East Bridge had been planned to be completed in time to be the longest bridge, but it was delayed. The vertical clearance for ships is , meaning the world's largest cruise ship, an Oasis-class cruise ship, just fits under with its smokestack folded. At above sea level, the two pylons of the East Bridge are the highest points on self-supporting structures in Denmark. Some radio masts, such as Tommerup transmitter, are taller. To keep the main cables tensioned, an anchorage structure on each side of the span is placed below the road deck. After 15 years, the cables have no rust. They were scheduled for a 15 million DKK paint job, but due to corroding cables on other bridges, the decision was made to instead install a 70 million DKK sealed de-humidifying system in the cables. This was carried out by UK engineering firm Spencer Group, with help from Danish subcontractors Davai who provided the manpower, and Belvent A/S who provided the dehumidification system. Nineteen concrete pillars (12 on the Zealand side, seven by Sprogø), apart, carry the road deck outside the span. West Bridge The West Bridge (Vestbroen) is a box girder bridge between Sprogø and Knudshoved. It is long, and has a vertical clearance for ships of . It is actually two separate, adjacent bridges: the northern one carries rail traffic and the southern one road traffic. The pillars of the two bridges rest on common foundations below sea level. The West Bridge was built between 1988 and 1994; its road/rail deck comprises 63 sections, supported by 62 pillars. East Tunnel The twin bored tunnel tubes of the East Tunnel (Østtunnelen) are each long. There are 31 connecting tunnels between the two main tunnels, at intervals. The equipment that is necessary for train operation in the tunnels is installed in the connecting tunnels, which also serve as emergency escape routes. There were delays and cost overruns in the tunnel construction. The plan was to open it in 1993, giving the trains a head start of three years over road traffic, but train traffic started in 1997 and road traffic in 1998. During construction the sea bed gave way and one of the tunnels was flooded. The water continued to rise and reached the end at Sprogø, where it continued into the (still dry) other tunnel. The water damaged two of the four tunnel boring machines, but no workers