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1,727-Meter Bridge on BR-153, Built for R$ 233 Million, Becomes an Example of Public Waste in Brazil: Finished Work, but Lacking Access, Remains Useless and Causes Outrage.
An imposing bridge, 1,727 meters long, is completed over the Araguaia River, connecting the municipalities of São Geraldo do Araguaia (PA) and Xambioá (TO) via BR-153. However, this project, which cost R$ 233 million of public funds, remains unusable due to a lack of access. The government’s promise of an essential link for transportation and the economy of the region is stalled due to a lack of planning and bureaucratic obstacles. Check the position of DNIT regarding the unusable bridge.
A Bridge Without Access
The National Department of Transportation Infrastructure (DNIT) claims that the construction of the bridge is 99% completed, with only asphalt paving and signage remaining. The problem? The accesses, on both the Pará and Tocantins sides, have only 2.2% of the work completed. Residents of the region see the imposing structure but have no way to use it.
This situation has been dragging on for years. The service order was signed in 2017, but the works effectively began only in 2020 due to legal disputes. Since then, the deadlines announced by the government have been constantly postponed.
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Thousands of houses in Brazil have slabs and pillars concreted with construction site mixers, and most owners are unaware that, without strict control of the dosage, this can compromise the structure’s strength and create risks that only appear years later, according to engineers and technical standards.
Growing Investments and Unfulfilled Promises on the Highway by the Government
Since the start of the works, costs have risen significantly. In July 2024, the accumulated investment was R$ 215 million. Just a month later, the amount reached R$ 233 million, an increase of R$ 485 thousand per day on average. Despite the spending, deadlines continue to be missed.
Recent promises indicated that the bridge would be opened to traffic in November 2024 through a temporary ramp. However, this forecast did not materialize. Now, DNIT states that the expropriations of land for access should only be resolved by March 2025, further delaying completion.
Who is Responsible and Main Impacts Generated
The responsibility for the bridge was divided between two contracts: one for the construction of the reinforced concrete structure, led by a consortium of companies, and another for the access and lighting, under the management of Teto Construtora S.A.. This separation may have contributed to the lack of coordination between the stages of the project.
Experts question this strategy. According to an engineer consulted by the report, “a single consortium should be responsible for the entire project, from the bridge to the accesses. This would avoid delays and integration problems between the different parts of the project.”
While the bridge is not opened, residents and transporters continue to rely on ferries to cross the Araguaia River. This method is not only costly but also more time-consuming and less efficient. A local resident lamented, “We pay for the crossing and wait for a bridge that they promised would be toll-free. I’ll believe it when I see it.”
The bridge is crucial for the flow of agricultural products and other goods between Pará and Tocantins, promising to reduce logistics costs and boost the local economy. The delay in completing the work represents a lost opportunity for regional development.
The Lack of Planning in Brazil
The situation of the bridge on BR-153 illustrates a recurring problem in large projects in Brazil: the lack of integrated planning. Rodolfo Rizzotto from SOS Estradas compared the case to building a building without an entrance. “You have a beautiful building, but no one can enter because there is no authorization to build the entrance. It has been seven years and three different governments for a bridge of 1.7 km,” he criticized.
He also highlighted the disparity compared to other countries. “While Brazil takes years to complete a bridge, India built a 1,300 km highway with multiple lanes, bridges, and overpasses in just five years.”
What Can Be Done?
DNIT stated that it is working to resolve the necessary expropriations and that the rain also hinders the progress of the work. However, the lack of clear and reliable deadlines generates distrust among residents and users of the highway.
To avoid situations like this from repeating, experts advocate for greater integration between the planning and execution stages of works, in addition to transparency in schedules and costs. “Brazil is in a hurry for completed works, but it can’t finish even those that are nearly done,” Rizzotto emphasized.
Essa obra foi construída durante o governo passado em 80%,com todo planejamento até a sua conclusão inclusive valores os quaisja sofreramreajustes,porém,como é de costume deste desgoverno que aí está,a corrupção é seu módus operandi,apenas começa projetos mas não entrega náda. Temos como grande exemplo a transposição do São Francisco tb paralisada.Cantei essa **** há 2 anos e não deu outra.Fecho meu comentário ressaltando que faltou transparência nessa matéria. A população merece saber a verdade apesar de tudo.
Falta de compromisso com à população,alguém tá ganhando com esse atraso e adivinha quem,só **** que não sabe,o dono da empresa de balça é claro,quanto ele não ganha por dia com o atraso dessa obra?
EM UM PAÍS COM UM CONGRESSO NACIONAL EXTREMAMENTE **** ESPERAR O QUE ???
****