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North Stretch of the Rodoanel Advances with International Standard Paving, Billion-Dollar Investment, and Logistical Impact in the São Paulo Metropolitan Area, Bringing Technology Used in Race Tracks, Works Resumed After Suspension, and Integration Between Strategic Highways of the Southeast.
The first stage of the North Stretch of the Mário Covas Rodoanel (SP-021) is expected to be released for traffic next Monday (22) in São Paulo, linking the Fernão Dias and Presidente Dutra highways and creating a new circulation alternative in the Metropolitan Region.
The delivery marks the advancement of the last segment of the ring road and introduces, according to the Government of São Paulo and the responsible concessionaire, the use of SMA (Stone Mastic Asphalt), known as “stone matrix asphalt,” a technology adopted on high-performance highways and applied on some Formula 1 tracks.
According to information released by state agencies, the initial release covers about 24 kilometers of the stretch, including lanes, tunnels, and support structures for operation and traffic monitoring.
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The full completion of the North Stretch is expected to be 44 kilometers long, crossing the municipalities of São Paulo, Guarulhos, and Arujá.
Highway Connection and Metropolitan Logistics
With the start of operations in this first phase, the expectation presented by the government is to enhance the connection between federal and state highways and reduce heavy vehicle traffic on urban roads.
The Rodoanel was conceived as an alternative route for trucks and drivers who currently cross the capital’s network to access different highway hubs.
The completion of the metropolitan ring road places the North Stretch in a strategic position for regional logistics, integrating industrial areas and access to Guarulhos International Airport and freight corridors in the Southeast.
Nevertheless, urban mobility experts often highlight that the effects on traffic congestion and travel times depend on the actual traffic volume, user adoption, and ongoing operations over time.
SMA Asphalt Technology in the Pavement
The main technical innovation presented for this stage is the application of SMA as the final layer of the pavement in open areas.
This type of asphalt mixture is designed for greater deformation resistance, with a high proportion of coarse aggregates that interlock and form a support structure.
The voids are filled with a mastic made of asphalt binder and fine materials, which, according to technical literature in the field, increases the stability of the pavement.
The finish tends to be more granular compared to conventional asphalt.
As described in technical specifications associated with the method, this macrotexture favors traction between tires and pavement and aids in surface water drainage, a factor pointed out by engineers as relevant for reducing the risk of hydroplaning in wet track conditions.
Another aspect frequently associated with SMA is the durability of the surface.
On highways with heavy traffic, pavement wear often manifests as tire tracks and deformations caused by heat and load.
The goal of this material, as disclosed in the North Stretch project, is to extend the surface lifespan and reduce the need for frequent interventions.
Comfort, Noise, and Technical Evaluation
In the institutional communication, the use of SMA is also related to the expectation of greater driver comfort and noise reduction.
Technical experts explain that the driving experience can be influenced by the texture and smoothness of the surface, but results vary depending on execution, maintenance, and traffic conditions.
Regarding noise, studies indicate that certain pavements may contribute to lower sound levels.
On the other hand, factors such as speed, tire type, vehicle volume, and road geometry significantly impact noise levels.
For this reason, measurements after the operation starts are considered essential to evaluate these effects objectively.
Material Production and Pavement in the Tunnels
To achieve the expected performance of the SMA, production requires strict control of dosage and temperature, as variations can compromise the final result.
In the North Stretch, according to official information, the mixture is produced both at the concessionaire’s plant and by qualified suppliers.
All batches undergo laboratory checks according to the published technical standards.
In tunnels, a different solution is adopted.
In these structures, the project calls for rigid concrete pavement, an alternative traditionally used in confined environments.
This choice is associated with criteria for operational safety, maintenance, and resistance to the specific conditions of these sections.
Resumption of Works and Investments
The works on the North Stretch were resumed in April 2024, after a period of suspension, according to records released by the concessionaire and the state government.
Official estimates indicate around 5,000 workers mobilized in specific phases of execution.
Throughout the entire project, the projection is for up to 10,000 direct and indirect jobs, considering suppliers and associated services.
The total investment reported for the project is R$ 3.4 billion, with contributions from the state and the concessionaire.
The adopted model is that of a concession, with institutional coordination from the Investment Partnerships Secretariat.
Oversight falls to the São Paulo State Transport Agency, according to data released by the public authority.
Even with the opening of this first phase, interventions on the North Stretch continue.
The final phase, which completes the 44 kilometers planned, is still under execution and is expected to be delivered next year, according to the official schedule presented.
Operation and Use of the New Highway
The commissioning of a new stretch often requires drivers’ attention, especially in the first few days.
Route adjustments, new junctions, and newly installed signage can influence initial traffic flow.
In addition to the pavement, the project includes monitoring systems with cameras and operational control structures, according to the released information.
The effectiveness of these resources depends on integration with user service and response to incidents along the route.
With the opening of the North Stretch, the adopted engineering, operational management, and traffic behavior will define the practical results of the project.
How will this new connection be incorporated into daily travel and cargo transport in the Metropolitan Region?
Pagar pedágio no rodoanel vai forçar a todos manterem o fluxo nas marginais Tietê e Pinheiros… #AcordaBrasil
Tarcísio é um fanfarrão. Lembra o **** quando entregou aquela ponte de madeira em Manaus. Trecho super curto da Dutra para a Fernão.
Tarcísio é FANTÁSTICO !