Tunnels in Brazil

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WORLD TUNNELCONGRESS 201440th ITA-AITESGENERALASSEMBLYMay 9 th to 15 th , 2014

Iguassu Falls - Brazil

TUNNELS IN BRAZILPast, Present and Future

Hugo Cássio Rocha, President of CBT-ABMS





World Tunnel Congress 201440th ITA-AITES General Assembly

May 9th to 15th, 2014Iguassu Falls - Brazil

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MESSAGE FROMORGANIZING 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





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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 40 th 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

MESSAGE FROMITA-AITES





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MESSAGE FROMCBT - 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





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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

» Adam Bezuijen

» Akira Koshima

» Alain Guilloux

» Alejandra Paulina Villouta Romero

» Alejo Sfriso

» Alexandre R. A. Gomes

» Amanda Elioff

» André Pacheco de Assis

» Anna Lewandowska

» Antonio Airton Bortolucci

» Antonio Domingues de Figueiredo

» Antonio Samaniego

» Antonio Vianna da Fonseca

» Argimiro Alvarez Ferreira

» Arnold Dix

» Arsenio Negro Junior

» Benjamim Celada Tamames

» Buddhima Indraratna

» Carlos Manoel Nieble

» Carlos S. Oteo Mazo

» César Sagaseta Millan

» Charles W. W. Ng» Christian Ingerslev

» Chungsik YOO

» Claudio Casarin

» Christos Tsatsanifos

» David Oliveira

» Davorin Kolic

» Donald Lamont

» Edson Peev

» Edgard Bard

» Eduard Vorster (T E B Vorster)

» Eivind Grøv

» Eloi Angelo Palma Filho

» Eraldo Luporini Pastore

» Eric Leca

» Erik Stefan Bernard

» Fabrice Emeriault

» Felipe Gobbi

» Fernando Leyser Gonçalves

» Fernando Olavo

» Francis Fernando R. Stucchi

» Flavio Massayuki Kuwajima

» Francisco Ribeiro Neto

» Gabriel Auvinet

» Georg Anagnostou » Giacomo Re

» Gino Rivera

» Giulia Viggiani

» Hans de Wit

» Hector Salazar Bonilla

» Heinrich K. Heinz

» Heinz Ehrbar

» Hugo Cássio Rocha

» Jacques Robert

» Jairo Pascoal Jr.

» Jamie Standing

» Jinxiu Yan

» Jonathan Baber

» Jorge Almeida e Souza

» Jose Adelmar Mello Franco

» József Mecsi

» Juan Carlos Pozo

» Klass Jan Bakker

» Keh-Jian Shou (Albert)

» Lars Babendererde

» Luis Eduardo Sozio

» Luis Valenzuela

» Luiz Antonio Bressani

» Luiz Felipe Meirelles Coelho Rocha» Luiz Guilherme de Mello

» Luiz Vaz

COMITTEES





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» Makoto Namba

» Mandy Korff

» Manuel Matos Fernandes

» Marco Aurélio Abreu Peixoto da Silva

» Marco Barla

» Marcos Massao Futai

» Maria Cecília Guazelli

» Markus Thewes

» Marlísio Oliveira Cecílio Jr.

» Michael G. Francis

» Michael Kawadas

» Michel Deffayet

» Michel Van Sint Jan

» Michael Tonnesen

» Mitsutaka Sugimoto

» Mostafa Sharifzadeh

» Neil Taylor

»

Nicola Della Valle» Nick Shirlaw

» P.L.Richard Pang

» Pal Béla Kocsonya

» Paulo Roberto C. Cella

» Paulo Ivo Queiroz

» Paulo José Rocha de Albuquerque

» Pedro França

» Pekka Särkkä

» Peter-Michael Mayer

» Ricardo Nicolau del Roure

» Robert Galler

» Roberto Gonzalez Izquierdo

» Roberto Terzariol

» Sergio Nertan Alves de Brito

» Sergio Fontoura

» Søren Degn Eskesen

» Stefano Aversa

» Tarcísio Barreto Celestino

» Tiago Ern

» Tiago Gerheim Souza Dias

» Ulrich Klotz

» Vaclav Vesely

» Vinicius da Mota Wedekin

» Victor Henrique Léon

»

Waldemar Hachich » Werner Bilfinger

» Yun Bai

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



TUNNELS IN BRAZILPast, Present and Future

Hugo Cássio Rocha, President of CBT-ABMS





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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.

1. INTRODUCTION

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 transformationtook place in 1901 and the arch was built in reinforced concrete – the

oldest structure made of this material which can be reliably dated in

Brazil, according to the author.

2. BACKGROUND

Figure 1 - Visit of Emperor D. Pedro II to the

breakthrough of Túnel Grande

(M. Ferrez in Silva Telles, 2006)





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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

Rio de Janeiro, which became known as Túnel Novo or the Leme

Tunnel (Figure 2).

For access to the port of Santos (in São Paulo), the Mairinque-

Santos 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.

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 2 - Leme Tunnel - Rio de Janeiro

Figure 3 – One of the tunnels of the Sorocabana railroad under construction (Telles)

and a recent photo of the location

P h o t o

– f r o m t h e b o o k

“ T u n n e l l i n g i n B r a z i l ” , 2 0 0 6





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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

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 outthe presence of several tunnels and shafts with rock anchors applied on

account of the systematic geological mapping of the walls.

During the 1960s and 1970s, the works of large and important tunnels

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

length of 3,890 metres (Figure 6).

Figure 4 - The Nove de Julho Tunnel

in São Paulo

Figure 5 – the Rebouças Tunnel at its inauguration

(Carvalho 2006)

Figure 6 –Imigrantes Highway, Uphill Carriageway

(São Paulo)

P h o t o – f r o m t h e b o o k “ T u n n e l l i n g i n B r a z i l ” , 2 0 0 6

P h o t o – f r o m t h e b o o k “ T u n n e l l i n g i n B r a z i l ” , 2 0 0 6





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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

the excavation face using compressed air on various

stretches because of the high hydrostatic pressures on non-

cohesive soils (Figure 7).

NATM was also used in the 1970s to build the Ferrovia do

Aço – between Belo Horizonte and Rio de Janeiro. 115

tunnels were excavated totalling 75 km (Figure 8).

In the 1980s, several underground works for power generation stood out, such as

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 roadtunnels in São Paulo.

This period also saw

the conclusion of the

tunnel works on the

Imigrantes 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

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

under Avenida Santo Amaro (the Tribunal de Justiça tunnels – Figure 11).

Figure 7 - Shield TBM - Bade used to excavate Line 1 of

the São Paulo Metro (Photo - Metrô-SP)

Figure 8 – Ferrovia do

Aço Tunnel

Figure 9 – Power house of the Serra da Mesa Plant

Figure 10 – Open face tunnel boring machines used on Green Line 2

P h o t o – f r o m t h e

b o o k

“ T u n n e l l i n g i n B r a z i l ” , 2 0 0 6

P h o t o - M e t r o - S P






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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

small HEPPs were built with associated underground works.

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

Section was inaugurated in 2010, with the

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.

Figure 11 – Tribunal de Justiça Tunnel

(São Paulo). Photo – from the book

“Tunnelling in Brazil”, 2006)

Figure 12 – Schematic Map of the São Paulo Ring Road,

with its stretches (source: Wikipedia)





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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

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

are the large cross-section stations of Yellow Line 4, and especially

Alto do Ipiranga Station of Green Line 2 of the São Paulo Metro.

The latter was probably a record in terms of excavatedcross-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

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

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

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

tunnel boring machine previously used on Yellow Line

4, whose diameter was increased to adapt it to the

Figure 13 - Twin-track EPB TBM recently used

by the São Paulo Metro on the Yellow Line 4

(Metrô-SP)

Figure 14 – Alto do Ipiranga Station, fully excavated,

with primary lining in shotcrete

P h

o t o - M e t r o - S P

P h o t o - h e r r e n k n e c h t - A

G

Figure 15 – (A) EPB tunnel boring machines – 6.9 m of the

São Paulo Metro Line B) Brooklin Station in Multi-Shafts – aerial view


P h o t o - h e r r e n k n e c h t - A G





15

technical requirements of Line 5. Figure

16 B shows a large-diameter shaft close to

buildings, for building the accesses to the

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

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-

section of Orange Line 6 of the São Paulo Metro.

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

kilometres long, and will have six new stations.

The tunnels between General Osório and Gávea stations, through Ipanema (Southern Section, Figure 19), densely built-

up areas, will be excavated using an EPB TBM Ø 11.53m (Figure 20A).

Figure 16- (A) View of the Chacara Klabin Station

(B) Shaft Portal of the φ 10.5-m EPB Tunnel Boring Machine

Figure 18 – General Osório Station – Rio de Janeiro Metro

Figure 17 - Preliminary Geological Cross-Section along Orange Line 6


P h o t o - M e t r o

- S P





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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.

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,

given the favourable condition of local physiography.

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 machinesalready delivered for commencement of the works on

the East line.

Figure 19 - Southern Section of Line 4 of the Rio de Janeiro Metro (Dept. of Transport, Rio-2011)

Figure 21 – EPB Tunnel Boring Machine to be used on the

Fortaleza Metro

Figure 20-A. EPB Tunnel Boring Machine – mixed face of the Rio Metro. (B) Breakthrough without explosives in hard rock

P h o t o - h e r r e n k n e c h t - A G

P

h o t o - R o b b i n s

P h o t o - O d e b r e c h t





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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.

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

responsibility of the Ministry for National Integration. The

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.

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

length of 19.5 km, currently under execution.

Figure 22 – Overview of the location of Porto Maravilha Project, before and after implementation (Rio de Janeiro)

Figure 23 – Double Shield Hard Rock TBM

recently used by Petrobrás

Figure 24 – Breakthrough of the Cuncas II Tunnel of the

Transposition of the São Francisco River

P h o t o – T o n i o l o & B u s n e l l o





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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 tunnelworks under study are mentioned:

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

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

3. THE FUTURE

Figure 25- The Federal Government Railroad Investment Plan- Source EPL site





19

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 -

Anápolis0 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

TOTAL 128 113065 167 230341

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

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 tenderin the first half of 2014.

Figure 26 - Schematics for the Santos-Guarujá

Immersed Tunnel

P h o t o - D E R S A - S P - w e b s i t e





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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 (High-

Speed Train – TAV) is being planned

to operate in Brazil’s most populous

and economically active region.

In 2008, the total estimated demandbetween Rio de Janeiro and São

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 Viracopos, Guarulhos

and Galeão airports to 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

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)

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 asthe Arco Tietê Project, which foresees a huge urban remodelling in the city of São Paulo, based on underground works

(Figure 28).

Figure 27 – Proposed route for the TAV

Figure 28 - Proposed Arco Tietê Project - São Paulo for burying the freeways

P h o t o - E P L w e b s i t e

P h o t o - P r o j e t o A r c o

T i e t ê





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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

Figure 30 – Simplified Geological

Section of the Downtown Metro

of Porto Alegre

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.





22

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.

4. FINAL CONSIDERATIONS





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