English 
Spanish 
5 min read
47 comments
The state is revolutionizing its roads by replacing asphalt with concrete, taking inspiration from highways in the US and Germany. With 340 km already under construction, the new technology promises durability and savings in the long term. But is the country ready to follow suit?
Paraná is promoting a revolution in its highways, and this innovation could change the future of Brazilian roads.
The state decided to replace asphalt with concrete in strategic sections, taking inspiration from the durable highways of the United States and Germany.
The decision, which covers 340 km of highways, aims to transform the Paraná road network with a pavement that promises to last twice as long as asphalt and reduce maintenance costs.
- R$2.000 for a driver's license? Bill proposes the use of a private car in the driving test and divides opinions
- No more asphalt! Federal highway abandons traditional paving and adopts concrete, which lasts twice as long as the old asphalt
- Brazil's small partner country has an average growth rate that is off the charts and is expected to become one of the world's largest economies
- Fines will be issued in São Paulo! São Paulo highways will have almost 650 NEW speed cameras! See where each one will be
HEALTH – FREE MARKET
International inspiration and promise of greater durability
Concrete, although more expensive at the time of construction, has proven to be more economical in the long run.
Rigid pavement can last up to 20 years without the need for significant maintenance, while asphalt requires constant interventions within a decade.
Inspired by highways in the United States and Germany, Paraná decided to follow this infrastructure approach, especially to support the intense traffic of trucks and heavy vehicles.
According to experts, the reduction of maintenance costs and the shorter construction time generates significant savings for public coffers, in addition to reducing inconvenience for drivers.
Cities and sections benefited
The project includes the renewal of 340 km in thirteen sections in Paraná.
Among them are highly relevant excerpts, such as PRC-280, which connects General Carneiro to Pato Branco, and the PR-180, between Goioerê and Quarto Centenário.
Other important works include the duplication of the Rodovia dos Minérios and the Western Bypass of Cascavel, in addition to restorations on the PR-151, which connects Ponta Grossa to Palmeira.
By opting for concrete, the state aims for greater durability and safety for these transport corridors.
Advanced technology for monitoring
To ensure the quality of the pavement, Paraná used the Traffic Speed Deflectometer Device (TSDd), a monitoring technology that allows the evaluation of concrete strength.
In partnership with Votorantim and the engineering company Roadrunner, this device, equipped with lasers, covered 60 km of the PRC-280, analyzing the structure in three hours.
The test proved that the applied concrete meets the requirements to withstand heavy traffic.
According to experts, this innovation speeds up monitoring and allows for quick corrections if necessary.
Whitetopping: innovative technique for fast paving
Among the paving techniques adopted is the whitetopping, which consists of applying a layer of concrete over the existing asphalt base.
This method speeds up the construction process and reduces costs, in addition to ensuring greater durability for the pavement.
A successful example of the use of whitetopping occurred in PRC-280, between Palmas and General Carneiro, where around 60 km of highway were renovated in just one year.
The technique also minimizes the time of closures, impacting drivers less.
Economic and operational advantages of concrete
Concrete roads are advantageous in several aspects, from durability up to maintenance cost, which is considerably smaller over time.
Janice Kazmierczak Soares, technical director of the Paraná Highway Department (DER/PR), highlighted that the maintenance of rigid pavement occurs less frequently and is simpler.
Furthermore, on hot days, concrete heats up less than asphalt, providing greater comfort to drivers and reducing the risk of hydroplaning due to the textured surface that offers greater grip.
Long-term economy and impact on public coffers
Although the initial cost of concrete is higher than asphalt, the savings generated over the years make up for the investment.
Feasibility studies show that concrete is economically advantageous, especially in areas with heavy traffic.
In certain sections, such as the PRC-280, concrete proved to be more economical during the execution of the works.
For Paraná, reduced maintenance is crucial, as it represents a significant savings on repair contracts, freeing up resources for other areas of the public budget.
History of the use of concrete in Brazil
The history of concrete roads in Brazil began more than a century ago, but it was during the construction of Brasília and with the founding of Petrobras that the asphalt gained space on national highways.
According to Dejalma Frasson Júnior, regional manager of the Brazilian Portland Cement Association (ABCP), the preference for asphalt has been consolidated over the years, although the concrete was traditional in many parts of the world.
Recently, with the approximation of prices and the advancement in cement production technology, rigid pavement has once again become a viable option for states that want greater durability.
Benefits for states with agricultural and industrial economies
In the case of Paraná, a state with a strong agricultural and industrial presence, concrete has additional advantages.
The most durable infrastructure is capable of withstand constant truck traffic and buses, essential elements for the local economy.
States with similar economic activities can benefit from adopting concrete, improving transportation logistics and reducing public spending on infrastructure.
List of ongoing works in Paraná
Among the main concrete works underway in Paraná, the following stand out:
- Three revitalization lots of PRC-280 (General Carneiro to Pato Branco)
- Connection between Goioerê and Quarto Centenário
- Duplication of the Western Contour of Cascavel
- Duplication between Guarapuava and Turvo (three lots)
- Duplication between Matinhos and Pontal do Paraná
- Connection between Mandirituba and São José dos Pinhais
- Revitalization of PR-151, between Ponta Grossa and Palmeira
- Metropolitan Corridor of the Capital – New Southern Contour of Curitiba
Will concrete be the future of Brazilian highways?
Replacing asphalt with concrete on Paraná's highways represents an important step towards a more durable and efficient infrastructure in Brazil.
If the model adopted by Paraná proves to be economically viable and safe, it is possible that other states will consider implementing rigid pavement on their road networks.
Investing in concrete has the potential to reduce public costs and improve road conditions, directly benefiting the population and the local economy.
Do you think the rest of Brazil is ready to abandon asphalt and adopt concrete on highways?
Good morning, I am a technical consultant for BRF Federal. I have worked with asphalt since 87. I have always been in favor of concrete asphalt that is more durable. Look at the asphalt in the Serra de Petrópolis, right?
Concrete asphalt? Federal highway consultant?…🤔
All this is blah…blah….
Let's go to the correct class...
The decision on the choice of road paving, between bituminous and cement concrete, or any other, depends on in-depth technical and economic studies, since large amounts of construction + maintenance are involved, as well as the loads acting during a chosen period. These studies involve engineers who are qualified in the subject and who know how to carry out a Benefit x Cost analysis, which is already rare in Brazil. The biggest and main variable is the expected loads acting during a given period. If only bicycles and passenger cars are expected to pass, the durability is clear. Now think of a country where there is no control over the weight of vehicle axle loads. Loads are determined by guesswork to size the pavement layers of the projects.
Excessive truck loads should have been transported by rail a long time ago.
Foreign countries decide to use concrete paving because there is money to postpone reconstruction/restoration. We make paving for 10 years, it is for politics, they make it for 20 or 40 years.
In other words, the decision is technical and economic and not out of vanity…
Well, in the USA, cement is, for example, 2x1, but in Brazil, lol, it will be 8x1.
2 of cement 2 of the company 2 whoever makes the bid 2 you know right
In Minas Gerais, BR 381 already has a stretch of over 20km with a dual carriageway. Everything is made of concrete, a high-quality service and a lot of money.
Our railway network is still mediocre and there is another aggravating factor: the track gauge on certain routes is different, which means that centers have to be created to transfer cargo to another train to continue on to its destination. It is a disgrace.
Quality of materials, machinery and skilled labor will be essential. What about traffic comfort, noise and micro-speed bumps?
It took a while….No more WHITE collar….
The difference is that there the track is a carpet, here it is a wavy and poorly finished piece of garbage.
John Bernardino Ribeiro
Good morning, since when is a base made with a 100% compacted foundation? There are no better highways for transporting cargo and light vehicles. I have already participated in several kilometers of dual carriageways with rigid concrete. There is nothing better. And it really lasts for about 20 years or more.
There is no blah blah, it is not proven, you can check, you can check in the Rondonópolis mountains, Cuiabá was duplicated by Sanches tripolone, they are all intact, it is excellent.