Lisbon Metro: Santos-Cais do Sodré

Starting at Santos station and ending at the Cais do Sodré interface, the project has a length of 665 m. The work carried out includes:

- Construction of the new Santos station;

- Tunnel section executed partially in NATM (≈ 53 m) and the other part in  cut and cover method (≈ 504 m);

- Ventilation shaft 218;

- New western atrium at the existing Cais do Sodré station.

The station is largely located under the facilities of the Fire Brigade Regiment.

In the NATM tunnel section, the primary lining support was applied in a phased and staggered manner, with the upper arch support consisting of the application of shotcrete reinforced with steel fibres with a thickness of 0.2 m and TH21//1.0m steel ribs, protected by a conical umbrella arch using self-drilling steel tube forepoling. The lower arch support consists of the application of shotcrete reinforced with steel fibres with a thickness of 0.2 m. Fibreglass systematic nailing was also carried out on the 12 m long excavation front.

The cut and cover section of the tunnel starts near the intersection of Rua da Esperança and Avenida D. Carlos I and ends at the connection area to the Cais do Sodré Station, south of Avenida 24 de Julho. Excavation and peripheral containment works will be carried out using diaphragm walls.

Ventilation Shaft 218 has a parallelepiped shape, 16 metres deep and 4 metres high at the surface. The buried structure is around 13 m wide and 40 m long.

The intervention to be carried out at Cais do Sodré station is divided into two areas:

- Remodelling of the existing station interior, with the aim of transforming the technical area into an accessible area of the new western atrium of the Lisbon Metro Station. The structural intervention consists of demolishing existing structural elements, reinforcing existing elements to be retained, and constructing new structural elements in reinforced concrete and steel.

- Underpass beneath the I.P. Quay, with the aim of promoting passenger flow between the Metro station, the REFER Quay and the external areas. The solution consists of an underground closed reinforced concrete structure, to be built in sections and phases, beneath the I.P. Quay.

Finally, it should be noted that the tunnelling works require the suspension of an existing building, traffic diversions on Av. 24 de Julho, and the diversion of networks, including Carris (public transport operator) and the CP railway line with overhead catenary.