Bridge-tunnel between Denmark and Sweden inspires Santos-Guarujá project

Inaugurated in 2000, the Øresund Bridge stands out as one of Europe’s most impressive engineering feats (Maurício Martins/AT)

A bridge that ends on an artificial island and is followed by an immersed tunnel, stretching a total of 16 kilometers. A Tribuna visited this complex engineering structure on Wednesday (7), which connects Copenhagen, Denmark, to Malmö, Sweden. In addition to crossing the dry connection, the reporting team accessed the island’s technical area, restricted to only a few people per year.

A Tribuna is accompanying the Brazilian delegation visiting European countries at the invitation of the Parliamentary Fronts for the Santos-Guarujá Dry Connection and for Ports and Airports of the Chamber of Deputies, supported by the Instituto Brasileiro de Infraestrutura (IBI).

Inaugurated in 2000, the Øresund Bridge is much more than a link between two countries. The structure stands out as one of Europe’s most remarkable engineering works, bringing together innovative solutions to overcome geographical, environmental, and logistical challenges.

The complex includes a 7.8 km bridge, the artificial island of Peberholm, which is 4 km long, and a 3.5 km immersed tunnel. An additional 500-meter artificial peninsula completes the connection on the Danish side, near Copenhagen Airport. The structure accommodates both road and rail traffic, making it the largest road-rail bridge in Europe.

The crossing comprises an upper section for vehicles and a lower level that houses train tracks. There are six lanes for automobiles — four for regular use and two for emergencies — in addition to two railway tracks.

The bridge’s clearance reaches 57 meters, allowing the passage of large vessels. The main pylons of the central cable-stayed bridge rise to 204 meters.

Structure Construction of the bridge began in 1995 and was completed in five years, at a cost of USD 4.5 billion. It is operated by the Øresundsbro Konsortiet consortium, jointly owned by the governments of Denmark and Sweden, which manages the physical infrastructure and access and maintenance programs.

In 2024, the connection recorded an average of 20,600 vehicles per day. Rail transport saw 40,700 passengers daily. To cross the bridge, passenger vehicles pay a toll of 455 Danish kroner (almost BRL 400) per trip.

In the delegation, Paulo Alexandre Barbosa and Rogério Santos (Maurício Martins/AT)

The island Created specifically to integrate the bridge with the tunnel, Peberholm plays a strategic role. In addition to enabling the transition between the two sections of the connection, the island was designed not to interfere with obstacle-free zones around Kastrup Airport and to ensure the passage of large ships through the Øresund Strait.

Its construction used 8 million m³ of seabed dredged sediments — consisting of clay, gravel, and stones — and 2 million m³ of riprap to stabilize and protect its shores against erosion. The island covers about 160 hectares (1.6 km²) and has become a legally protected biological experiment.

The use of dredged sediments was highlighted by IBI Vice President Marcelo Sammarco, who viewed the experience as an applicable model for Brazil. “All sediments were reused in the construction of the artificial island, which became the foundation for executing the project. It’s an interesting experience in terms of utilizing waste to benefit the environment itself.”

For Sammarco, knowledge exchange between countries is strategic. He also emphasized to the reporting team the bridge’s multimodal character: “It benefits both road and rail traffic, for passenger and freight vehicles.”

Santos Mayor Rogério Santos (Republicanos) pointed out that the project raises practical questions about the reuse of dredging materials. “We have key issues to evaluate. One is what we’ll do with the dredged material from the Santos-Guarujá tunnel — whether we can use it for urban development, as a public facility, a square like this island. ”

He also noted the potential for replicating operational solutions from the Scandinavian project. “This island has a maintenance center, and we’re considering proposing that the Operational Control Center that Santos already has be used as the tunnel’s control center.”

Felício Ramuth and Marcos Clemente Santini observe progress (Maurício Martins/AT)

Coordination The need for coordination between governments was emphasized by A Tribuna's CEO, Marcos Clemente Santini. “Here they have a shared goal, two countries, with a plan that is followed. That’s important.”

Santini stressed that the success of major infrastructure works in the Baixada Santista depends on such cooperation. “Planning is essential. It’s not just about building the tunnel — you have to plan the cities, the road systems. The cities need to coordinate with the state and the Port Authority.”