grateful to
get the opportunityto acquaint themselves well in advance with
the technical dataconcerningthe bridge project, in order toscrutinizein more detail the subsequentquestionsand submit
their viewpointsthereon.

However,consideringthe Belt's great importance to inter-
national navigation, not leas to that of the Baltic States, it
would be expedientto have a comprehensiveexchangeof view-
points betweenthe interestedStates in order to discuss the
complex of issues relatingto the bridgeproject.
The Embassyavails itselfof this opportunityto renew to the
Ministry the assurancesof its highest consideration.

copenhagen, 29 March 1978

Denmark'sMinistry of Foreign Affairs
CopenhagenOriginal: Danish Annex4

unofficialtranslation

MINISTRYOF FOREIGNAFFAIRS Ref.: R.111. 55.D.33

2 encls.

NOTEVERBALE

-ByNote of 29March 1978 the Embassyof the Union of Socialist
Soviet Republics raised anumberof questions about theDanish
plans concerning construction of a bridge acrossthe Great Belt
as stated in CircularNote of 12 May 1977 from this Ministry.
In this connectionthis Ministrycan informthe Soviet Embassy
as follows:

That part of Danish territorial sea which constitutt ese Great
Belt is an importantlink in the possibilitiesof passagefor
international navigationto and from the Baltic Sea. It is
againstthis backgroundthat a specialregime for navigationin
these waters has evolved,a regime whichhas proved its Worth
for Denmark'scoastal interests as well as forthose of inter-
any changes in this specialregime.ge projectwill not entai1

As emphasizedin CircularNote of 12 May 1977 from this
Ministry,the plannedbridge project encompassint ghe construc-
tion of a high-levelbridge acrossthe Eastern Channel will, as
in the past, render international navigation between the
Kattegatand the Baltic Sea possible,and the bridge project is
thus in conformitywith internationallaw.

The re-routing of traffic from the Western Channelto the
Eastern Channel,necessitatedby the implementationof the
project,will only to a very limitedextent affect internatio-
nal navigation.

As regardsthe technicaldata on the high-level bridge across
the Eastern Channel please be informedthat in connection with
have been carriedout to ascertainwhat shipsougcan navigatethes
Great Beltwith due regard beinghad to the natural conditions.
Al1 particulars available show thatthe projectedheight of the
bridge, in the navigation spans, of 62 metres above mean sea
level,which under al1 conceivableconditionsof sea levels
will allowships with a heightof 61 metres from sealevelto
the highest point on the ship to navigatethe strait,will not
restrictpassage throughthe Great Belt for shipshaving
navigated these waters in the past.

Thus, there is no materialavailableto the Danish authorities
which may justifya free height of 65 metres as mentioned in
the Embassy'sNote of 29 March 1978. Should the Embassybe in a
possession of materialsubstantiatingthe need for a freeheight of 65 metres, the Embassy is requestedto inform this
Ministry accordingly as soon as possible.
As regards freewidth, this will be at least 360 metres for
each lane, and it will be possible to establishtwo lanes for
northboundand southbound traffic,respectively,in order that
traffic may continueto be safe also under difficult weather
conditions.

Finally,this Ministry wouldlike to emphasizethat the
existing depthof water will notbe reduced as a consequenceof -
the high-levelbridge.
During the period of construction, efforts will be made to
ensure safe traffic, and after the completionof the construc-
tion works the traffic separationscheme adopted by IMCO for
the area will be adjusted.

As additionalinformationabout the technicaldata on the
bridge please find enclosed "Orientering"Nos. 1 and 2
publishedby StatsbroenStorebælt.
Copenhagen, 28 June 1978 . Annex5 ---.--. .
j !. ;>

,
L'Arnbassoàe da la République Populaire de Pologne
preçénte ses corrrpliments au i?icistère Roy81 des 4-Efsires

Etrangères et a I'honnour infomer le sujet suivant:

Faisant suite 2 La Note circulsire 9u Ministére

des Affaires Etr'angères Ref. R.IIl.no 55.D.33. du mai 1977
à l'honneur de l'informer que le Gouveriment polonais

a pris connaissance du projet de la constructicn d'un Tcnt
du Grand Belt.

Le Gouvirrment polonais partage entièrement le

soucis du Gouvernement danois pour que la constr~ction du
pont ne resulte pas en aucune limitation des possibi1.itiés

de.passage des eaux en question par bateaux et navires
ayant pu jusqu'a presént emprunter ces eaux.
-
Il est également impsrtant a l'avis Cu Gouvcrlment

polonais - de prendre en considération les teudsncesf:itiires
en ce qui concerne 1s ccnâtruction des bateaux et navires.

Le Governement polonais comprenà que ces tendances seront
examinées et prises en considératian lors de L'ëlaboration du

projet ajin d'eviter les difficultés de 'essage non szulenent
a l'd'poque actuelle, mis aussi Z l'avenir.

L'Ambassade de la République Populaire de Pologne
saisit cette occasion pour renouveler au MLnistére Royal

des Affaires Etrangères les assurances de sa très hauce
consideratibn r

s-

Copenhague, le 6 Dscehre, 1377.
i.~ Ministère Royal des

hffaires Etrangères
Coperhague. Annex6
cc/ES/js h6f.: B.111. Nu 55.D.33.

fiINIS!i?EDES AFFAIRES ETRBNGE;RES
- ,.. /

Note verbale

' Le Hinistare des Affaires Etrangares présenteses
.; compliments A l'âmbaasade de la E6publique Popu-
: lairede Pologneet, se referant A la notede
; l'Ambassade no 161/1977 du 6 decembre 1977 relative
pontssurle GrandBelt,a l'honneur d'unde porter &e
la connaissancd ee l'Ambassade que l'ex6cution du
pontviaducsur la PasseEst (asterrendenp )er-
mettra,en conformitb aveoles reglesdu droit
i international, a turaficmaritime international
I circulant entre l Keattegatet la Baltique de
/" garderla m8me ampleurque par lepassé.
L'Qlaboratiod nu rojetde construction a comporté
une Qtudad6tail le visant Zideterminer les navi-es
qui, comptetenudes conditions naturelles des
eaux,peuventemprunter le GrandBelt,et,dans
ce contexte, il a 6téproc6d6Qgalement A une
I .. les techniquesnde constructionmntsaritimes.L'en-sm
I sembledes étudesen questionayantrévél6la compa-
, . ..+,+ tibilit6 du projetde construction du pont surla
! PasseEst aveo cet sendances leditprojetest en
l pleineconformit6 avecles reglesdu droitinter-
i nationaï sur les possibilités de passage des navires
Qtrangers.
Le Hinistdre des AffairesEtraagares saisit cette
occadon pour renouvele r l'Ambassade de la Ré-
! publique Populair de Pologne les assurances de
1 sa hauteconsidération.
!
Copenhague, le 3 juillet 1978

1 / 53
1- -:
'... ../
.-.,. gmbassade de la ~épublique Populaire de Pologne
I .... Copenhague b
r. .-... . . .
'k.

11 Annex 7

Original: Danish
.hnliec4oc
Dli.CdpennqKn
Denmnik
Tel4511-2001

1, the undersignedofficia1translatorand interpreterof the

English language , hereby con£irm that the document:

.ThePublicWorks Act for a Fixed Link across

Storebæltof June 10, 1987, 10 p.

is a correctand semanticallyidenticaltranslationof the
document presentedto me:

Lov nr. 380 om anlæg af fast forbindelse over

Storebæltaf 10. juni 1987, 4 S.

J0RGEN H0EDk-'

Officiaof the English languageter

Authorized bythe Royal Danish
Ministryof Industry Actno.380 ofJune10,1987

ThePublic Workct
fora Fixed Linkross Storebelt
WE, MARGRETHETHE SECOliDby the Graceof God Queenof

Denmarkh,ereby makeown:
The Folketin(gDanisParliamenthasapproved ,ndwe have
byourRoyal Assenprovided, the foll Act:ng

ThePublicWorks

Sectio1

The Ministefor Public Work shallbe authorizedo take
actionin accordanceiththis PubliWorksActfora Fixed
Linkacross Storebelt for r ailroadtraffic.

Section

The workshallbe accomplishedtwostageso,f which stage
1isa railwa yinkandstage2 isa rnotorwaynk.

Subsectio2. The constructio works forstage2 shall
commenceat the latestone year beforethe expected

commissionin of the railway1ink, but the construction
periodshallothewise be selectedn thebasisof financial
and employmenctonsiderationi.,a. in such a way ato

endeavourto achieve rationalflow of designand
construction forwothesintheir entirety.

Section

The railwaylinkshallbe constructewithtwo track in a

tunnelundertheEastern Chann andon a lowbridge across
theWesterCnhannel.

Subsection. As an elemetf stage1 of theworksthelow bridgeshall toheextentwhichis financialljustifiable
beplanned tolsoinclude trnotorwlaynk.

Sectio4

Themotorwaylinksha11be constructewithfourlanes and
withemergencyanes.

Subsectio2. Themotorwalyinkmaycrossthe EasteCrnannel
on an elevatedbridgewith the required navigational
clearance, o in an immersedtunnel.A projectshallbe

preparedfor the inclusioonfan immersetunnelin the
invitatioto submit tendejf,it is considerappropriate

in termsof constructiaond economto invitetenderfor
bothalternatives.

Subsection3. The motorwaylink shallcrossthe Western
Channel on thsamelowbridgeas the railwalink,andthe
lowbridge shabllcompleteas an element of stagef the

works.

Section5

Thetwo stageof the workshallbe performedeparatelin

sucha way tha the watefrlowthroughtheStorebzlsthall
remainunchangedfterthecompletio nf thework, fotrhe
sakof themarineenvironmenttheBaltic.

Section

The Ministeror Public Workshall beauthorizeto
implement the performanceneofessary auxilwiarys,
etc.for roada snd railways,nd in thisconnectionhall

implementthe relocationf theKorsarand Nyborg raiiway
stations.

Subsection. TheMinisterfor PubliWcorksshalldetermine
whichelements the overallworksare allocatedo the 3
Fixediink,the nationalrailwasysremand the main road

network,espectively.

Sectio7

The Ministefor Public Workshall be authorizeto

discontintheDanish Sta Railways' fesrryvices between
Kors~r and Nyborg when thlway link has been
commissionead,d the DanisStateRailways'ferrservices

betweenHalsskovand Knudshovwhenthemotorway linkhas
beencommissioned.

OwnershiandManagement

Section8

A limitedliabilitCompany,of which the entireshare
capitalis ownedby the DaniState,shallundertake the
designand asthe Employethe constructioof thFixed

Link.

Subsection. The size of the sharecapitalshallbe

determineby the Minister for PublicWorks with the
endorsementthe ParliamentFaryance Committee.

Subsection3. The Companmay raiseloansto finance the
implementatiofn thworksLoansshallbe raisedaccording

to the moredetailed provision theMinister oFinance,
in orderto achievthebestpossiblteerms.The Minister of
Financeshallbe empowerto providTreasury guaranfteres

paymentof interest and instalmentasnd other current
obligationsThe Ministerof Financeshallfurthermorbe

empoweredto cover the Company's financing requirement
through Governml entnsto theextentwhichis considered
appropriate.uchloanmaynot begranted otnermwhichare

more favourabthanthosewhichtheDanishStateitselfcan
obtainasborrower. Subsectio4. The Danishtate shall withoutspecial
provisionin individuacases quarante?Company' sther

financial obiigations.

Subsectio5. TheDanishLabourMarketSupplementary Pension
Fundand the DanishEmployeesCapital Pensiond sha
holda jointfirstoptionto providloanof intotalup to

60 per centof theCompany'sotalborrowinrgequirement,
providetdhatmorefavourablermscannotbeobtaineodn the
market.

Sectio9

Simultaneouswithcommissioniong the railway link, the
Companyshal1cedethe rightof use of thisLinkto the
Danish Statai lwa(DSB).

Subsection. DSB shallhandleand defray the costs

operationnd maintenancof the railwatunnelunderthe
Eastern Chana nelof theralway-technical instalo lations
the bridgacrossthe Western Channel.

Subsectio3. DSB'sremuneratifonruseof the Fixed Link
shallcover theollowing costs:

1)Thecostsrequiret do payinteres:ndinstalmenotsthe
expenseselateto the construction of the tr unnelay

underthe EasternChannel,includininancincgostsand
other consequential expenses. Any costs defrayed

concerning sta2 of the wosksalnotbe included.
2)The correspondincostsattributabl to the railway's
shareof thaptartof thworksacrosstheWestern Channel

performedas an element of stage1, cf. Section 3,
Subsectio2. Thisshareshallbe determinon thebasis
of the assumption viththisremuneratioDSB shall

contributhalfof thecostof thetotalworks across the
Western Channel. 3) Costs forhe operationd maintenance tohe bridge

acrossthe Western Channuntilcommissioniong the
rnotorwlink.
4)Aftercomrnissioni ofgthe motorwaylinkhalf of the

operationndmaintenance cforsthebridgeacrossthe
WesterChannelw,ith the excepotithecostsinvolved
inooeratioandmaintenanocethe road.

Subsectio4n. DSB'sremuneratioshallbe assessedon an
annualbasis. A mont on-yaccouamountshall b eefrayed,

forthefirsttimein thefirst rnonthfter commissioning of
stage1.

Subsectio5. TheMinisterforPublicWorksshalldetermine
the boundary betweenworthallocated thoe Eastern

Channeland theworksallocatetdo theWestern Channedl
shall settle anyisputeson the distribution of the
constructionnd maintenancecosts.Costs for remedial

measures,f. Section, on the construction of the railway
tunnelunder the EasterChannel whichght lowerthe
constructicosts fosrtage2 shall distributeby the

Ministerbetweentheconstructiconstsforthe railwalynk
andtheconstruction co forthe motorwlaynk.

Subsection6. The costsrelateto the constructoionthe
railwaylink shall be settledon a current basis

instalmenatsd interestreassumed to be o paid30years
fromthe commissionio ng stage1. The interesshallbe
calculateas theaveragetotalloancostsfortheCompany's

currentloancapitalat a givenpointin time. A flowof
paymentssuchthattheannualinstalmenisconstanmteasured

infixed prics esall betrived foTh.eMinisterorPublic
Horksshallsettle adyisputes.

Section10

Hhenthe constructiocostsfor the railwalinkhave been

fully defrayedvia the remuneration cf. Section9, Subsectio2, the rigntof ownersniopf theraiiwayXnnei
under cne EasEernChannelsnailbe cransferre :O DSô.

Sirnuitaneouasijointownershipcontrac:shaiioe enrered
intobetweonthe Companaynd DSBon theconstruc:iaonross

t3eWesrernChannels,o thaDSBacquires sanareof haloff
thisconstructiponoject.

Section11

The Companyshallcollecttoll chargesfor use of the

motorwaylink.On the commissioningtheofroadinkthetoll
shallcorrespontdo theequivalefterryrateon thedateof

commissioniong'the link, witdheductionf motorists' own
costsfor useof the iink.Th'eprinciplesoradjustmenof
theratesshall ba epproveby the MinistferrPublic Works

withtheendorsemenof theParliamentaFinancCeommittee.

Subsection2. After that element othe costs of

establishmenof the worksallocatedto the motonvaylink
have been coveredthe ratesor the principlefsor their

calculation shaldeterminebdy the Ministefor Public
Works,with the endorsemenot' thePariamentary Finance
Committee.

Section12

TheBoardof Directorosf thelimitedliabilityompanshall
consistof eight members appointyedthe Ministefor

PublicWorks.

Subsectio2n. The Company's ArticofeAssociatioandthe

Boardof Directorsrulesof procedure,swellas amendments
to the sameshallbe approved by the Ministerfor Public
Works.

Subsection3. The Ministerfor PublicWorksmay provide

generalor specifiicnstructions adirectivefor the
Companonmattersofsignificant importance. Sectio13

Tne Ministefor Public Works instructthe Companto

maintaina car ferrlyinkbetweeZealandandJutland across
the Kattegaand a carferrylinkbetween Spodsbjergnd

Taarson ascaieto bedeterminednmoredetail.

Sectio14

ShouidtheCompany's taxai bleomassessmenforthefirst
incomeyearshow adeficit,eductioforthisdeficitmaybe

made in the taxableincomefor the followi15 financial
years. Thdeficitin financialearspriorto thefinancial
year in which theailwaylink is commissionernaybe

deducteinthetaxable inco forthe followi30gfinancial
years, however.Within the aforernention periodsthe
deductiomay onlybe transferreto a subsequent financial

year,however,f it is inexcesof whatcanbe accommodated
ina previousear'staxablincome.

Sectio15

Fromand includithe financial ye arwhichthe railway

and roadlinks,respectively,e commissione(theyearof
acquisition)the Companymay maketaxable depreciatiron
the Fixed Link across Storebaont thebasis of the

acquisitiponice.

Subsection2. By acquisitiop nrice is meant the total
constructioncosts for the railway and roadlinks,
respectively.

Subsectio3n.On calculatioof the acquisitiopricesthe
Companymaynot includtaxes whiccanbe deducted as Value

AddedTax receivab letheassessmenof theCompany'Value
Mded Tax obligation accot rditheDanishActon Ordinary
ValueAddedTax. Section16

The depreciatibasischai1je adjustear theend of each
financial ye ar thesamepercentag es thatby whichthe

wzge-regulatinriceindexfor April of the financial year
has been adjusterelationto the wage-regulatingice
indexforAprilof the precediyegar.Theannualpercentage

adjustmentsshall beassessedon the basiof the
nage-regulatipngice indexth January 19=0 100,and
roundedup to wholepercentagesHoweverthe basi say not

be adjustedintheyearof acquisitionf.the financial year
does not coryespondo the calendaryear adjustmenthall
takeplaceon the basi sf thewage-regulatiprice index

for April in the calendar year whthehfinancial year
replaces,comparedto the wage-regulatingiceindexfor
Aprilof the precedyeagr.

Section17

Depreciatioshallbe made at up to6 per cent ofthe
acquisition pricech is index-linked accordinghe

provisionn Section16.In thefinanciaylearinwhichthe
sum of the depreciatiratesusedexceeds 60 and in the
folowingyearsdepreciatncan,however, ta placeonlyby

up t2 percentofthe index-linked acqui sitio.n

Subsection.Thesumof thedepreciation ra usedforeach

ink.manyotexceed100.

Sectio18

Taxabledepreciatioshall beadeseparatelfortheraiiway

andmotorwaylinks.

Subsectio2n. On transfeof the rightof ownershpo the

railwaylinkacrossthe EasteChannelandhalfof theright
of ownershipo the linkacrosstheWestern Chann toDSB, the limitedliabilitcyompany's rigoft depreciatiinn
respectf thetransierrpedoperty shallse.

Subsection. No taxabledepriciariomay ~e mad~on the
transierred propertyhe financiaylear in whichthe

transferakeplace.

Sectio19

Legislation concer limiteliabilit yompanieswith the
amendmentsarisingfrom this Act, shallapply forhe

Company.

Otherprovisions

Section20

The MinistferrPublic Wors ksallbe empowereodn behalf

of the Companand the DanishState to acquireby
expropriatitone reaplroperty necesstoryccompishthe
works under this ActExpropriatio nhall takelace

accordintgo therulesin theDanish Act on Procedurfor
ExpropriatioConcerniRealProperty.

Subsectio n. TheMinisterforPublicWorksshalldetermine
thealignmefolft tworksinterritori alters.

Section1

Thefol lowingtsshallberepealed:
1)Act no. 414 of June13, 1973on the Construction aof
BridgeAcrossStorebalt.

2)Actno.296of June6, 1984on theExpansion tofeFerry
Service scrosStorebalt. c,~ ~:~.'*-is:iansb Palgce,

. !O,1987
' under c1*h.y'iHand and Sezl

.?.<.?tREE. 2 JUL n87
MlNlSTRY OF FOREIGN AFFAIRS -----.-.-.-----.. Annex8
1:
:- g7 , K.HtiFileNo. 55.D.33.
, ...
i

Circular Note

The ninistryof ForeignAffairshas the honourto inform
thaton 26 May 1987 the~anishPolketing(Parliament)
passeda newAct No. 380 of 10 June 1987on the
construction of a fixedtrafficconnectionfor both
vehicularand railtrafficacross the Great Belt i.e.
between Ralssko on Zealandand Knudshoved on Funen.

The newact repealsthe formerAct No. 414of 13 June
1983on the constructio of a bridgeacross the Great
mark wereinformedby CircularNote of 12May 1977. Den-

Accordingto thenew act, the construction works willbe
carriedout in two stages.The firststageconsistsof a
railwayconnection witt hwo sets of railway tracks,
whichwillcrosstheGreat Belt through atunnel under
the easternchannel(Osterrenden), and of a low-level
bridgeacrossthe westernchannel (Vesterrenden).
The second stage comprise asfour-lanemotorway with
emergencylanes.The motorway will crossthe western
channel on thesamelow-level bridge as the railwaycon-
nection.It has not yet been decidedwhetherthe motor-
way shallcrossthe easternchannel ona highlevel
bridgeor througha tunnel.In case the bridgesolution
is selected,the erection of the bridgesectioncrossing
nationallaw,callowfor the maintenanceywof free passage
for internationaslhipping between the Kattegatand the
BalticSea as in the past.

The first stage,i.e. the railwayconnection,.whic has
alreadystarted,is expectedto be completedat the end
of 1992.The construction of themotorway connection
shallbe initiated not later than one yearbeforethe
railwayis takenintouse. The motorwaywill probably be
completedat the end of 1995.

To al1 Readsof Mission
accredited to Denmark Annex 10

DET NORSKE
. ,..-..""&: .. .. .. . .,.. ..
.... " . ...?5:*:&:~. . .. ; . ... ... . . '' :..:,:.,:...:>..,.::~~Tfi ,$ DÈT NORSKE

i?apport/i?eport VENTAS
D t ID ,Pr~~'b$j&~Pro~eNu
1 Q8.8Y.89 A>a6yp1. Ship Division

Kire Lindemann
Avdelingsleder

Kiieni. OpparagsgiveriCSponsor Kllenl rot Clients Racaor::uiTyje1 Reco::
A/S Strorebæltsforbindelsen Technical

ships, semi-submersibf air-draudleillingunits,jack-ups,oing vesssemi-submersible
Cranevessels,sailingships,ice-breakera snd fishingfactory ships
passingthroughthe.r.atBelt.

VERITAS Rapportnr .Report No /EmnegruppeSuolecl Group
89-0042 I 1 AIR-DRAUGHT 1
RapporttitIellof Repon
/ BRIDCEPASSING 1
Revisedstudyon air-draugho tf merchantships, 1 LARGEVESSELS 1
carried out forA/S Storebæltsforbindelsen

- lngen aistiibuuten tillateise Ira ansvarlig
utfort av,Worh carried out Dy NO a~slrlb~llon w,lnoul oerm!sslon lrom the
responslble aeoartment

Limitea aistri0u:ion wilhin Del norske Verilas.i
D10.03.89sisie revisloni Date o/Rev Norev/~umoer ot pages 16 Fri a~striouslon:unrestrictea.
! O
.,,,.,..._..".>.*,...................................................-..:"*..................,i..V0.-..e.....*i.
..>.......$.....a....,.,*.......*.,...o....",,"q...........L.,...........s..a......-.,C.............<-cta......
..ira,..o.",..........O:.r,.r...<..ai.."..*-.nDIc".L"...........".CS.,r'ui.....-.a4........u..<r<<.m....as.-.a..-. REVISED STUDY

ON

AIR-ORAUGHT

OF
MERCHANT SHlPS

CARRIED OUT FOR

AIS STOREBRLTSFORBINDELSEN

10.March 1989E OPERATIONS STOREBÆLTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS Page 1 of 15
.............................................................

INDEX

1 INTRODUCTION

2 GENERAL

3 SHIP CATEGORIES

3.1 MERCHANT SHIPS
3.2 OTHER SPECIALIZED SHIPS

4 OFFSHORE CATEGORIES

4.1 SEMI-SUBMERSIBLESDRILLING UNITS
4.2 DRILL SBIPS
4.3 JACK-UPS
4.4 CRANE VESSELS

5 REFLECTIONS ON BALTIC BOUND TRAFFIC THROUGH THE GREAT
BELT

5.1 PASSING FREQUENCIES OF LARGE SHIPS
5.2 ALTERNATIVE SAILING ROUTES

6 KNOCK DOWN EFFECT / DISMANTLING

6.1 DRILL SHIPS
6.2 JACK-UPS
6.3 SEMI-SUBMERSIBLESDRILLING UNITS

8 REFERENCES STOREBlELTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS Page 2 of 15
.............................................................

1 INTRODUCTION

This report is an update of Veritec ReportNo 86-3094 on "Air-
draught on large ships", from 1986.

The largest sea passage into the Baltic Sea is planned to be
crossed by a bridge system ,Storebæltsforbindelsen.

The eastern bridge, crossing the deepest water entrance to the
Baltic, will require a free sailing height, air-draught,
allowing free passagefor al1 normal existingship trafficr

A limiting factor with regard to air-draught of ships in
general is existing bridges and their free sailing height.
Relevant in this context are the Golden Gate in San Francisco;
Verrazano Narrows in New York, with a free sailing height of
64 meters: the Vancouver bridge in Canada, with a free height
of 60 meters; and the Bosporous bridge in Turkey, with a free
height of 62 meters.
Of special interest to Storebaltforbindelsenis Rlvsborgsbron
in Gothenburg, with a free sailing height of 45 meters. This
bridge is already limiting the traffic trading on one of
Scandinavia's major ports.

In this context it should also be mentioned that the free
sailing height in the Kieler Kanal is 43 meters.

This report will endeavour to present al1 ships with air-
draught exceeding 65 meters, highlighting possibilities to
reduce the air-draught by ballasting, dismantling and/or to
evaluate the possibility to re-route the ship throughalterna-
tive routes.

The limiting air draught of common existing ship types, will
also be stated.

The possible air-draught of future passages likely to trade on
the Baltic Sea, will be briefly mentioned. STOREBÆLTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINEOPERATIONS Page 3 of 15
.............................................................

2 GENERAL

The types and size of vessels considered,are restricted to
those complying with IMO Res. A.620 (15), - inter alia - the
draught of vessels passing through the entrance to the Baltic
(exceptional)d to 15 meters (recommended) and 17 meters

Naval vessels are not includedin the present survey Nor are
planned future vessels,althoughthey are brieflymentioned.

Regarding voluminousdeck cargo transports (projectloads) on
specialized heavy lift vessels, a separate study has been
carried out 8 and the conclusion is that none of the
transportation modes will appear as governing factors when
deciding upon the permissible air-draught belowthe eastern
bridge. The shipments may be adapted to any height chosen by
Storeb~ltsforbindelsen
Ships with high air-draught, regularly trading intt ohe Bal-
tic, are Ro-Ro carriers, Containerships, Very Large Crude
Carriers, Ice Breakers, Sailing Ships and Fishing Factories.
They will al1 be d ealtwith separately.
. .
In the mid seventies the Semi-Submersible Drilling Unit
"Treasure Hunterm drilled seven wells south of Gothland. In
1987, the Semi-Submersible "Treasure Seeker" drilled anothnr
well in much the same area.

Hence Offshore Oil Rigs, Drill Ships or Semi-Submersible
drilling operations or"en route" from tha shipyard.bæltfor

Crane Ships or Crane Barges, might also be required topass
through Storebælt in connection with possible salvage opera-
tions or constructionworks.

Offshore Mobile Unitsand Crane Barges etc. will be dealt with
separately. STOREBRLTSFORBINDELSEN - FREE AIR-DRAUGHT
.............................................................

3 8HIP CATEGORIES

3.1.1 ~ry cargo vesseïs

There has been no significantchange in air-draughtsince the
Veritec Report. The biqgest dry cargo ship in the world,
Berge stahl of 364.000 DWT has an air-draughtof 49,2 m, with
a draught 02 10,O m. The new Generation of Post - Panamax
Container vessels, e.g. President Truman,has an air draught
of less than 55 m at 6,5 m draught.

Vessels are not expectedto exceedhe 55rm.raugh tor Dry Cargo

Hence, the easternbridge will not createany hindranceto Dry
Cargo Vessels expected to trade on the Baltic.

3.1.2 Tankers

Extreme air-draughtfor Ultra Large Crude Oil Carriers (ULCc)
with a draught of about 10 m, are found to be in the order of
55 to 70 m. The table below presentsthe largest existing
ULCC's in the world today, and their air-draughts,based on a
light draught of 10 meters.

Name TDW Air-draught
-
Esso Atlantic 566,000 54.2 m
Batillus 553,000 61.5 m
Nanny 499,000 53,5 m
Burma Endeavour 445,500 68.6 m
Happy Sailor 423,000 57.0 m
Tokhai Maru 238,500 58.0 m

In the case of "Burma Endeavor", in complying with IMO Reso-
lution A.620 (15), allowing a maximum draught of 15 meters,
she will have an air-draughtof 63.6 m.

3.1.3 PassengerShips

No existingpassenqer liners were found to have an air-draught
exceeding 65 m. The largestin the world today are"Sovereign
of the Sea" and tlNorwayl with air draught of respectively 51'5
and 57 meters. Corresponding draughtof "Sovereiqn of the
Ses" is 7,35 meters.

At this stage, the planned futurepassenger vessels, mentioned
in the previousVeritec Report,are still inthe future. STOREBRLTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS
.............................................................

A free air-draught of 65 meters is not expected to createany
problems to these ships since they also are likely to be
designed to cal1 on San Francisco Bay.

No existing ferries will create a problem with a free sailing
height of 65 m. The highest air-draught has Silvia Regina,
with 52,75 meters, correspondingto a draught of 6,7 m.

Two new ferries are being built for Silja Line at Wartsila,
a designedcheair-draught ofve52,8nm at a designed draughtof, w6,o
m.

Most of the ferries servicing the Swedish West Coast, are
likely to trade on Gothenburg harbors, anias such will be
limited by Rlvsborgsbron.

"Kronprins Haraldw trading between Oslo and Kiel, has an air-
draught of 38.3 m and a draught of 6.5 m.

The tallest DBS ferry, "Peder Paars", has an air-draughtof 46
meter.

3.2 OTHER SPECIALIZED SHIPS

3.2.1 Sailing Ships

There has been no development in air-draught to existing sail-
ing ships, since the issuance of the VERITEC report. It
should be noted that presently four new Sailing ships are
being built in Poland, the Mir-class school ship, with an
air-draught of 49,5 meters. STOREBALTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS Page 6 of 15
.............................................................

3.2.2 Ice Breakers

~eiow some of the biggest Ice Breakers in the world today are
listed.

Nationality Name Displ. Air-draught Draught
(tdw)

USSR Taymyr 23.500 44.0 m 8.0 m
USSR Arktika 19.300 43.5 m 8,O m(abt)
Sweden Oden 10.300 44,s m 8,O m
Canada Polar 8 56,O m 11,5 m

The Canadian Ice Breaker "Polar 8" is believed to represent
the upper limit of such ships in the years to come

3.2.3 Fishing Pactory Bhips

USSR operates several Fishing Factory Ships. Their air-
create any problems to their free passage.orbindelsenwill not

A new factory ship, M/V Sodruzhestvo,has newly been delivered
by Wartsila, Finland, having an air-draught of 46,7 m with a
corresponding draught of 7,s meters STOREBRLTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINEOPERATIONS Page 7 of 15
.............................................................

4 OFFSHORE CATEGORIES

The shipbuilding/offshore industryin the area, as well as the
possibilitiesof oil exploration,or other specializedtasks,
necessitate anevaluationof possible futuretraffic, expect-
ing to have an air-draught exceeding 65 m.

each passage will more or less be on a project basis.en,an~.g.
only new buildings out of the area, orunits called upon for
special tasks such as for example salvage operationsor con-
struction jobs, are likely to occasionally pass through
Storebalt.

4.1 semi-Submersibles DrillingUnits

Most of those units have an air-draught exceeding 100 m in
transit draught. For instance the Friede & Goldeman
"Pacetter' design has an air-draughtof 105 m. Rauma Repola
Soviet Union.s delivered morethan a dozen of this type to the

The air-draughts listed in the Veritec Report for Semi-
SubmersibleDrillingUnits are still valid.

The eastern bridge will not allow a free passage of such
units.

4.2 Drill Ships

Most Drill Ships have an air-draught exceeding 65 m. The
followingtable illustratesthe most typicaldimensions.

Name Nationality ~ir-draught Max-draught

Valentil Sashin USSR 75,6 m 7,3 m
Pelican France 75,O m 7,3 m
~olly Bristol UK 71,3 m 7,6 m
Pelerin Noway 75.0 m 7.3 m
Energy Searcher Australia 75.0 m 8,8 m
L Discovery 534 US 75,O m 7,3 m 1

meters., Consequently,the others could pass through0resund 8
in fair weatherand with, if requiredtug assistance.STOREBKLTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINEOPERATIONS Page 8 of 15
.............................................................

Furthermore,the derrick itself can be dismantled,thus allow-
ing free passage under 65 meters. For instance,the 6 to 10
meters high "Gin-pole" (top of the derrick) has successfully
been dismantled on previously occasions. There are a cost
element of cause, but technicallyit is fullypossible.

Hence physically the eastern bridge willnot be an absolute
hindrance forthe passage of such units.

4.3 Jack-Ups

Most Jack-ups in transithave an air-draughtwell above 100 m.
The actual draughtof a Jack-up under tow will normallybe in
the range of 4 to 8 meters, thus allowing it to be towed
through Oresund. In worst case, the legscan be cut off suffi-
shortening of the legs are often done prior to wet tows over
long distances, in order to minimize possible damage causedby
inertia forces.

Hence it is technically feasible forJack-ups to freely sail
below the eastern bridge.

Below some typical Jack-upswith characteristicsair-draught
and draught are listed.

Name Design Airdraught Draught

West Beta ETA EUROPE 150 m 5,O m
Neddrill 7 MSC 100 m 4,O m
Glomar Moray Firth 1 T 2600 146 m 4,O m
Maersk Giant Hitachi 152 m 4,8 m
Maersk Guardian Hitachi 152 m 4,8 m
Maersk Endeavour Gusto 132 m 4,6 m
Maersk Explorer Gusto 100,2 m 4,3 m
Maersk Viking Modec 300 118 m 5,O m
Maersk Valiant Modec 300 118 m 5,O m
Maersk Voyager Modec 300 118 m 5,O m
Maersk Vanguard Modec 300 118 m 5,O m
Maersk Endurer Marathon LeTourn. 101,5 m 7,) mSTOREBXLTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS Page 9 of 15
.............................................................

4.4 CRANE VESSELS

Below some of the biggest crane vessels operatingoffshore are
listed. Since there is sufficient depths under the eastern
bridge, it is possible to pass under with maximum operating
draught It is likely to assume that passing vessels of this
type will ballast down to maximum draught. The air-draughts
indicated in the table are based on maximum operating draught.

It appears from figure 1 that most crane vessels will pass un-
der the 65 meters limit, thus allowing the Baltic Sea being
serviced by 9000 sh.t. SWL crane vessels.

Name Type Lifting Transit OperatingAir
capacity draught draught draught

Micoperi
7000 Tweenhull 14.000 mt 10,5 m 27,5 m 90.0 m
DBl02 II 12.000 mt 31,6 m 87,5 m
63,O m
Hermod II 9.000 sh.t 28,O m
Balder II 7.000 sh.t 27,O m 63,5 in
McDermott
DB 50 Monohull 4.000 m.t 9,5 m 77,5 m
Odin II 3.000 sh.t 11,5 m 53,s m
Tor
Stanislav
Yudin Catamaran 1.600 m.t '5,s m 62,6 m
Champion Monohull 1.150 sh.t 10,0 m 38,0 mSTOREBRLTSFORBINDELSE- FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS Page 10 of 15
................................................................

Capacit ayndir Draudht

FIGURE 1 STOREBÆLTSFORBINDELSEN -FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS Page 11 of 15
.............................................................

5 REFLECTIONS ON BALTIC BOUND TRAFFIC THROUGH THE GREAT
BELT

5.1 PASSING FREQUENCY

Storebelt",datedby25.RJan.S1988Nhas beenevaluated.Their con-
clusion with regard to the passing frequencyof large ships,
i.e.ships over 40.000 TDW, corresponds very well with Our
information.

Based upon the MSR-reports and our records on air-draughts,
figure 2 features the distributionof passages throughthe
Great Belt as a functionof the air-draughts.The histogramin
the range between O -30 meters gives an estimate with con-
siderable uncertainty regarding the percent wise distribution
of the intervals. However, this is irrelevant to this
specific part of the study. The most importantcomment to
figure 2 is that of al1 the passages, approximatel y9 % have
an air-draughtless than 40 meters.
~. .
5.2 ALTERNATIVE SAILING ROUTE

The officia1 maximum draught through Oresund is 7,7 m. Ships
with an air- draught exceeding 65 m having less draught ttan
7,7 m, could thus pass through Drogden. This is particular
the case for drill-ships, as most of them have a draught of
approximate 7,3 - 7,6 meters

That would also be the case for Semi-Submersibledrilling
units, if not fitted with Azimuth Thrusters, being the case
for the Aker H3 type. They have a transit draught of ap-
proximately 6,5m.

The majority of the new generation Semi-Submersible Offshore
Drilling Units, are fitted with Azimuth Thrusters,protruding
well below the base line, andmaking a passagethrough0resund
the rig crew, thus allowing most types mof Semi-Submersibles to
transit.

As for Jack-ups, wenote that al1 of those listedhave a draft
less than 7,7 m. The vast majority are thus able to pass
through Drogden. STOREBALTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS Page 12 of 15
------------------..-------...----.. -- -------------------

GREAT BELU URANSOUS

.L distribution
01paaeages
50 1 I
TONNAGE DISTRI~UTION
(average83 -88)

150
DRILL SHIPS .a.iWLdimatreri

PASSENGER VS. LCRANES 4UNOER TRANSPORT4
SAILING SHIPS .-{
SEMI-SUBS
TANKERS i

DRY CARGO SHIPS 1

. 1pessege/yeerequtveIen1IO
0.005% ior eecn ol above
indiceiea air oraugnt

FIGURE 2 STOREBALTSFORBINDELSEN - FREE AIR-DRAUGHT
.............................................................

6. KNOCK WWN EFPECT / DISMANTLING

6.1 DRILL SHIPS

Most Drill Ships have an air-draughtof about 75 m. Quite a
few have a possibility to lay down the derrick completely,
E.g. Pacnose 1, Aladdin Sinbad Saxon, Ocean Voyager, Odin
Drill, Nordskald and some of the Sedco drillingships.

Other types of drilling shipshave a shorter derrick, 180 feet
(55 m) instead of 200 feet (60 m), thus having an air-draught
of about 69 m. The very top of the derrick,the gin-pole,can
furtherbe dismantled,thus reducingthe heightof the derrick
with another 6
to 10 m, resulting in an air-draught of 63 or 59 meters
respectively.

6.2 JACK-UPS

The legs of a Jack-Up may be dismantled in sections, thus
m.kinThe derricks on such units, are normally shorter thanow 65
those fitted on Drill Ships, 140 feet (43 m) against 180 or
200 feet (55 - 61 m), and will normally not create any
problems.

6.3 SEWI-SUBMERSIBLES DRILLING UNITS

The air-draught ofthese units are nonnallyso high thatdis-
mantling the ginpol, combinedwith ballasting downto maximum
draughtwill still exceed an air-draughtof 65 m. In the case
of for instancean Aker H3 type, the operating draught is 21,2
m, with .a corresponding air-draught of 74,O m. A further
reductionof the air-draught, necessitates dismantlin ogf sec-
tions of the derrick, which technicallymay be done, but are
not that common. STOREBALTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS Page 14 of 15
.............................................................

In the followingtable Our findingsof extremeair draught for
existing ships are presented. These values are compared to
those in the previousVeritec Report.

Ship Category Air-Draught Air-Draught
previously revised
Cargo ships 51,5 55,O
Tankers 52,O 68,7
Sailing vessels 55,3 55,3
Icebreakers 56, O
Passengerliners 64,O 57,O
Ferries 52,s
Fish factoryships 46,7
Heavy Lift vessels 46,2 (no cargo)
Crane Vessels 62,O 90,O
. Drill Ships 75,O 75,O
Semi-Submersible
Jack-ups,DrillingUnits 100,O 152,O
&

The investigation madeon normal ocean going merchant ships
indicatean extreme air-draught of 68,7 m (e.g. tankers) . By
ballasting down in accordance with IMO Res. A.620 (15), the
air-draught of any normal merchant ship is well below 65
meters.

For ordinarymerchantvesselsOur findings correspond with the
hiqhest recordedair-drauahtin the GreatBd,L.meters beina the

Some Offshore vessels, like drilling ships,Semi-Submersible
drilling vessels, Semi-Submersible Crane vessels etc. will
have an air-draught exceeding 65 m at normal transitdraught.

Naval vessels have not been studied in details, but we con-
aae that limiting air-draught for Russian flag naval vessels
are likely to be the height of the Bosporous bridge, i.e. 62
meters.

For US flaq navalvessels the Golden Gate bridge and the Ver-
razano Narrows,both with 64 metexs-isa natural limitingfaC-
tor.
For UK flaq naval vessels the Firth of Forth Bridge,and for
Swedish flag naval vessels, Alvsborgsbron, with 45 meters are
natural limitingfactors. STOREBRLTSFORBINDELSEN - FREE AIR-DRAUGHT
VERITAS MARINE OPERATIONS Page 15 of 15
.............................................................

8 REFERENCES

/1/ Fairplay Information System Ltd

/2/ Det norske Veritas files.

/3/ Norwegian Shipowners Association

/4; Survey of MSR Consultants. "Skibstrafikken i Storebelt",
25- Jan-1989.

/5/ The Motor Ship - monthly publication

/6/ Schiff & Hafen - monthly publication

/7/ Veritec Report No. 86-3094 : "Mastehayde pd store skip",
1986.

/8/ ~~Assessmenton the impact of ta11 project loads on the
Great Belt Lknk".uqht of tDnV, Copenhagen, Feb. 20.1989.e
~.
/9/ IMO Resolution A.620 (15)

/IO/ MRS Report on Maximum Airdraft of Cargo Ships in the
Great Belt. 2nd Preliminary Edition. March 6th
1989.L
Annex 11
MINISTRY OF FOREIGN AFFAIRS l

4

Referring to Cireuiar Note of 30 June 1987 by whic
Heads of Mission accredited to Denmark were inform
adoption of Act NO. 380 of 10 June 1987 on thi Con
Ministry of Foreign Affairstionha8 the honour to convl
folloving supplementary infocmation on the status
Great Belt link and in particulat on the high-lave
aerose the Eastern Channel of the Great Belt, i.8.
Zeeland and the islMd of Sproget
The flrst stage of theconstruction workr comprise
railway connection. The railway trackr will Cros
western channel (1.0. between the islands of Rinui
sprogs) on a low-leuel bridge with a vertical clea
(1.e. the free sailing height or air-draught) for
the centreabof the brldge. Across the Eastern Chamn s
railway cormection uill consist of a tunnel to tm
through the subsoil of the Great Belt. The railway
tion 1s expected to be completad during 1993.

AS regards the second rtaga of the Great Belt 1W
construct oa high-lave 1 bridga acrosi itthe Easternsc
the navigatioo span st th8 centre of the bridge t
clearance for passage under this high-level brid
65 mstres above mean sea level. The horizontal c
vil1 bs a total of not leor than 150 metrea or at
and southbound seiling,fflrespectively.on The motorwa
cross the Western Channel on the same low-level b
the railway tracks. .

Durin the period of construction which has been init
in au?umn 1989 as regards construction of the low-lev
the end ofos1995hoas far as the high-levelor11bridge across the

To al1 Heads of biirsion
accredited to Denmark 81
1

;3-
-

skiteonthrough the Great Belt, wlll fbe ensured.. Detaila on the
impf icationr of the construction works for navi atic in the
Great Belt vil1 be given in due course through ? he a 'Co-
priate maritime channela of communication.

Thuo the const~ction of the traffic co~ection acra the
Great Belt will, ln conformity with international la al1or
existingmiships navigatinga th!sastraitr between the irat egat
and the Baltic Sea.

Copenhagen, 24 October 939 Unofficiai Translation
Original: Swedish

NOTE VERBALE

With reference to CircularNote No. 55.D.33of 24 October 1989
fixed link across theGreat Belt, the Embassyof Finlandhas
herewiththe honour to submit theFinnish viewpointson this
matter.

By Circular Note dated 24 October1989 the DanishMinistryof
Foreign Affairs informet dhe Finnishauthorities aboutthe
Danish plansfor the constructionof a fixed link across the
link betweenSealandand Sprogr~,utwhich comprisesa railwaye
tunnel and a motorwaybridge, the maximumheight of which would
be 65 metres above sea level.

The Finnish side has in previouscommunicationson civil-
servant leveldrawn the attention ofthe Danish authoritiesto
the inconveniencewhich the plannedbridge wouldcause shipping
relations.iPursuantto currently applicable maritime lawade
Denmarkmust not obstruct the freepassage ofits straits.

The Bridge will impede transportof traditional industrial
products such as large offshore constructions from Finlandto
the North Sea. E.g. oil drillingrigs requirea navigational
clearanceof up to 200 metres, and the depth of water must be
Belt since the beginning ofthe 1970s.Due to too low depth,eat
the Sound e.g. cannot be used for these kindsof transports.

With referenceto previouscontactsin this respectand to the
great significance which the matter has to FinlandCstrade, it
is a matter of urgencyto the Finnishside that the Finnishand
Danish authorities concernedb ,efore the plans concerning the
passagethrough the Great Beltfor internationalcutransportsof
the kind referredto.

Copenhagen, 19 June 1990.

TO
The Royal DanishMinistryof Foreign Affairs
Copenhagen Annex 13
Unofficial Translation
Original:nish

R.H.55.D.33

NOTE VERBALE

Embassyof iFinland informingthe Danish Ministry of Foreignthe
Affairs that it will not be possibleto navigate certainlarge
offshoreconstructions, such as oil drillingrigs made in
Finland,through the Great Belt whenthe fixed link, including
a bridge betweenSprog0 and Sealand,is completed.

As stated in CircularNote of 24 October 1989 from this
Ministry,it is the opinionof the Danish authorities that the
constructionof the fixed link across the Great Belt, which as
have used this strait for passage,inl1al1 respectsfulfilsthe
requirementsof international law that nothingmust interfere
with the free passage ofships.

Consequently, theMinistry of Foreign Affairs is of the opinion
that the points raised bythe Finnishauthoritiesdo not offer
grounds for any negotiationsconcerningthe bridge projectas
the Danish authoritiesiwill of course not reject a Finnish
request for consultationsbetweenthe competent Danish and
Finnish authorities on any practical,technical possibilities
of solving, in any other way, theproblem faced by Finland.

Copenhagen, 11 July 199'0.

Embassy ofFinland
Copenhagen Unofficiai Translation

Original: Swedish
Embassyof Finland

NO. 87/

NOTE VERBALE

The Embassyof Finlandhas herewiththe honourto submit
Finland'sposition on the GreaB telt construction.

In October 1989 Finlandwas informedthat Denmark1splans
concerning the constructio onf a fixed link acrossthe Great
Belt and in particularthe linkbetweenSealandand Sprogo
would causegreat difficulties for Finland'soffshoreindustry
tions through the Danish straits.passageof offshoreconstruc-

On severaloccasions theFinnishside has drawn the attention
of the Danish authoritiesto the inconvenience which the
plannedbridgewould cause for an importantindustrial sector
in Finland.

based on the conceptof quick and efficient constructioonnf oil
drillingrigs at Finnishshipyards,and, sincethe beginningof
the 1970s,on free passagefor Finnishrigs through theGreat
Belt. Any change in this conceptwould cause the Finnishin-
dustrialsector tolose its viability.

It has beendifficultto find a technical solution. An alterna-
tive route through e.g. the Sound provedunsuccessfuldue to
sions in Copenhagenonin17October 1990nthe Finnishand Danish
experts found a thirdpossibility. It was not improbable that
the design ofthe so-called West Bridge between Funen and
Sprogacould bemodified and provide dith a bascule,which
would render freepassage possible for the rigs. Accordingto
the provisionalassessrnentsuch a solutioncould prove ex-
pedient, cost-wiseas well as with regardto the trafficacross
the bridge.The straitshould alsobe sufficiently deep.
With reference to previouscommunications in this respectand
in the lightof the growing importance assigned to the matter,
the Finnish Ministry of Foreign Affairsis anxiousto have the
third alternativediscussedsoonestpossible.

The Ministryof ForeignAffairs wouldalso like to remindthe
Danishauthoritiesthat the currentdisputebetweenFinlandand
Denmarkabout the aspectsof international law as regardsthe
Finnish Ministryaof Foreign Affairsreservesthe right tohe
suggesthigh-level consultations wit the Danish authorities.

Copenhagen,5 November 1990 Rauma-RepolaOffshore OY's Production.ofMobile OffshoreDrilling
Units (DrillShips, Semi-submersibles anJack-ups) in thePeriod

1974-1990.

Yard Name of Main Delivery Transit pass to
NO. Rig Designer Date Sourcet(1) through
the Sou~d

Pentagone Forex Oct. 1974 7.3 7.3 Yes
84 Neptune

Semi-Sub Penta- Forex 1 Jan. 1975 17.317.317.3 Yes
gone 85 leptune
Dundee Aker H-3 Sep. 1975 6.7 6.1 6.7 Yes
1Semi-Sub Explorer

Semi-Sub KingsnorthAker H-3 Mar. 1976 6.7 6.1 Yes
Explorer
\
Semi-Sub Ocean Aker H-3 Oct. 1976 Yes
Benloyal
Aker H-3 Apr. 1977 Yes
Semi-Sub VI1robras

Semi-Sub Pentagone Aker H-3 Mar. 1977 Yes
86

Semi-Sub Mexico III Aker H-3 Mar. 1978 Yes

Semi-Sub Treasure Aker H-3 Aug. 1977 Yes
Finder
Semi-Sub Borgny AkerH-3 Nov. 1977 Yes
Dolphin

Semi-Sub West Odeco Dec. 1980 Maybe
Delta (Ocean
Ranger)

Semi-Sub Casp- Friede & Jun. 1978 Yes
morneft (9501)n

Drill Valentin Gusto En- Dec. 1981 Yes
Ship Shashin gineering
(Pelican)In addition to the above mentioned productions Rauma-Repola OffshoreOY
has accordingto informationavailable to Denmark assembled two Jack-Ups
for a Soviet entity in November 1988 and September 1990.

Note 1) Register,H. Clarksontdr&uCompany Limited, O1982.reDrilling

Source B: The transit draught.quoted by the Guide to Mobile
DrillingUnits, Oilfield PublicationsLimited, 1989.

Source C: The transit draught quoted by Lloyd's Register
OffshoreUnits Submersiblesand Diving Systems, 1990 - 1991.

Note 2) This semi-submersible,which isclassified as a Multi-
purpose Support Vesse1 (MSV) has no drilling tower (derrick)
and is will consequentlybe able to paçs beneath the future
bridge across the Eastern Channel of the Great Belt.

Sources : Material publishedby Raumo-Repola and the referencebooks
mentioned in Note 1) . ffshoreconstructionactivities startediemployeesandextensivelyinternationalized
Rauma-RepolaOffshore Industryin 1972. activities. Repola'smainbusinesssare pulp,
O and havebeencontinuin underthe new paper,etalbasedengineeringindustryandplastic
nime Rauma-RepolaOffshore 8ysince1989. packings.
Theparent company RaumaOyisa metaland Sincestartingintheoffshorebusinessin 1972
engineeringbasedsubsidiaryof RepolaLtd. Rauma-Reoolahasbuilte.9. 14semi-submersible
Rauma'skey areasare marine technology, drillingrigs;threelships~twomulti-purpose
machineryandequipmentfor pulp.paper.board servicevessels,twojack-ups,legsandjacking
and forestbasedindustries. Stonecrushingequiunitsfortwojack-uprigsincludingthefinal
mentarealsoavitaloartofRauma'sactivi. here semblyof therigs.themainmechanicaloutfitting
are about4000 employeesin RaumaOy. for a gravity base productionstructure, a
ReoolaGrouo.Rauma'soarent.isoneofthelaraest layingvessel,partofaTLPdeckand severalships.
indistrial enfe'rprisin lawith about3600

Location oftacllitles

ProduRangeSEMI-SUBMERSIBLES Valentin Shashin Viktor Muravlenko Mikhail Mirchink
VI0 Sudoimpon. USSR VI0 Sudoimport. USSR VI0 Sudoimpon. USSR
December 1981 June 1982 Seplember 1982
- - -
I

Friede 8 Global Marine. USAmar Arctic i Friede 8 Gal(Glomar Arclic II) Highlander
December 1983 Global Marine. USA. July 1984

Jack-up. Kolskaja
1 December 1984 VI0 SuJune 1985 USSR

Assembly of jack-u Assembly yard andjack-up
Minsudprom. USS~ NIOC, Iran
November 1988 March 1993 Gulllaks "2-MMO. IsratGuzelnov -Plpc layer. Snm TLP.Mldeck.
Aker ContrastlnglStatoll, Nomay. vloSudolmpo rt,SR, AkerStorolÇagaPetroleurn!Nomay,
May 1988 Septernb r988 Aprll 1990

CONTRACTING

ThereisaseparateCon!ractingCeparimentinRauma-Repola
Offshoreconcentratingonlargeconstructionprojectsal1around
theworld. The mostadvantageousconstructionsitesandsub-
contractors areutilizedtomaximizethe costefficienrv.
Theerectionofarigconstructionyardandbuildingofa jack-upfor
the NationallranianOilCompany(NIOC).contraaed in1989.was
a breakthroughinthe contracting activties of R3uma-Repola

OffshoreOy.

Three ArstiTankers
vlo Sudolqwrt,USSR -
198990 .- - -- .

MODULES
Thefacilitiesatthe Matyiuoto Works O: Rauma-Fiewla
ûffshore Oyarewe:isuifedto producinglargemodules.
The high load-canyingcapauty of morethan 10,000t
andthe larae mainassemblvhall makeeffectivecon-
stniction p&sible.

Modularconst~ction methodshavebeenusedsince
the erectionof Pentagone84 at thebeginningofthe
1970's.The MainMechanical Outiitlingofthe GullfaksC
GBS-stnirture wasmadeindeckmodüleswit- ~ ---l ~ - ~ ~ - ~ ~
weigK of aboh 5.500tons in1988. Amajorpartofthe
SnorreTLPdeckstructurewas deliveredinhril 1990.
The Ml sectionweighed4,800tons.

Snorre Mt-deck under constructlon. L~d-outof Snorre Ml deck module Deepwaterand Arctic Technology are areas where Rauma-RepolaOffshore
concentrates its research and development work.

RR-3090YearRoundArcticDrillingand ProductionUnit. The SPARis adeep draft.floating platiorm designed
to supportdrilling and productionequipmentand to
The Platiorm is designedfor operationinthe shallow storeoil. It is usedto developoffshorefields inwater
watersofthe Arctic.RR-3190 is adesignforexploration
drilling insimilar conditions. depths greaterthan one thousandfeet.

RAUMA-REPOLAOFFSHORE'

Offshore explorationrigs

Largemodules

Topsidesstructures

Floatingproductionsystems
Conversions

Pipe-layingvessels

Subsea maintenanceand installation
systems

FlexibleEconomicalMobileArctic ProductionSystem
- FEMAPS - combinesmovabiiiy and rigidnessot
ajack-up to storagecapacliy thus enabling and
economicalArctic ProductionConcept.

Raurna-RepolaOnshore Raurna-RepalaOnshare Raurna-Repala(Asia-PaLtd.c)
TP.O.Box206a2u HOUSTON.T~XAS7h7-3006,e73USA SINGAP~RE 1750. REPUBLICOF SINGAPORE
28101 PORI.FlNLAN0 Tel. (713)8401028 Tel. +655423222
Tel. +358 39)821011 Telefax(713)8407259 Telefa+655421960
Teletex 244-103901 6rrrntkilx Telex rs36703 raure