tunnels in brazil

Transcrição

tunnels in brazil

World tunnel
congress 2014
40th ITA-AITES
General
Assembly
May 9 th to 15 th, 2014
Iguassu Falls - Brazil
Tunnels in Brazil
Past, Present and Future
Hugo Cássio Rocha, President of CBT-ABMS
Message from
Organizing Committee
Welcome to the World Tunnel Congress 2014.
On behalf of the WTC Organizing Committee,
I would like to thank you for all of your support
to make this event possible. We are pleased to
report that we have full sponsorship and that the
exhibition booths have been sold out for months.
Nearly 400 papers have been approved, so we feel
confident there will be stimulating presentations
for all our over 1.200 participants. This will be a
great opportunity for us to reconnect with the
international community, do some networking,
make new contacts, and exchange experiences.
The Organizing Committee wishes you a truly
memorable experience here in Iguassu Falls.
And, of course, we all look forward to socialising
during the Welcome Reception and Gala dinner,
coffee breaks, and meals. You won’t want to miss
the natural beauty of Iguassu Falls!
After the Congress, you have several technical
visits at your disposal. You can tour the Itaipu
Hydroelectric Power Plant, or you can head north
to visit Porto Maravilha rehabilitation project
downtown Rio de Janeiro. Or, see Rio’s subway
system and go see São Paulo’s ring road and
downtown subway. Brazil presents all the promise
and challenges of tropical geography and geology.
We trust you will come away with new insights
and ideas. Your presence is sure to benefit many.
So, once again, welcome to the World Tunnel
Congress 2014 here in Brazil!
We are happy to have you here.
Tarcísio B. Celestino
Chaiman of the Organizing Committee
May 9th to 15th, 2014
World Tunnel Congress 2014
40th Ita-Aites General Assembly
3
Message from
ITA-AITES
On behalf of ITA-AITES, it is my utmost pleasures to great all the delegates as well as the honourable
guests of the World Tunnel Congress 2014 and the 40th General Assembly. It is a pleasure to see that in our
Association’s 40th year anniversary our activity level within ITA-AITES is very high and at the same time the
global tunnelling market seems to be bigger than ever. It gives me confidence for the future and that our
Association will continue to be an important global player.
WTC2014 will be the second to be hosted in South America and the second in Brazil. After a memorable WTC
and General Assembly in 1998 in São Paulo, we are this year looking forward to go to Iguassu.
The main theme of the congress is “Tunnels for a better life”. Since ITA’s creation in 1974, this motto has
been important for us. From the origin, tunnels have always been built to improve the life of people all
around the world, through tunnels transporting water, sewage, or transporting people in trains, by cars or
in metropolis urban transport.
In South America and especially in Brazil, the mega cities demands more and improved mass urban transport
systems, and also high speed railway lines to connect the constant increasing cities.
The underground is also used in exploiting natural resources, either through mining but also utilising
renewable energies. As we see an increasing relationship between the mining and tunnelling industry ITA
decided to dedicate this year open session to the theme “Underground Space and Natural Resources”, which
I hope you will find of interest.
The WTC will also be the place for the ITA General Assembly and all the ITA associated meetings in the
Working Groups and Committees; I do hope that you will be able to actively participate and share your
knowledge.
I am sure you will attend many technical sessions during the WTC to learn about the projects and technical
development around the world but equally important is the networking and to meet old and new friends.
So I encourage you to visit the exhibition and attend the social events.
I am looking forward to meet you all and I do hope that all of the 71 ITA Member Nations will be able to
participate and that we together can celebrate the 40th anniversary of our association.
Looking forward to seeing you in Iguassu.
Best regards,
Søren Degn Eskesen
ITA President 2013-2016
4
Message from
CBT - Brazilian Tunnelling Committee
Tunnelling technique and natural beauty in Iguassu Falls
The international tunnelling community arrives in Brazil at a very special
moment for our infrastructure. The country is experiencing a period of
renewed investments. There are more than 42 kilometres of tunnels
under construction. In every region of the country, ongoing underground
works aim at improving the cities’ infrastructure. Besides, more than 150
kilometres of tunnelling works must start soon. The figures show that Brazil
is investing in infrastructure and that underground works are now part of
list of feasible solutions for the needs of Brazilian cities. As it happens in
many countries, Brazil is realising that underground works are, most of the
times, the most appropriate solution.
Some of the main ongoing projects are Fortaleza Metro, the expansion of
São Paulo Metro (around 70 kilometres by 2016), Porto Maravilha in Rio de
Janeiro, the expansion of Line 4 of Rio Metro and the north section of Ring
Road in São Paulo (14 tunnels with extension of 11,8 kilometres). There are
also some projects being analysed, such as Curitiba Metro, Porto Alegre
Metro, Belo Horizonte Metro, the high speed train which will connect
Campinas, São Paulo and Rio de Janeiro, and the immersed tunnel between
Santos and Guarujá, which bidding will be opened in the first semester of
2014.
And it is now that the World Tunnel Congress 2014 takes place, when the
attention of the whole world in turned to Brazil. However, the technical
experience is not the only attractive of this event. There is also the dazzling
scenario offered by Iguassu Falls. Located in the triple border among
Brazil, Argentina and Paraguay, the city enchants visitors by its natural and
exuberant landscape. The falls and the huge diversity of fauna and flora are
some of its most important attractions. So much so that Iguassu National
Park was Brazil’s first Conservation Unit to be designated a World Natural
Heritage by UNESCO in 1986.
The Brazilian Tunnelling Committee (CBT) is glad to receive you!
Welcome to Iguassu Falls. Welcome to WTC2014.
Hugo C. Rocha
President of CBT
5
comittees
Executive Organising Committee
Tarcísio Barreto Celestino - Chairman of the Congress
Hugo Cássio Rocha - Vice Chairman
Jairo Pascoal Júnior - Secretary-General
Edson Peev - Treasurer
Akira Koshima - Sales & Marketing
Olivier Vion - ITA-AITES Executive Director
Rick Lovat - ITA-AITES Executive Council Member
André Pacheco de Assis - President of the ABMS
Local Advisory Board (ABMS)
Argimiro A. Ferreira
Francis Bogossian
Sussumu Niyama
International Advisory Board
Sebastiano Pelizza - Chairman
Oscar A. Vardé - Vice Chairman
William Brian Fulcher
Scientific Committee
Arsenio Negro Júnior - Chairman
Werner Bilfinger - Vice Chairman
Marlisio Oliveira Cecilio Jr. - Secretary
6
»» Adam Bezuijen
»» Claudio Casarin
»» Giulia Viggiani
»» Akira Koshima
»» Christos Tsatsanifos
»» Hans de Wit
»» Alain Guilloux
»» David Oliveira
»» Hector Salazar Bonilla
»» Alejandra Paulina Villouta Romero
»» Davorin Kolic
»» Heinrich K. Heinz
»» Alejo Sfriso
»» Donald Lamont
»» Heinz Ehrbar
»» Alexandre R. A. Gomes
»» Edson Peev
»» Hugo Cássio Rocha
»» Amanda Elioff
»» Edgard Bard
»» Jacques Robert
»» André Pacheco de Assis
»» Eduard Vorster (T E B Vorster)
»» Jairo Pascoal Jr.
»» Anna Lewandowska
»» Eivind Grøv
»» Jamie Standing
»» Antonio Airton Bortolucci
»» Eloi Angelo Palma Filho
»» Jinxiu Yan
»» Antonio Domingues de Figueiredo
»» Eraldo Luporini Pastore
»» Jonathan Baber
»» Antonio Samaniego
»» Eric Leca
»» Jorge Almeida e Souza
»» Antonio Vianna da Fonseca
»» Erik Stefan Bernard
»» Jose Adelmar Mello Franco
»» Argimiro Alvarez Ferreira
»» Fabrice Emeriault
»» József Mecsi
»» Arnold Dix
»» Felipe Gobbi
»» Juan Carlos Pozo
»» Arsenio Negro Junior
»» Fernando Leyser Gonçalves
»» Klass Jan Bakker
»» Benjamim Celada Tamames
»» Fernando Olavo
»» Keh-Jian Shou (Albert)
»» Buddhima Indraratna
»» Francis Fernando R. Stucchi
»» Lars Babendererde
»» Carlos Manoel Nieble
»» Flavio Massayuki Kuwajima
»» Luis Eduardo Sozio
»» Carlos S. Oteo Mazo
»» Francisco Ribeiro Neto
»» Luis Valenzuela
»» César Sagaseta Millan
»» Gabriel Auvinet
»» Luiz Antonio Bressani
»» Charles W. W. Ng
»» Georg Anagnostou
»» Luiz Felipe Meirelles Coelho Rocha
»» Christian Ingerslev
»» Giacomo Re
»» Luiz Guilherme de Mello
»» Chungsik YOO
»» Gino Rivera
»» Luiz Vaz
»» Makoto Namba
»» Pekka Särkkä
»» Mandy Korff
»» Peter-Michael Mayer
»» Manuel Matos Fernandes
»» Ricardo Nicolau del Roure
»» Marco Aurélio Abreu Peixoto da Silva
»» Robert Galler
»» Marco Barla
»» Roberto Gonzalez Izquierdo
»» Marcos Massao Futai
»» Roberto Terzariol
»» Maria Cecília Guazelli
»» Sergio Nertan Alves de Brito
»» Markus Thewes
»» Sergio Fontoura
»» Marlísio Oliveira Cecílio Jr.
»» Søren Degn Eskesen
»» Michael G. Francis
»» Stefano Aversa
»» Michael Kawadas
»» Tarcísio Barreto Celestino
»» Michel Deffayet
»» Tiago Ern
»» Michel Van Sint Jan
»» Tiago Gerheim Souza Dias
»» Michael Tonnesen
»» Ulrich Klotz
»» Mitsutaka Sugimoto
»» Vaclav Vesely
»» Mostafa Sharifzadeh
»» Vinicius da Mota Wedekin
»» Neil Taylor
»» Victor Henrique Léon
»» Nicola Della Valle
»» Waldemar Hachich
»» Nick Shirlaw
»» Werner Bilfinger
»» P.L.Richard Pang
»» Yun Bai
»» Pal Béla Kocsonya
»» Paulo Roberto C. Cella
»» Paulo Ivo Queiroz
»» Paulo José Rocha de Albuquerque
»» Pedro França
VENUE AND DATE
The ITA–AITES World Tunnel Congress 2014 will be held at
the Bourbon Cataratas Convention & SPA Resort, Iguassu
Falls, Paraná State, Brazil from May 09th to 15th, 2014.
Bourbon Cataratas Convention & SPA Resort is located at
Rodovia das Cataratas, Km. 2,5.
Further details about the Hotel available at:
www.hoteisbourbon.com.br/en/cataratas
7
Tunnels in Brazil
Past, Present and Future
Hugo Cássio Rocha, President of CBT-ABMS
1. introduction
Development of the Brazilian tunnelling industry began in the second half of the 19th century with tunnelling in rock.
At this stage, only three centuries following the start of the Portuguese colonization and just a few decades following
Independence, the entire work was planned and executed by foreign engineers. However, experience in projects and
underground construction began to develop very rapidly among local professionals. Since those days there have been
many changes in the tunnelling industry market.
2. Background
19th Century
The first tunnel excavated in Brazil, around 1860, would probably have been a small tunnel excavated in rock at the
famous União and Indústria Highway close to the city of Três Rios, in the state of Rio de Janeiro, with the exception of
the mining tunnels at the city of Ouro Preto, Mina da Passagem at the city of Mariana and the early excavations at the
Morro Velho mine for extracting gold.
The first railroad tunnels in Brazil were opened around 1860. But the most important engineering work at the time was
the long series of 15 tunnels that became known as Section 2 of the Dom Pedro II Railroad, at Japeri - Barra do Piraí,
a line on the coastal mountains of the state of Rio de Janeiro. Dom Pedro II was the Emperor of Brazil at the time and
frequently visited the construction sites.
Figure 1 (by Marc Ferrez) is a photograph taken during the Emperor’s visit on the day of the breakthrough of Túnel
Grande. This was one of the most notable engineering achievements in Brazil at the time: a wide gauge railroad of
around 400 metres in technically difficult conditions that required the excavation of 15 tunnels ranging in length from
25 to 2,238 metres, totalling 5,220 metres. Some were excavated in soil or decomposed rock, so that the arch was lined
in brickwork, while the others were in hard rock. They were all 4.2 metres wide, with a maximum height of 5.8 metres.
The highlight was the so-called Túnel Grande with 2,238 metres in length.
Still according to Silva Telles (2006), work began in 1858, but the
excavation of Túnel Grande was only concluded in June 1864, with
inauguration occurring only in December 1865. The tunnels in rock,
including Túnel Grande, were excavated using chisels, hammers and
gun powder. No mechanical drills existed at that time and dynamite
would only be invented in 1866.
Underground construction was very active at the time. The works
on the so-called Centre Line, from Rio de Janeiro (RJ) towards Belo
Horizonte (MG), began in 1865 and had 20 tunnels, the longest being
552 metres. Among all these tunnels, number 30, with 360 metres,
located in the João Ayres canyon in the Mantiqueira Mountain Ridge
deserved special attention because it was the hallmark of early
engineering concerns with the stability of the slopes in that area,
still an important problem nowadays.
In mentioned canyon, a cut with very high slopes was initially
constructed; later, it was converted into a tunnel to avoid railroad
blockages caused by constantly falling rocks. The transformation
Figure 1 - Visit of Emperor D. Pedro II to the
took place in 1901 and the arch was built in reinforced concrete – the
breakthrough of Túnel Grande
oldest structure made of this material which can be reliably dated in
(M. Ferrez in Silva Telles, 2006)
Brazil, according to the author.
9
Between 1877 and 1879, the Navy’s stretch of the D. Pedro II Railroad was built in Rio de Janeiro. It was a short
stretch, with the excavation of two tunnels, 315 and 86 metres long, to cross the São Diogo Hill, running to the port.
The structure had two important novelties: the use of compressed air drill bits (the Ingersoll system powered by a
steam locomotive) and the use of dynamite, the Emperor himself detonating the first explosion (Telles 2006).
The introduction of dynamite led to a significant increase in underground construction. During the duplication of the
Dom Pedro II railroad, the second gallery of Túnel Grande was excavated in 11 months, while the first tunnel with the
same length had required seven years’ work.
Rio de Janeiro saw the construction of the oldest road tunnels in Brazil (Carvalho-2006): one at Rua Alice (formerly Rio
Comprido, concluded in 1887) and the Alaor Prata (the former Túnel Velho, concluded in 1891).
Another striking structure of this period was the railroad between Paranaguá and Curitiba – which traversed a region
of varying topography – with 13 tunnels built between 1880 and 1884, excavated in rock and with a total length of
1,702 metres. The longest tunnels are the Roça Nova (429 m), the Boa Vista (250 m) and the Pico do Diabo (156 m).
20th Century
In the early 20th century, Brazilian engineers were in charge of
the main tunnelling works taking place in the country. The year
1904 saw the excavation of the second tunnel to Copacabana, in
Photo – from the book
Tunnel (Figure 2).
For access to the port of Santos (in São Paulo), the MairinqueSantos stretch of the Sorocabana Railroad (formerly the São
Paulo Railway) was built between 1928 and 1937. The adverse
topographical conditions and the difficult geotechnical problems
required the excavation of several tunnels (31 in all, totalling
over 5 km), viaducts and bridges. Two of these bridges held the
world record at the time for their respective types of structure.
Figure 2 - Leme Tunnel - Rio de Janeiro
The tunnels never experienced major stability or maintenance problems. The cuts, on the other hand, took many
years to be stabilized, primarily because of the execution technique used, which did not take into consideration the
peculiarities of the residual soils in the tropical mountainous region. The scars of the landslides above the cuts can be
seen even today, since they expose the bare rock.
Figure 3 shows one of the
tunnels during the construction
period and a recent photo of the
location. Worthy of note are the
severe topographical conditions
and the highly dense tropical
vegetation.
Figure 3 – One of the tunnels of the Sorocabana railroad under construction (Telles)
and a recent photo of the location
10
“Tunnelling in Brazil”, 2006
Rio de Janeiro, which became known as Túnel Novo or the Leme
This period witnessed the first road tunnel in the city of São Paulo, the
Nove de Julho tunnel, started in 1936 and concluded in 1938. In this
tunnel, the inverted excavation system was used in the Southern tunnel
portal (Figure 4).
The development of modern tunnel engineering in Brazil began in the
Photo – from the book “Tunnelling in Brazil”, 2006
1950s and 1960s, with the planning and construction of the metro systems
in São Paulo and Rio de Janeiro, in addition to numerous road tunnels in
the latter city.
Between 1949 and 1954, the Paulo Afonso I HEPP (Hydroelectric Power
Plant) was built, the first with an underground power house designed
and built by Brazilian engineers. In the immediate surroundings the
Paulo Afonso II, III and IV HEPPs were subsequently built. The latter, built
between 1974 and 1978, became a milestone of Brazilian engineering,
with a cross-section of 22,6 metres x 25 m x 54 m (L/W/H). This was the first
power house cavern with overhead travelling crane beams fixed with rock
anchors instead of supported by pillars. It is also important to point out
the presence of several tunnels and shafts with rock anchors applied on
account of the systematic geological mapping of the walls.
Figure 4 - The Nove de Julho Tunnel
During the 1960s and 1970s, the works of large and important tunnels
in São Paulo
stood out, primarily in Rio de Janeiro. In the Copacabana district, the Sá
Freire Alvim (1960) and Major Vaz (1963) tunnels were concluded. Also in the 1960s, two of the city’s largest tunnels
were opened to traffic: the Santa Bárbara (1963) and the Rebouças (1967), as shown in Figure 5.
The year 1971 saw the conclusion of the tunnels linking the South Side with the Barra da Tijuca district (Joá, São
Conrado and Dois Irmãos). Later, still in the 1970’s, the Frei Caneca and Noel Rosa tunnels were concluded.
At the end of the 1960s and early 1970s, the construction
of the uphill carriageway of the Imigrantes Highway (which
links São Paulo to its coastline), saw the use for the first time
in Brazil of the New Austrian Tunnelling Method (NATM).
This work saw the construction of 11 tunnels excavated in
residual soils, weathered rock and hard rock, with a total
Photo – from the book “Tunnelling in Brazil”, 2006
length of 3,890 metres (Figure 6).
Figure 5 – the Rebouças Tunnel at its inauguration
Figure 6 –Imigrantes Highway, Uphill Carriageway
(Carvalho 2006)
(São Paulo)
11
Still in the end of the 1960s work began on the North-South
Line, current Blue Line 1 of the São Paulo Metro, most of
it in Cut & Cover. The downtown stretch, however, was
excavated using an open face TBM shield. Four TBM shields
were used in the excavation. It was necessary to pressurise
Photo - Metro-SP
the excavation face using compressed air on various
stretches because of the high hydrostatic pressures on noncohesive soils (Figure 7).
NATM was also used in the 1970s to build the Ferrovia do
Aço – between Belo Horizonte and Rio de Janeiro. 115
Figure 7 - Shield TBM - Bade used to excavate Line 1 of
tunnels were excavated totalling 75 km (Figure 8).
the São Paulo Metro (Photo - Metrô-SP)
In the 1980s, several underground works for power generation stood out, such as
“Tunnelling in Brazil”, 2006
Photo – from the book
the power house of the Serra da Mesa Plant (Figure 9) and the construction works of
the Green Line 2 of the São Paulo Metro, in which two tunnel boring machines were
used – one with a closed face installing expanded concrete ring lining (Figure 10)
and the other with open face, in which bolted-on rings were used – and urban road
tunnels in São Paulo.
This
period
also
saw
the conclusion of the
Figure 8 – Ferrovia do
tunnel
works
Aço Tunnel
Imigrantes
on
the
Highway
between São Paulo and
Santos (downhill carriageway) – with three long tunnels
totalling 8,231 metres in length. Other highlights were the
duplication of the Fernão Dias Highway, the construction
of the Carvalho Pinto Highway in the state of São Paulo,
with six tunnels (totalling 3,100m) and the mini ring road
around the city of São Paulo. One must also draw attention
to other important works in the city of São Paulo, such as
Figure 9 – Power house of the Serra da Mesa Plant
the two tunnels of the Ayrton Senna Road Complex, the
tunnels under the Pinheiros River (the Presidente Jânio Quadros and the Sebastião Camargo tunnels) and the tunnels
Photo - Metro-SP
under Avenida Santo Amaro (the Tribunal de Justiça tunnels – Figure 11).
Figure 10 – Open face tunnel boring machines used on Green Line 2
12
21st Century
A recent survey, without statistical approach, carried out by the Brazilian
Tunnelling Committee shows that there has been a notable increase
in underground construction for civil engineering purposes. The total
constructed volume in the 1990s was less than four million cubic metres.
Over the next five years, the volume leaped to over 11 million, a rate of
increase of more than 500%.
Greater demand for new tunnels came from the hydroelectric
construction industry. After the market rules were established for
electricity generation, valid for private investments, a large number of
Figure 11 – Tribunal de Justiça Tunnel
small HEPPs were built with associated underground works.
(São Paulo). Photo – from the book
“Tunnelling in Brazil”, 2006)
This period also saw countless underground projects executed, especially
in large Brazilian cities where urban mobility is involved, of which it is important to stress:
Ring Road
The Mario Covas Ring Road is a 170-kilometre
long highway with two carriageways and six
lanes circling the metropolitan region of São
Paulo, the capital and the surrounding area.
It was planned to alleviate the intense traffic
of trucks and other heavy vehicles that used
the city’s two urban freeways (Pinheiros and
Tietê), creating constant traffic jams in the
city of São Paulo.
Its construction was divided into four sections
(Figure 12). The first – Western Section, with
32 km, has three pairs of tunnels totalling
5,700 metres, with cross-sections between 180
and 222 m2 and covers of up to 180 metres. It
was inaugurated in 2002. The 57-km Southern
Figure 12 – Schematic Map of the São Paulo Ring Road,
Section was inaugurated in 2010, with the
with its stretches (source: Wikipedia)
Santa Luzia tunnel totalling 2,160 metres (two
tunnels, each 1,080 metres long). The Eastern
Section, extending for 43.5 km, should be inaugurated in 2014 and has three tunnels with a total extension of 5,700
metres. Construction on the 44-kilometre Northern Section, which started recently, will have seven twin tunnels,
totalling 13.2 km.
13
São Paulo Metro
The São Paulo Metro has maintained a constant investment
program over the last decade, with several lines under construction,
most of them underground. The works of Yellow Line 4 of the
São Paulo Metro, already inaugurated, were constructed entirely
Photo - herrenknecht-AG
underground, extending for 12.8 km. A modern EPB (Earth Pressure
Balanced) TBM was used to excavate the twin-track tunnels, 9.5
metres in diameter, in soft ground and soft rock. The TBM used
(Figure 13) showed notable technological advances incorporated
since the first TBM used in the 1970s.
Important advances have also been made in conventional
tunnelling construction, or NATM, in soft ground. Worthy of note
Figure 13 - Twin-track EPB TBM recently used
are the large cross-section stations of Yellow Line 4, and especially
by the São Paulo Metro on the Yellow Line 4
Alto do Ipiranga Station of Green Line 2 of the São Paulo Metro.
(Metrô-SP)
The latter was probably a record in terms of excavated
cross-section (302 m2) in soft ground with low cover. In
spite of the volume excavated and the low cover, the
settlements observed were significantly low (a maximum
of 15 millimetres), with minimal surface interference.
Currently, the conventional method (NATM) is being used
to build the extension of Yellow Line 4 in the Vila Sonia
Photo - Metro-SP
direction (West Side of São Paulo)
Figure 14 shows a photo of the full section of Alto do
Ipiranga Station, with only a primary shotcrete lining. It
is worth noting the dimensions of the station’s section in
Figure 14 – Alto do Ipiranga Station, fully excavated,
with primary lining in shotcrete
relation to the workers and the twin-track tunnel (for two
trains) in the background.
Line 5 of the São Paulo Metro is under construction
and will be completely underground. It will have a
total length of 11.8 kilometres, of which 1.5 km will
be excavated using the conventional method (NATM),
4.6 kilometres of single track tunnels by two EPB TBMs
Ø 6.9m (Figure 15 A) and 5.7 km of tunnels excavated
by a EPB TBM Ø 10.6 m (Figure 16 A). There will be 11
stations in all, eight built in cut & cover and three by
the conventional method (NATM).
An important feature of this line is the intense use of EPB
TBMs for executing the tunnels and cut & cover excavation
for the stations. Several stations are being excavated
using multi-shafts with shotcrete support, a technique
Photo - Metro-SP
developed by Brazilian engineers and extensively applied.
Brooklin Station (Figure 15-B) is being built using five
secant shafts, each 30 metres in diameter.
Figure 16-A shows the portal of the EPB Φ 10.5-metre
14
tunnel boring machine previously used on Yellow Line
Figure 15 – (A) EPB tunnel boring machines – 6.9 m of the
4, whose diameter was increased to adapt it to the
São Paulo Metro Line B) Brooklin Station in Multi-Shafts – aerial view
technical requirements of Line 5. Figure
16 B shows a large-diameter shaft close to
buildings, for building the accesses to the
Photo - Metro-SP
Chácara Klabin station.
Line 6 of the São Paulo Metro, put out to
tender as a PPP (Public-Private Partnership)
and whose construction work should begin
in 2015, will connect the Brasilândia Station
(in the north-western part of the city) to São
Figure 16- (A) View of the Chacara Klabin Station
(B) Shaft Portal of the φ 10.5-m EPB Tunnel Boring Machine
Joaquim Station (downtown) with a total
length of 15.3 km. The tunnels will be excavated primarily using EPB TBMs with Ø 10.5 metres. Conventional excavation
methods will be used on granitic rock sections and in deeper stations. Figure 17 shows a preliminary geological cross-
Photo - Metro-SP
section of Orange Line 6 of the São Paulo Metro.
Figure 17 - Preliminary Geological Cross-Section along Orange Line 6
Rio de Janeiro Metro
Line 4 of the Rio de Janeiro Metro was planned in the 1990s when the system was changed into a concession. The
objective of the original project was to connect the Barra da Tijuca region in the extreme South of the city, to Botafogo
Station, connecting the northern and southern sides of the city, cutting through the downtown area. Since the 1990s,
Line 1 has been successively extended southwards, through Copacabana and Ipanema, arriving at the General Osório
Station (Figure 18).
New studies showed the importance of connecting
Barra da Tijuca and Ipanema, resulting in the alteration
to the original alignment of Line 1. Important property
development projects have sprung up in Barra da Tijuca
in recent years. Highly congested avenues are currently
the only possible connections to the downtown area, and
journeys can take up to two hours to cover 28 kilometres.
The new alignment of Line 4 will connect General Osório
Station, in Ipanema, to Jardim Oceânico, the station in
Barra da Tijuca. The line will be totally underground, 14
Figure 18 – General Osório Station – Rio de Janeiro Metro
kilometres long, and will have six new stations.
The tunnels between General Osório and Gávea stations, through Ipanema (Southern Section, Figure 19), densely builtup areas, will be excavated using an EPB TBM Ø 11.53m (Figure 20A).
15
Between Gávea Station and Jardim Oceânico (Western Section), in the sections in rock, the construction process being
employed is conventional D&B (Figure 20B). In Figure 20 B one can see the detail of the diamond-shaped cut of the
tunnel breakthrough in rock on a densely urbanized section.
Photo - Odebrecht
Figure 19 - Southern Section of Line 4 of the Rio de Janeiro Metro (Dept. of Transport, Rio-2011)
Figure 20-A. EPB Tunnel Boring Machine – mixed face of the Rio Metro. (B) Breakthrough without explosives in hard rock
Fortaleza (Ceará) Metro Line 3 - East
Line 3 East of the Fortaleza Metro, in its early stages
of construction, will connect the downtown area
to the southeast of the city. The tunnels will be
excavated using four Ø 6.9 m Mixed Face EPB TBMs
recently acquired by the government of the State
of Ceará.
All 12 stations will be built using cut & cover system,
Photo - Robbins
given the favourable condition of local physiography.
16
An important aspect is the need to pressurize the TBM
so as to minimize surface impacts on account of the
thick sand layers found in the region. Figure 21 shows
a photo of one of the EPB tunnel boring machines
Figure 21 – EPB Tunnel Boring Machine to be used on the
already delivered for commencement of the works on
Fortaleza Metro
the East line.
Porto Maravilha
One of the most important works under development in Rio de Janeiro is Porto Maravilha Project, which intends to
revitalize the port area, reintegrating it to the city (Figure 22) by demolishing viaducts and replacing them with tunnels.
Figure 22 – Overview of the location of Porto Maravilha Project, before and after implementation (Rio de Janeiro)
Gastau Tunnel
For Petrobrás to transport natural gas from sea level to
the Paraíba Valley, a very economically active region at
an altitude of 700m, the 5-km long Gastau Tunnel was
built using a Double Shield TBM for hard rock for the first
time in Brazil. Figure 23 shows the tunnel boring machine
before starting excavations.
Transposition of the São Francisco River
The Project for Integrating the São Francisco River with the
Water Basins of the Northern North-eastern Region is an
enterprise of the Brazilian Federal Government under the
Figure 23 – Double Shield Hard Rock TBM
responsibility of the Ministry for National Integration. The
recently used by Petrobrás
objective of the Project is to ensure that water is available
for the 12 million inhabitants of the 390 cities of the
Agreste and Backland regions of the states of Pernambuco,
Ceará, Paraíba and Rio Grande do Norte.
Photo –Toniolo & Busnello
The integration of the São Francisco river with the basins of
temporary rivers in the semi-arid region will be possible by
the continuous catchment of 26.4 m³/s of water, equivalent
to a mere 1.42% of the flow guaranteed by the Sobradinho
dam (1,850 m³/s), of which 16.4 m³/s (0.88%) will follow the
Northern Axis and 10 m³/s (0.54%), to the Eastern Axis. For
such, part of the works required are underground, with
highlights to the Cunca I and II tunnels (Figure 24), with a
Figure 24 – Breakthrough of the Cuncas II Tunnel of the
length of 19.5 km, currently under execution.
Transposition of the São Francisco River
17
3. The future
Brazil has over 42 kilometres of tunnels
under construction. From North to
South, underground work is in progress
to improve infrastructure in Brazil’s
cities. In addition, work on over 35,000
metres of tunnels is likely to begin soon.
The figures show that Brazil is investing
in infrastructure and that underground
works are now definitively on the list of
viable solutions for meeting the needs
of Brazilian cities. As it already occurs in
other countries, Brazil is awakening to
the fact that underground works are,
for the most part, the most appropriate
solution. Below some of the main tunnel
works under study are mentioned:
Figure 25- The Federal Government Railroad Investment Plan- Source EPL site
The PIL – Logistics Investment Program – launched at the end of 2012 by the Brazilian Federal Government, presents for
the Railroad modal an investment package of around BRL 90 billion for the construction and adaptation of 11,000 km
of railroads (Figure 25). Table 1 below shows a summary of the number of underground projects that will be part of
the PIL, still under design, therefore with variable values for the minimum and maximum limits of tunnel lengths, but
totalling between 113 and 230 km of tunnels.
Key to the Chart
18
Ferrovias
Railroads
Ferroanel
Railroad Bypass
Acesso ao Porto de Santos
Access to the Port of Santos
Tramo
Section
Trechos em Estudos/Avaliação
Sections under Study/Evaluation
PAC em execução
PAC (Growth unde Program) in progress
Malha atual
Current Network
Section
Section Alternative with
lower volume of tunnels
Alternative with higher
volume of tunnels
Quantity
Length (m)
Quantity
Length (m)
Lucas do Rio Verde - Campinorte - Palmas Anápolis
0
0
1
2000
Rio de Janeiro - Campos - Vitória
1
316
5
13820
Salvador- Recife
0
0
5
11000
Uruaçu - Corinto - Campos
24
14840
30
43740
São Paulo - Rio Grande
75
62049
75
75421
Belo Horizonte – Salvador
1
6000
3
17800
Maracajú - Eng Bley - Paranaguá
17
19860
31
44700
São Paulo Southern Railroad Bypass
0
0
2
6860
São Paulo Northern Railroad Bypass
10
10000
15
15000
128
113065
167
230341
TOTAL
Table1: Summary table of the projects of the Brazilian Federal Government’s investment plan for railroads with tunnels. Source EPL
South-eastern Region
The South-eastern Region is one of those with most tunnelling works in progress. In the state of Minas Gerais, the
BR-381/MG highway will be duplicated between Governador Valadares and Belo Horizonte. In all, there will be four
tunnels. Two parallel tunnels, each 450 metres in length, one 650-metre tunnel and another 750-metre tunnel. Also in
Minas Gerais, the state capital will build its metro system. The entire Belo Horizonte metro will be underground and
excavated using a shield with around 5 km (initially).
Another example is the BR-040/RJ Highway that winds
its way up the mountains between Rio de Janeiro and
Petrópolis. This will be the largest road tunnel in Brazil, five
kilometres long.
The expansion to the Green Line 2 of the São Paulo Metro in
the direction of the north-eastern part of the city, reaching
the municipality of Guarulhos close to the international
airport, is in its final design phase and should be put out
to tender still this year, with 15 kilometres of tunnels to be
Photo - DERSA-SP - web site
executed by two tunnel boring machines.
Santos - Guarujá Tunnel
After several studies, the government of São Paulo decided
that the dry connection between Santos and Guarujá, on
the São Paulo coastline, will be via an immersed tunnel,
a hitherto unheard of technique in Brazil (Figure 26). This
tunnel will be 762 metres long and will be located at a
depth of 21 metres. The project should be put out to tender
Figure 26 - Schematics for the Santos-Guarujá
in the first half of 2014.
Immersed Tunnel
19
The Roberto Marinho Urban Tunnel - SP
The conception of this urban tunnel is an example of an important slice of the market for underground works in Brazil
in the next years. In this case, the underground traffic solutions are being considered to improve the Southern zone of
São Paulo.
Two tunnels, each with three lanes, with a cross-section of 147 m² and 15.7 m wide, are in the final design phase. Parking
and emergency areas will have a 168-m² cross-section. The tunnels will be excavated in soft ground, consisting primarily of
stiff clays and sandy layers of the tertiary basin of São Paulo and sections of residual soil of pre-Cambrian gneiss.
TAV
A high-speed railroad system (HighSpeed Train – TAV) is being planned
to operate in Brazil’s most populous
and economically active region.
In 2008, the total estimated demand
between Rio de Janeiro and São
Photo - EPL web site
Paulo was 7,3 million journeys,
with the air traffic market taking
a 60% slice, cars 17% and 23% for
buses. The TAV will be implemented
between Campinas, São Paulo and
Rio de Janeiro (Figure 27), also
connecting
and
Viracopos,
Galeão
airports
Guarulhos
to
Figure 27 – Proposed route for the TAV
their
metropolitan regions.
The system will be designed to operate at a maximum speed of 350 km/h. The total estimated distance between
Campinas and Rio de Janeiro is 511 km, while the distance between São Paulo and Rio de Janeiro is around 412 km.
Based on the route developed, the non-stop journey between the two cities is estimated to last approximately 1 hour
and 33 minutes. Trips with a long-distance, high-speed service between Rio de Janeiro and Campinas will take about
two and a half hours.
The proposed route will have 90.9 km
of tunnels, of which 46.6 kilometres
Photo - Projeto Arco Tietê
will be located in urban areas and
44.3 in rural areas. In the rural areas,
the longest tunnels will be located
in the Serra das Araras mountains,
an escarpment with a difference in
elevation of around 500 metres. The
bidding process for the concession
(design, construction and operation)
Figure 28 - Proposed Arco Tietê Project - São Paulo for burying the freeways
is currently in progress.
Countless other design proposals are still being studied and include underground works for underground railroads
in the central region of São Paulo, several urban tunnels, sanitation tunnels, the São Paulo metropolitan water ring,
railroad connection tunnels in the Serra do Mar mountains and urban recovery by burying the Tietê freeways – such as
the Arco Tietê Project, which foresees a huge urban remodelling in the city of São Paulo, based on underground works
(Figure 28).
20
Southern Region
The city of Curitiba, capital of Paraná state created bus corridors over 30 years ago – a public transport model copied
by more than 80 countries. Now, to further improve city transport, Curitiba is considering building a metro. The total
length has not been defined yet, but what is known is that it will be entirely underground using conventional methods
(Figure 29) and tunnel boring machine.
Figure 29 – Typical tunnel sections of the Curitiba - PR Metro Project
Porto Alegre, the capital of Rio Grande do Sul, is also preparing to invest in a metro, with the Line 2 Project, since
the surface train line is considered Line 1. Line 2, with around 18 km, should be partly underground, especially in the
downtown region. Figure 30 shows a partial geological section of the city’s downtown region.
Figure 30 – Simplified Geological
Section of the Downtown Metro
of Porto Alegre
21
4. Final Considerations
This document presents a small sample of underground projects in Brazil. The tunnel market in Brazil shows a clear
increase in demand. There is a growing need for urban infrastructures, even though recent economic growth rates
have declined in the face of the global crisis. It is up to Brazilian engineering, with the support and participation of the
international community, to create the means to meet these needs, making it possible for safe and economic works,
using the best design and construction techniques available.
22
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