TRANSPORTATION INFRASTRUCTURES
Roads and Highways
CONCESSION OF MOTORWAY SECTIONS - BEIRA INTERIOR REGION
PORTUGAL
TECHNICAL DATA:
132 km of Motorway Sections: CONCESSION OF Guarda / Teixoso (33 km); Mouriscas / Gardete (29 km); MOTORWAY SECTIONS AND Alcaria / Teixoso (Belmonte) (20 km); Gardete / Castelo Branco (46 km); Doubling ASSOCIATED ROADS IN THE of the Gardunha Tunnel (3 km); Tunnels: Ramela (2 x 265 m) Barracão (2 x 325 m) BEIRA INTERIOR REGION, UNDER DBFO.
SHORT DESCRIPTION:
After being the lead Designer of the Client: ACESTRADA - Preliminary Design for the DBFO tender, in Construção de Estradas, 1998, with an involvement of about 75%, ACE (Group of Contractors) COBA is presently the Designer of all the motorway sections and provides Technical Assistance to the Construction Works, with an involvement of 100%. Preliminary Design for a DBFO Tender: The works consist of: earthworks (layout, 1998 interchanges, re-locations, geology and Geotechnics); drainage, pavement; Final Design and Technical accessory works (landscaping and Assistance to the Works: environmental impact assessment, fences, 1999/03 retaining structures, affected services, telecommunications, safety and signalling Investment Cost: equipment); bridges and viaducts; tunnels, 520.000.000,00 Euro assistance and maintenance centres, service areas, health and safety plans.
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Roads and Highways
A2 – SECTION BETWEEN GOMES AIRES AND S. BARTOLOMEU DE MESSINES PORTUGAL
TECHNICAL DATA: A2 SOUTHERN MOTORWAY - 27,876 km length - 13 rural roads SECTION BETWEEN - 22 viaducts with lengths between 47 m and 766 m GOMES AIRES and - Design speed: 120 km/h S. BARTOLOMEU DE - Typical cross-section: MESSINES - Double lane: 2 x 2 lanes x 3,75 m and a 11,50 m central reserve – since km 0,0 to km 5,6 and from km 21,0 until the end - Triple lane: 2 x 3 lanes x 3,75 m and a 4 m central reserve, limited by Client: flexible guard-rails – from km 5,6 to km 21,0 BRISA – Auto-estradas de - Two 1,00 m wide left shoulders Portugal, S.A. (Motorway - Two 3,0 or 3,75 m wide right shoulders Concessionaire) DESCRIPTION:
Feasibility Study: Subsection Almodôvar – S. Bartolomeu de Messines is integrated in the A2 – 1998 Southern Motorway, which connects Lisbon to the Algarve. It begins shortly after the Almodôvar Interchange, to the West of Gomes Aires, crosses the entire Preliminary Study: Caldeirão Mountain Range, and ends after crossing the Gavião River, which lies to 1999 the East of S. Bartolomeu de Messines.
Final Design: Special reference is made to the topographical difficulties encountered in the zone 1999/2000 set out for the alignment, which lead to the design of 22 viaducts and a longitudinal profile that resorted to gradients with longitudinal declivities larger than 3% and Technical Assistance: longer than 420 m. In these areas (since approximately km 5,6 to km 21,0) three 2000/2002 traffic lanes in each direction were provided for, which resulted from an analysis
carried out for implementation of additional climbing lanes. Investment Cost:
75.00.000,00 Euro
(excluding Viaducts)
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Roads and Highways
IC17-CRIL – BURACA – PONTINHA SECTION
PORTUGAL
TECHNICAL DATA:
- 3,4 km long IC17 – CRIL - 1 tunnel 280 m long with two independent galleries spaced 8 m LISBON INNER HIGHWAY - 2 cut-and-cover tunnels - 15 over and underpasses BURACA - PONTINHA - 5 multi-level interchanges, two of them in the linking of the CRIL to the SECTION Benfica Interchange - Design speed: 80 km/h - Typical cross-section: 1,7 – 13,5 – 1,0 – 0,6 – 1,0 – 13,5 – 1,7
DESCRIPTION: CLIENT: JAE - Junta Autónoma de The CRIL – Lisbon Inner Highway is one of the major roads for the road traffic Estradas flowing from Lisbon that links Algés (near the Tagus river) to the Northern Motorway and to the New Vasco da Gama Bridge over the Tagus River. (Portuguese Roads Authority)
The layout initially foreseen for the Buraca–Pontinha section has been largely occupied by residential buildings and houses, in their majority clandestine residences, this before the beginning of the first final design in 1989. For that reason, the definition of the layouts has always been very difficult, thus resulting in 1st Final Design: the need to carry out three final designs. 1989/91 The Buraca interchange has also been constructed, with the special technical
nd assistance from COBA, this having implied, during the construction phase, the 2 Final Design: improvement and modification to the 1st design, given decisions meanwhile taken 1993/94 by the Government.
Technical Assistance (Buraca Interchange): 1991/94
3rd Final Design: 1995/2000
Technical Assistance: 1996/2003
Investment Cost: 60.000.000,00 Euro
Buraca Interchange
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Roads and Highways
IP3 – SECTION RÉGUA-RECONCOS
PORTUGAL
TECHNICAL DATA
- 25 km long IP3 - 3 interchanges Therefore, rather complex and
- 2 level crossings innovating solutions have to be VILA REAL – RECONCOS - 12 special engineering structures adopted over 3 km. In addition to the
- 2 viaducts (130 m and 120 m) viaducts, bridges and tunnels, given SECTION RÉGUA-RECONCOS - 3 bridges (880 m, 460 m and 430 m) the very steep slopes of the Corgo and
- 2 tunnels (one with 2 galleries with Varosa valley, where a major part of 380 m and 300 m and one with a the road develops, high retaining simple gallery with 270 m long) structures were adopted to stabilise Client: - 15 relocations excavation or embankment slopes or Junta Autónoma de Estradas - design speed: 80 km/h the unlevelling of the carriageways. (JAE) - typical profile double carriage way (2 For a better insertion of the road at the (Highway Authority) x 2 lanes) : 2,5 - 7,0 - 1,0 - 3,0 - 1,0 - mid-slope, in addition to the 7,0 - 2,5 carriageways unlevelling, very high It is a section of the Trunk Road IP3 mixed gabion rockfill/embankment
between Régua and Reconcos, about solutions were adopted. The difference Final Design: 10 km from Lamego in the North of of levels between the slope base and the top reach sometimes about 40 m. 1993/95 Portugal. The section develops on a very hilly Emphasis is also placed on the Technical Assistance: region with the deep valleys of the complexity of the interchanges that, 1996/99 Douro river and their tributaries, Corgo owing to the difficult topography, did and Varosa rivers, and as well the not follow the classic method, namely Balsemão river, tributary of the Varosa the Valdigem interchange nearby the river. the south abutment of the bridge over the Varosa river, Investment Cost: This fact, combined with the 58.000.000,00 Euro agricultural occupation of the lands (it is the Douro and Varosa vineyard area), made the road alignment particularly difficult).
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Roads and Highways
REHABILITATION OF THE ROAD NETWORK IN THE LUANDA AREA
ANGOLA
OBJECTIVE The engineering studies included: REHABILITATION OF THE ROAD NETWORK IN THE Preparation of the engineering studies, - Geology and geotechnics LUANDA AREA traffic and economic analysis as well - Drainage (about 117 km) as the Tender Documents for the - Pavement reinforcement construction works. - Rehabilitation of bridges CLIENT: SUMMARY DESCRIPTION The project mobilized a team of INEA - Instituto Nacional de specialists who, during some months, Estradas de Angola The project comprises the assessed “in situ” the roads and rehabilitation of four sections of bridges. This team also supervised Final Design: asphalt roads totaling about 117 km: the execution of Benkelman deflexion 1996/97 Luanda-Barra do Kwanza, Luanda- tests, DCP tests and the necessary Viana, Viana-Catete and Catete- laboratory tests for the studies of the Kifangondo. pavement reinforcement. Supervision of Sections: Luanda – Viana and The sections are in a very degraded COBA was in charge of all the Luanda – Barra do Kwanza: state, due to the lack of maintenance engineering studies as well as the 1998/01 and also due to the heavy traffic in tests undertaken with the support of densely populated areas with great the technicians and equipment of the Financing: problems associated to geological and Engineering Laboratory of Angola. World Bank drainage aspects.The rehabilitation . consists, on the one hand, on the total reconstruction of some sections and, Studies undertaken in on the other hand, on the pavement association reinforcement with asphalt concrete.
Investment Cost: 17.500.000,00 Euro
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Roads and Highways
OKOYO/LEKETY/GABON BORDER ROAD AND BRIDGES IN THE AMPAKA/LEKANA/LEKETY ROAD AXIS
REPUBLIC OF CONGO
TECHNICAL DATA:
OKOYO/LEKETY/GABON • Typical section 89 km long BORDER ROAD AND • Road links of bridges in the Lekana/Ampaka/Lekety axis about 5 km long BRIDGES IN THE • 2 roundabouts AMPAKA/LEKANA/LEKETY • Earthfill for the access in a marshland area ROAD AXIS • Road links to the Okoyo and Lekety Harbour • 9 bridges • Design speed: 80 km/h
• Typical cross sections: 1– 7 – 1
Client: ESCOM – Espírito The study has consisted in the preparation of pre-detailed designs for the road Santo Commerce / Ministry of study of the section Okoyo/Lekety/Gabon Border and of the bridges in the road Equipment and Public Works axis Lekana/Ampaka/Lekety.
The present section is part of the major road network of the country, and it will Final Design: represent a privileged linking with the Republic of Gabon. 2001/02 Besides the bridges for crossing medium and large rivers, the study also covered several box-culvert type culverts.
The design comprised the studies of the following specialities:
- Layout geometry; - Hydrology/Drainage; - Geology/Geotechnics; - Pavement study; - Roundabouts; - Road Signing and Safety equipment; - Provisional Traffic Deviations.
Given the non-existence of small-scale mapping for supporting the hydraulic and drainage studies, remote control detection methods have been used, and more precisely the satellite radar covering of the surrounding area of the road.
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Roads and Highways
URBAN ROADS ENGINEERING PROJECTS - FORTALEZA
BRAZIL
DESCRIPTION:
For the purpose of restructuring the road system in the city of Fortaleza, one of the URBAN ROADS major cities in Brazil, with about 3 million inhabitants, a tender was open for 7 ENGINEERING PROJECTS design lots corresponding to the administrative areas of the city. From these lots, FOR APPROVAL BY THE IDB COBA was awarded the feasibility study, preliminary study and detailed design of (International Development lots 01 and 03: Bank), IN VIEW OF THE IMPLEMENTATION OF THE • Lot 01 – transportation corridor linking the eastern to the western area of URBAN TRANSPORTS the City of Fortaleza, with a length of 12,33 km; PROGRAMME IN • Lot 03 - transportation corridor linking the southwestern to the central of FORTALEZA – IDB / FOR I. the City of Fortaleza, with a length of 15,28 km. LOT 1 + LOT 3. The studies to carry out necessarily have a broad nature, systematically covering the great majority of the transportation problems. From the sub-systems forming the Fortaleza Transports System, a special emphasis was given to the Public Transports System and to the Non-Motorised Transport, this requiring the designs to make the approach of aspects ranging from the redesign of roads geometry, Client: Prefeitura Municipal de paving and drainage, to the walkways geometry to conform with the regulations for Fortaleza - SMDT the access and circulation of handicapped people, and also covering the upgrading of terminals and stops. For a better identification, analysis and improvement of the existing system, the 2 lots have been subdivided into geographical stretches, for which preliminary Feasibility Study, Preliminary studies and detailed studies are being carried out considering the various Study and Detailed Design: anticipated interventions. 2001/04 Given the interdependencies that an urban intervention requires, and particularly when the circulation scheme is redesigned, besides the engineering works, particular attention was paid to the socio-economic and environmental aspects, this implying a permanent dialog with the entities engaged in urban management.
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Roads and Highways
MOHAMMEDIA – CASABLANCA-SETTAT HIGHWAY
MOROCCO
HIGHWAY LINKING DESCRIPTION MOHAMMEDIA TO The studies involve the preparation of the final design of the highway linking CASABLANCA-SETTAT Mohammédia do Casablanca-Settat Highway, about 30 km long, based on the HIGHWAY preliminary design.
In the first phase, the complementary studies necessary to the final design have been carried out, namely the definition of methods and standards to be adopted; Client: definition of a detailed site investigation program and complementary geotechnical Société Nationale des tests; definition of zones object of topographic survey; identification of potential Autoroutes du Maroc (ADM) quarries; identification of roadways to be re-established; adjustments and adaptations to be made to the preliminary design; identification and collection of complementary data.
During the second phase, the final design is prepared consisting fundamentally of: Final Design: geometric study of the alignment and the longitudinal profile within the section 1997/99 retained in the preliminary design; drainage and sewerage system; hydraulic works; structure of pavements; re-establishment of cross roads (under and overpasses, pedestrian crossings); interchanges and bifurcations; toll-roads; Partial Financing: signaling; re-establishment of networks affected by the highway; devices and Portuguese Cooperation security equipments; environmental impact assessment and landscape treatment.
Studies undertaken in Consortium
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES Bridges and Viaducts
BRIDGE OVER THE VIDIGUEIRA RIVER
PORTUGAL
DESCRIPTION A21: HIGHWAY ERICEIRA / MAFRA / MALVEIRA. This bridge is part of the section Ericeira / Mafra of A1 - Ericeira / Mafra / Malveira BRIDGE OVER THE Motorway and envisages the crossing of the Ribeira da Vidigueira valley and also VIDIGUEIRA RIVER several smaller streams. This bridge is located in a deep valley, on very irregular ground with steep slopes, which will require the execution of important excavations for the pier foundations and the associated geotechnical works for the stabilization of associated slopes. Client: The 480 m-long bridge comprises two continuous reinforced and prestressed concrete MAFRA ATLÂNTICO, ACE twin decks with the following spans modulation: 100,00 + 2 x 140,00 + 100,00 m.
Transversally, each deck has a width of 13,10 m to accommodate the motorway platform, which includes: Final Design and Technical Assistance: − A carriageway with two 3,75 m wide traffic lanes; 2004 / 2007 − 1,00 m-wide right shoulder and a 3,00 m left shoulder; − 0,40 m rigid concrete profile;
− A steel guardrail, walkway and edge beam with a total width of 1,20 m.
Between both decks a longitudinal joint with a 1,20 m opening shall be installed, thus resulting in a platform with a total width of 27,40 m. The construction method of the deck is the result of the Ribeira da Vidigueira valley crossing conditions, at a height of approximately 70 m, thus the adopted solution was based on the balanced cantilever construction method.
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES Bridges and Viaducts
TAGUS RIVER CROSSING AT CARREGADO
PORTUGAL
DESCRIPTION:
Type: North Viaduct: Reinforced and prestressed concrete ribbed slabs Bridge over the Tagus River: Reinforced and prestressed concrete box girder with variable depth TAGUS RIVER CROSSING AT South Viaduct: Precast pretensioned U-shaped concrete beams CARREGADO Length: Northern Viaduct: 1 503 m Bridge over the Tagus River: 972 m Client: Southern Viaduct: 9 228 m TACE, ACE Width: 29,95 m (Group of Contractors: MSF / Foundations: Bridge: 2.20 m diam. piles Bento Pedroso / Construtora do Viaducts: 1.50 diam. pier/piles Tâmega / Construtora do Lena / Novopca / Zagope) for BRISA The Tagus River Crossing at Carregado envisages the connection of the A10 and (Motorway Concessionaire) A13 Motorways and involves a cost investment of approximately 190 million Euro.
The bridge is approximately 11 700 m long raising to a maximum height of 30 m, Basic Design for a Design- and comprises three main structures: a 1 503 m long Northern Access Viaduct, the and-Build Tender: Bridge over the Tagus River itself about 972 m long and the Southern Access Viaduct with a length of about 9 228 m. 2004
The viaducts shall comprehend reinforced and prestressed concrete structures Final Design and Technical with ribbed slab decks, with 36 m typical spans and foundations by means of 50 m Assistance: deep piles / piers with a 1,50 m diameter. The Northern Viaduct shall be cast-in- 2004/07 place by means of launching girders, while the Southern Viaduct is to be made of precast pretensioned U-shaped beams. In association with: PC&A / Civilser / Arcadis, The Bridge over the Tagus River shall comprise a unique reinforced and under COBA’s leadership prestressed concrete box girder with 130 m typical spans. The lateral cantilevers shall be supported by sloped tubular trusses that rest upon the box webs.
Construction shall be undertaken by means of the cantilever method.
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Bridges and Viaducts
MATINHA VIADUCT
PORTUGAL
DESCRIPTION: The Matinha Viaduct develops between km 0+000 and km 0+467 of the EN10 st Alternative Road - 1 Phase. It aims at overpassing Northern Railway Line and the already out of service Matinha railway branch and to assure the access to the VIADUCT OVER THE Portela Interchange and the EXPO’98 . NORTHERN RAILWAY LINE AND MATINHA BRANCH AT The bridge is composed of three structurally independent decks: two of them carry THE EN 10 ALTERNATIVE the Alternative Road and the Branch G bifurcation; the third carries Branch G over ROAD – 1st Phase the Northern Railway Line. The two main prestressed reinforced concrete decks are 467 m long and have variable total width between 31 m and 37 m approximately. They are made of two 3,50 m wide and 1,50 m deep longitudinal ribs with 35 m spans. The ribs are linked through a reinforced concrete slab and CLIENT: Caminhos de Ferro extend laterally in variable thickness cantilevers. The deck of the ascending lane, Portugueses (Portuguese from which Branch G derives, presents a bifurcation. Railways) The structure remains continuous until the transition pier, where a third
independent deck starts. Its characteristics are similar to those of the previous Preliminary Study: decks, i.e., a 35 m span continuous ribbed slab. The decks are supported on 1,60 1994 m diameter circular piers, one per rib. The south abutment is apparent while the remaining two are buried. Both piers and abutments have indirect foundations Preliminary Design: made of 1,0 m diameter reinforced concrete bored piles. In the abutments, raking 1995 piles were also used. The laminated neoprene bearings are teflon coated, thus sliding for the longitudinal direction. Transversally they are blocked. In the areas Final Design: closer to Northern Railway Line, piers are protected from eventual train impacts by 1996 means of caps that were duly designed for that purpose.
Technical Assistance: 1996/97
General View
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Bridges and Viaducts
IC28 - VIADUCT 11 (BRIDGE OVER THE VEZ RIVER)
PORTUGAL
DESCRIPTION: IC28 - PONTE DE LIMA / PONTE DA BARCA Type: Reinforced and prestressed concrete box girder with SUBSECTION BETWEEN THE variable depth NR202 INTERCHANGE AND Total Length: 35 + 45 + 54 + 76 + 40 = 250 m PONTE DA BARCA Deck Widths and Area: 2 x 12,0 x 250 = 6000 m2
VIADUCTS Maximum pier height: 20 m Foundations: Deep and Shallow VIADUCT V11 (BRIDGE OVER THE VEZ RIVER ) The Bridge over the Vez River is made of two continuous 12,0 m long twin decks, comprehending a unicellular reinforced and prestressed concrete unicellular box Client: girder. The current depth of the girders is 2,00 m. The main span crossing the river has variable depth, changing linearly from 2,0 m to 3,8 m, but nevertheless Agrupamento BPC/NOVOPCA maintaining the webs plane.
The construction method adopted involves span by span construction upon trestles, with continuity occurring at approximately a fifth of each span. The need to Preliminary Design for a respect the Vez river bed demanded the adoption of two construction fronts: a first Design-and-Build Tender: one, from abutment E1 until the limit of the variable depth section located to the 1999 right of pier P3 and another from the E2 abutment until the limit of the variable depth section located to the right of pier P4. Once the variable depth sections were concluded, the central section of the deck was built, resorting to steel trusses. Final Design / Technical Assistance: Piers are 5,00 m wide and 1,60 m or 2,40 m thick irregular octagon-shaped, with the interior voided by means of permanent circular formwork. 2000/03
Works undertaken in association
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Bridges and Viaducts
A23 MOTORWAY – Engineering Structures
PORTUGAL
DESCRIPTION:
The viaducts integrated in this Motorway correspond to standardized solutions A23 MOTORWAY – adopted throughout the entire Concession, in order to achieve uniformity aiming BEIRA INTERIOR and cost-effectiveness and speed of construction.. Henceforth, throughout the MOTORWAY CONCESSION motorway sections included in this Concession, one can identify structures with typical 30 or 35 m spans and precast decks. Each viaduct consists of two structurally independent decks supported by reinforced concrete piers. The reinforced concrete and longitudinally prestressed Client: decks are made of four longitudinal precast pretensioned beams with a T cross- section, with a constant height of 1,80 m (30 m) or 2,00 m (35 m), and 3,10 m Consortium SCUTVIAS / apart from each other. These beams support a 0,25 m cast-in-place thick slab using participating formwork comprising reinforced concrete thin slabs.
ACESTRADA - Construção de Estradas, ACE Main Characteristics of the Bridges and Viaducts
Viaduct/Bridge Span Total Viaduct/Bridge Span Total modelling Length Modelling Length (m) (m) (m) (m) Preliminary design for a design-build tender: Rib.ª das Eiras 27+9x35+27 369 Talhadas 25+5x30+25 200 1998 Rib.ª das Boas Eiras 27+6x35+27 264 Líria 12,9+20,5+12,9 46,3 Avessada 25+5x30+25 200 Rio Diz 25+9x30+25 320 Final Design/ Rio Frio 27+5x35+27 229 V1 25+12x30+25 410 Rib.º da Velha 27+35+27 89 V2 (Rio Noeme) 27+11x35+27 470 Technical Assistance: Caria 27+4x35+27 194 V2 (Fonte Boa) 27+11x35+27 439 2000/03 Ribª de Caria 27+8x35+27 334 V3 25+7x30+25 260 Ribª do Minho 25+7x30+25 260 V4 (Via Oeste) 25+4x30+25 170 Qtª da Madeira 27+9x35+27 369 V4 (Via Este) 25+5x30+25 200 Qtª da Raposa 27+4x35+27 194 V5 27+4x35+27 140 Rio Zêzere 25+7x30+25 299 V6 25+3x30+25 140
Avessada Viaduct Ribeira das Boas Eiras Viaduct
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Railway Infrastructures
HIGH SPEED RAILWAY. LOT 1: TRANSVERSAL CORRIDORS LISBON/PORTO-MADRID
PORTUGAL/SPAIN
DESCRIPTION:
The studies are part of the High Speed Railway Linking Lisbon/Porto-Madrid and
Porto-Vigo. HIGH SPEED RAIWAY LINK LISBON / PORTO - MADRID. During the first phase the following transversal corridors were studies: Lot 1 – Feasibility Study of - Corridor A, between Corridor Lisboa/Porto and Elvas (Badajoz); Transversal Corridors - Corridor B, between Corridor Lisboa/Porto and Marvão (Cáceres); - Corridor D, between Corridor Lisboa/Porto and Vilar Formoso / Almeida (Salamanca).
Different layout alternative solutions have been studies in order to be compared on Client: a multicriteria analysis, focusing essentially in issues like: functionality; impacts on RAVE – Rede Ferroviária de the territory, on the heritage and on environment; traveling time and demands; Alta Velocidade, S.A. investment / exploitation costs and execution delays.
The definition of layouts for corridors A and B have been based on speeds of 300 and 350 km/h, both for passenger traffic; for corridor D the speeds considered were of 200 and 250 km/h, for mixed traffic.
Feasibility Studies: In Phase 2, Corridor B has been removed, and the studies of Corridor A and 2002 / 04 Corridor D have been detailed, resulting in three solutions for each corridor. Thus: - Corridor A: Lisboa/Porto – Elvas (Badajoz)
Length: between 200 and 209 km
Studies undertaken in Cost of construction: between 2335 and 2821 million Euros consortium with Euroestudios under COBA’s leadership - Corridor D: Lisboa/Porto – Vilar Formoso/Almeida (Salamanca) Length: between 175 and 180 km
Cost of Construction: between 2218 and 2393 million Euros
Corridor A – Alternative solutions for Lisboa exit
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Railway Infrastructures
NORTHERN RAILWAY LINE
PORTUGAL
DESCRIPTION
The Consortium, led by COBA, was in charge of the studies of section 1 between MODERNIZATION OF THE Lisbon and Entroncamento, about 105 km long. This section was sub-divided in NORTHERN RAILWAY LINE three sub-sections; sub-section 1/1 - Braço de Prata-Alhandra, sub-section 1/2 - Alhandra-Setil and sub-section 1/3 - Setil-Entroncamento for which distinct projects SECTION 1 BETWEEN were carried out. The works began with sub-section 1/1, being the Consortium LISBON AND presently providing the respective Technical Assistance.
ENTRONCAMENTO The project encompassed the track, engineering structures and stations.
The track design included the platform, earthworks, longitudinal and transversal drainage, retaining structures and fences. Client: Caminhos de Ferro Portugueses (CP) The design of the stations and wayside stations included the passenger platforms, shelters, over and under pedestrian crossings and passenger buildings.
The design of the engineering structures Preliminary Design and included all necessary road over and Final Design: underpasses, as well as a flyover between 1992/95 Póvoa and Alverca.
Technical Assistance: Still within the modernization of the Northern 1996/00 Railway Line, a maintenance depot was designed for the tilting trains, in Contumil. Studies carried out in Association with DE-Consult and Mott MacDonald
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORT INFRASTRUCTURES
Railway Infrastructures
NORTH - SOUTH RAILWAY LINK
PORTUGAL
DESCRIPTION: This project envisages the railway link of stabilization; earthworks, involving a total LISBON NORTH - SOUTH the Tagus River Northern and Southern volume of 300.000 m3, of which 225.000 banks through the Bridge 25 de Abril. It has 3 RAILWAY LINK a total extension of about 24 km between m in cuttings and the remaining in Chelas and Fogueteiro, of which 8 km on embankment; Section between Chelas and the Northern Bank between Chelas and the The Rego underpass within the future Rego Sete Rios access viaduct to Bridge 25 de Abril, station and the respective landscaping of through Sete Rios. the surrounding area, crossing the 55 m The consultancy services provided wide track platform, of which 12 m are to be built under the existing and currently encompassed the studies and design of the modernization of the existing line between exploited tracks; the new overpasses at the Chelas and Sete Rios, about 4 km long. Roma and Gago Coutinho avenues, with Besides the track works, this section also spans ranging from 20 to 35 m respectively and which construction implies the Client: Gabinete do Nó includes the new Sete Rios, Rego, Entrecampos and Roma / Areeiro stations. demolition of existing structures. Ferroviário de Lisboa (GNFL) Within the track, studies and designs were Reference is made to the great difficulty to carried out for the superstructure and articulate and coordinate the various infrastructure that support the railway studies and designs as the works were system, which will bear four tracks carried out in limited conditions. In addition, Preliminary Design / throughout a great part of its alignment. it was also necessary to assure the Final Design: Studies and designs of the catenaries were operation of the railway line during the 1995/97 prepared as well as the following designs works and this led to a through planning of regarding the infrastructures: geology and the issues regarding the phasing of the geotechnics; retaining structures on both railway and civil construction works Technical Assistance sides of the track platform, some of which foreseen in the design. (Sete Rios - Entrecampos 20 m high in densely built areas; slope Section):
1997/99
Studies carried out in Association
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Railway Infrastructures
LISBON FREIGHT STATION
PORTUGAL
DESCRIPTION
LISBON FREIGHT STATION The studies started in 1992, having thereafter been modified in accordance with the evolution of the alternative solutions associated to the exploitation conception.
The need for this enterprise arose from the transference of the Beirolas installations, whose lands were compromised with EXPO'98. The Lisbon Freight Station is designed to accommodate 50% of the Lisbon freight traffic.
Client: The station is equipped with a group of tracks for receiving and forwarding goods Caminhos de Ferro and various tracks for loading and unloading for the various types of traffic: frame Portugueses (CP) tracks for containers, warehouses, pit-run gravel (sand, crushed stone, ballast, garbage, etc.), special cargo and fire service track.
When the studies began, the station area was away from the road network, thus Preliminary Design: the studies also included access roads, namely the alternative road to the EN10, 1992/93 the peripheral road alignments to the Station and the North and South access roads to the EN10. Besides these, several internal roads were also designed. Final Design: 1993/95 Several buildings for Administration, Control and Workshops were foreseen so as to support the stations’ activities.
The entire area of the station was drained and lightened and a great part of the Studies carried out in tracks is electrified. Association with DE-Consult and Mott MacDonald The railway access of the Station to the Northern Railway Line, both North and South of the area, was also object of a specific project where a flyover was designed to permit the unlevelling relatively to the descending tracks of the Northern railway line.
General Overview
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Railway Infrastructures
SETE RIOS RAILWAY STATION COMPLEX
PORTUGAL
DESCRIPTION
This project envisages the railway link of the North and South banks of the Tagus River through the Bridge 25 de Abril. It has a total extension of about 24 km between Chelas LISBON NORTH - SOUTH and Fogueteiro, of which 8 km on the North bank between Chelas and the access RAILWAY LINK viaduct to the Bridge 25 de Abril, through Sete Rios.
CHELAS – SETE RIOS The consultancy services provided encompassed the studies and design of the modernization of the actual line between Chelas and Sete Rios, about 4 km long. SECTION Besides the track works, this section also includes the new stations of Sete Rios, Rego, Entrecampos and Roma/Areeiro. SETE RIOS RAILWAY STATION COMPLEX Within the Sete Rios Railway Station design, the architectonic solution developed follows a new generation of large urban railway complexes, prepared to provide a significant contribution as a transport interface, due to its ample passageways.
Client: Gabinete do Nó The Sete Rios railway station is situated in the Campolide railway line and Ferroviário de Lisboa (GNFL) comprises the following buildings and structures: 2 railway viaducts 220 m long; that cross the Campolide Road, the Columbano Bordalo Pinheiro Avenue and the Prof. Lima Bastos Road; 3 passenger platforms, one of them being central and the other lateral, built in the new deck structure; passenger building, located between the Columbano Bordalo Pinheiro Avenue and the Prof. Lima Bastos Road, with an Preliminary Design / 2 Final Design: area of about 90 x 35 m , comprising four floors, one of which is underground and connected to the subway of the Lisbon Metropolitan; underpass on the West side 1995/1997 and the East abutment, which will permit the access to the passenger building; deck and passenger platform covering. Technical Assistance to the Supervision: The various activities carried out comprised all the areas of the architectural and 1997/99 engineering design, namely: Foundations, concrete and metallic structures, electric installations, heating, ventilation and air conditioning, water and sewerage, gas, Studies carried out in safety systems, acoustics, technical management of the installations and exterior Association arrangements.
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Railway Infrastructures
QUELUZ-BELAS RAILWAY STATION
PORTUGAL
DESCRIPTION The second Final Design, between km 10+800 and 11+741 resulting from the Queluz- Massamá Preliminary Design was the Queluz - Belas Railway Station. Initially, the works included just a wayside-station, served by an over-bridge for pedestrians where a small atrium for pedestrian distribution along the railway platform would be installed. RENOVATION OF THE With the evolution of the studies, the estimated budget of the design went from 2 200 000 QUELUZ-BELAS RAILWAY contos (10 973 554 Euro) to 5 600 000 contos (27 932 682 Euro) and comprised, in its final STATION version, the following works: • four-tracking of the railway (5 500 m of new tracks); • catenary for the four-track railway; • extension of the passenger building; • extension of the Carenque Under-bridge; • replacing of a small under-bridge in the Jamor valley by a 200 m long viaduct; Client: Gabinete do Nó • new under-bridge at the Av. General Humberto Delgado extension in Amadora; Ferroviário de Lisboa (GNFL) • Road and Railway interface • Under-bridge (tunnel) for pedestrians and shops; • various street layouts in Amadora and Queluz; • parking lot for 200 vehicles; Final Design: 1992/93 • electro-mechanical equipment for the passenger building and pedestrian tunnel composed of 14 escalators and three lifts; Technical Assistance to • public lighting and passenger building lighting; Supervision: • water and sewerage networks for the passenger building and for public purposes; 1997/03 • fire networks; • telecommunication, video-monitoring and vigilance networks. Studies carried out in Association with DE-Consult
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES
Underground Railway Infrastructures
OPORTO RAILWAY SYSTEM – BOLHÃO UNDERGROUND STATION PORTUGAL
DESCRIPTION: The Bolhão underground station is located at the common section of Lines A, B and C OPORTO METRO RAILWAY of the Oporto Light Metro, in an urbanised zone with dense population, in the downtown, a SYSTEM major shopping centre of the city. It develops along the Rua Fernandes Tomás, at the junction with Rua Alexandre Braga, under important buildings dating from the beginning of the century and the declared town patrimonial heritage chapel “Capela das Almas”. Structural and Geotechnical The station is basically composed of: Designs of the Bolhão - a main cavern where is the railway platform Underground Construction - a transversal gallery for the access to the mezzanine at the platform level - an access shaft Station - operational rooms - an access shaft and emergency exit to Camélias Parc - a connection tunnel to the main cavern Client: The access shafts are delimited by a retaining structure comprising a secant pile cut off wall that confines the area to be excavated. The Fernandes Tomás shaft has an approximate TRANSMETRO total length of 44 m, an inner width of about 11 m and a depth of some 26 m. The Alexandre Braga shaft has an identical total length and an inner width of about 9 m. Final Design: In geological terms, the Bolhão Station is located in an area including fill materials, alluvial 2001 soils and granite saprolites, which can reach a total thickness of about 13 m. COBA executed the Final Design of Fernandes Tomás and Alexandre Braga shafts excavation and retaining structures, the final design of the excavation, primary lining and final Technical Assistance: lining of the cavern and of the transversal gallery, the final design of the station internal 2001/04 structures, the monitoring plan for shafts excavation, the monitoring plan for the execution of the underground station, risk assessment of buildings during the station construction. In addition, during the works, COBA provided Technical Assistance to the construction works through the mobilisation of a project team to the site that integrated the Follow-up Team responsible for the execution of detailed geological and geotechnical cartography of the excavations, the follow-up of the monitoring work and the adequacy of the design to the exposed rock mass, with special emphasis on the excavation and primary lining works.
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES AMPLIAÇÃO Airport Infrastructures
ORAN ES SENIA AIRPORT
ALGERIA
COBA’s intervention in the Oran Es-Sénia Airport included the final design and ORAN ES-SÉNIA AIRPORT. technical assistance of the Second Runway an Extension of existing Runway. Construction of the Second The studies involved the extension of operational areas, including: Runway an Extension of existing Runway. - a 3000 m new runway, - extension of existing runway in 650 m,
- two taxiways: one to link to the new runway to the taxiway and another to link t the extended runway, - extension of apron area for cargo aircrafts (200 m x 140 m) Client: ZAGOPE (forDirection des Travaux Publics, Wilaya - slip roads d’Oran) - construction of aprons.
The project includes preparatory works, earthworks, pavement, drainage, affected Final Design and Technical services and lighting. Assistance In addition to design activities, a team from COBA was on site in charge of control 2006/09 unit that includes a soil, aggregates and coated macadam laboratory.
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES AMPLIAÇÃO Airport Infrastructures
BEJA AIRPORT
PORTUGAL
BEJA AIRPORT The Beja Airport is located in the present Air Base nº. 11 of the Portuguese Air CIVIL AIR TERMINAL Forces, that becomes a both military and civil infrastructure. For the purpose, COBA conducts studies since the master plan phase up to final design and the Client: environmental impact studies and the environmental monitoring during EDAB – Empresa para o construction. During the studies the various infrastructures of the civil terminal were Desenvolvimento do Aeroporto de defined as well as their location and then designed. Beja The project of the civil air terminal includes the corresponding operational areas Master Plan: (air side) and the urban infrastructures (ground side). 2002/03 The air side includes an apron for high capacity aeroplanes and a taxiway that establishes the link between this apron and the main runway of the Air Base. The Preliminary Design: project involves the civil construction works (earthworks, paving and drainage) and 2003 the ground lighting and its control from the Air Base. Final Design The ground side design includes the general earthworks and road lines, the 2004/05 landscape, the power distribution to transformer station, the outside lighting, the Technical Assistance and telecommunication and gas infrastructures. Environmental Monitoring during construction: 2006/08
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORTATION INFRASTRUCTURES AMPLIAÇÃO Airport Infrastructures
LISBON INTERNATIONAL AIRPORT
PORTUGAL
The works comprise the following 4 lots: LISBON INTERNATIONAL AIRPORT Lot 1 - Extension of the Lisbon Airport operational area, by constructing a new parking apron including 2 taxilanes with capacity for 14 medium/long PARKING APRONS AND course airplanes and construction of a new taxiway ("Mike 4" taxiway) TAXIWAYS for access to track 03, about 950 m long.
Lot 2 - Construction of a new access road to the central parking apron (new platform plus existing “Foxtrot” and “Juliet” platforms) as from the existing surrounding road as with an underpass under the new “Mike 4” taxiway.
Client: Lot 3 - Underpass to the "Mike 4" taxiway (bridge and associated retaining Alves Ribeiro, S.A. / structures). Tomás Ribeiro, S.A. Joint Venture Lot 4 - Pavement rehabilitation and reshaping, drainage and electricity infrastructures for track 03’s angular intersection approaches.
The works comprise demolition works, earthworks, pavements (rigid and flexible pavements, drainage (including hydrocarbonates separating devices), and airway Final Design: daily signalling, telecommunication, power supply and lighting of apron and 2001/03 associated engineering structures and retaining walls)
Services provided:
- Earthworks and pavements - Drainage - Geotechnics - Affected services
ENGINEERING AND ENVIRONMENTAL CONSULTANTS TRANSPORT INFRASTRUCTURES AMPLIAÇÃO Airway Infrastructures
FRANCISCO DE SÁ CARNEIRO INTERNATIONAL AIRPORT
PORTUGAL
Extension of the operational area of the Sá Carneiro Airpot in Porto, through the FRANCISCO DE SÁ construction of a new apron able to accommodate 12 mean and long course CARNEIRO INTERNATIONAL AIRPORT, IN THE CITY OF airplanes, doubling this way the existing capacity and the construction of a new OPORTO taxiway "Foxtrot" to approach the track with a length of some 1 100 m.
APRONS AND TAXIWAYS These new structures have been designed according to the International Civil Aviation Organization (ICAO) standards associated with infrastructures for airports of new category F4, able to receive the future "New Large Aircraft" (NLA), expected to start to operate in this decade.
The works comprised: demolition works, earthworks, pavements (rigid and Client: Consortium BPC flexible pavements, drainage (including hydrocarbonates separating Construções S.A. / devices), and airway daily signalling, telecommunication, power supply and lighting of apron and associated engineering structures and retaining walls) Construções Gabriel A.S. Couto, S.A. Services provided:
- Earthworks and pavements - Drainage Final Design: - Geotechnics 2001 - Affected services Technical Assistance: 2001/2003
ENGINEERING AND ENVIRONMENTAL CONSULTANTS