Construction of Tunnel Between Santos and Guarujá Will Require Large-Scale Worksite – Understand Why

While construction of the world’s largest immersed tunnel occupies over 1.5 million square meters—more than 300 football fields—in Denmark, the future dry connection between Santos and Guarujá in Brazil’s São Paulo coast still lacks a defined site for its construction base. Though on a smaller scale, the Brazilian tunnel will use the same construction methodology as its European counterpart.

The Fehmarnbelt Tunnel, linking Denmark to Germany, began construction in 2020 and is expected to be completed in 2029. On the Danish side, the project unfolds over an expansive site in Rødbyhavn, where 79 massive concrete elements weighing over 70,000 tons are being built and will later be submerged to form an 18-kilometer connection beneath the Baltic Sea. The state-owned company Femern, which was explicitly created to manage the project, is leading the operation.

In Brazil, the scenario is different. The Santos-Guarujá tunnel, with a total length of 1.5 km (870 meters of which will be underwater), still has no designated site for module construction. According to a statement from the State Secretariat for Partnerships and Investments (SPI) to A Tribuna, “The location of the construction yard will be defined by the future concessionaire, to be selected after the auction scheduled for August 1.”

Uncertainty and Lessons Learned

The lack of a defined site has raised concerns among local authorities. A Brazilian delegation recently traveled to Europe to closely examine engineering models used in similar projects. The mission visited the Fehmarnbelt Tunnel and the Øresund Bridge-Tunnel, connecting Copenhagen to Malmö, Sweden. The goal was to understand the construction challenges and assess the urban and operational impacts.

“How we will establish the construction yard in Baixada Santista is one of the key reasons for this visit: to observe the tunnel entrance, access points, and how equipment is mobilized,” said Santos Mayor Rogério Santos (Republicanos), who was part of the delegation. “The state and federal governments have identified some areas, but it’s complex.”

Federal Deputy Paulo Alexandre Barbosa (PSDB) emphasized the scale of the worksite needed: “These modules are built on land and then submerged. Success hinges on cooperation among all involved: federal and state governments, the judiciary, and local municipalities.”

For Luiz Felipe Tonelli Távora, Superintendent of Infrastructure Development at the Santos Port Authority (APS), the visit to Denmark was vital.

“The construction method is very similar to what we’ll use in our region. The project there is highly organized, with well-defined phases and modules. The most challenging part is the marine phase due to the transportation of the weighty components. We’ll need to use the same technology in Santos.”

Technical Mission

The European trip was organized by the Parliamentary Fronts for the Santos-Guarujá Dry Connection and the Ports and Airports Committee of the House of Representatives, with support from the Brazilian Infrastructure Institute (IBI).

The Brazilian delegation, with over 40 leaders, also visited the Øresund Bridge-Tunnel, which connects Denmark and Sweden through a cable-stayed bridge, an artificial island, and a submerged tunnel.

Political Commitment

The trip also helped strengthen political support for the project.

“You start to dream of this becoming real,” said Deputy Barbosa. “We must learn from those ahead of us. Our tunnel may be smaller, but the lessons are crucial to avoid setbacks.”

Mayor Rogério Santos believes the tunnel is now a concrete reality.

“It will be Brazil’s first immersed tunnel—fittingly in Santos, a city of many firsts. It’s not easy, but it’s the largest investment in the federal Growth Acceleration Program (PAC). It will create jobs and improve lives.”

São Paulo’s Vice Governor Felício Ramuth (PSD) reaffirmed that the project is on track:

“The auction is set for August 1, with contracts expected to be signed by the end of the year. The tunnel should be completed in five years,” he said. “The state made the right choice by opting for this tunnel technology.”

The project could employ up to 9,000 workers, including general laborers and specialized professionals, and will involve R$ 6 billion in investment. “There are already interested groups; from August onward, we’ll have a precise schedule to turn this dream into reality.”

Structure May Drive Regional Development

Beyond being an engineering feat, the Santos-Guarujá tunnel could drive economic development, urban integration, and regional transformation. That’s the shared view of officials and specialists who visited the Fehmarnbelt and Øresund projects.

Mário Povia, president of the Brazilian Infrastructure Institute (IBI), highlighted that Brazil will adopt the same European construction method.

“While the European tunnel spans 18 km and ours only around one, the technology is impressive. The yard design and efficiency are models we should emulate.”

He pointed out that the main Brazilian challenge will be logistical:

“We can’t stop the port. It’s like changing a tire while the car moves—very different from Europe. But the visit gave government officials across all levels a firsthand look at how such a project is executed.”

Besides improving mobility, the tunnel could spur new economic sectors.

Pedro Henrique Jocondo Guerra, chief of staff to Brazil’s Vice President Geraldo Alckmin and head of the BNDES Fiscal Council, emphasized the broader impact.

“These projects boost tourism, trade, innovation, and entrepreneurship. In Europe, modal integration is a benchmark. Santos is leading in Brazil with this dry connection technology. The tunnel could attract companies, foster investment, support education, and create a more dynamic, connected region.”

High-Tech Logistics

For Marcelo Sammarco, IBI’s vice president, the impact goes beyond mobility:

“This high-tech project has revolutionized logistics in Germany and Denmark—and can do the same here. The bridge between Denmark and Sweden integrates passengers and freight efficiently. That model can inspire various projects in Brazil.”

Sávio Leal, director of Terracom, said the technical visit clarified the complexity of both construction and maintenance:

“It’s not just about building it—ongoing oversight is key. The visit showed how it all works in practice.”

The tunnel will span 1.5 km and feature three lanes in each direction (with one adaptable for a light rail system), a bike path, and pedestrian passage. With R$6 billion in expected investment, the 30-year concession will create 9,000 jobs and replace the current ferry system used by 35,000 people daily between Santos and Guarujá.

Awaited for decades, this dry connection could begin a new era of sustainable and intelligent development in the Baixada Santista region.

Source: A Tribuna

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