1. Awards & Honors

Montenegro’s first-ever highway and one of the country’s most iconic large-scale infrastructure projects.

The official name of the Montenegro North–South Highway is Bar–Boljare Motorway . Among them, the project undertaken by China Road & Bridge Corporation (CRBC) Smokovac–Mateševo Priority Section Commissioned in July 2022, the project marks Montenegro’s official inauguration of its first-ever highway. Both the Montenegrin government and the Chinese Embassy in Montenegro regard the project as a major national infrastructure undertaking.

The priority segment’s core control project—the Moračica Bridge—has been awarded. 2022 CEMEX Building Award “Social Value” International Special Prize CEMEX’s official award announcement explicitly recognized the Moračica Bridge as the recipient of the 2022 International Special Award for “Social Value.”

The Moraca Bridge also forms part of the entire Smokovac–Mateševo priority section. The largest single-building project . The bridge has a total length of approximately 960 meters , wide 23.4 meters , the bridge deck is approximately at a height of 175 meters , becoming the most recognizable landmark of Montenegro’s North–South Highway.

2. Project Background

The Bar–Boljare Motorway is a planned north–south national expressway corridor in Montenegro, beginning in the port city of Bar on the Adriatic coast, passing through the capital, Podgorica, and traversing the mountainous central and northern regions of the country before extending northward to the Boljare border crossing with Serbia.

This highway is designed to improve north–south connectivity in Montenegro, which has long been constrained by its mountainous terrain, strengthen links among the northern region, the capital’s economic belt, and Adriatic ports, and further integrate into the European regional transport network. The Government of Montenegro currently regards the Bar–Boljare Highway as a key infrastructure project that connects the Port of Bar with the Serbian border and forms part of the European transport corridors.

Publicly available materials present differing figures for the total length of the planned route. Early technical documents issued by the Government of Montenegro cited approximately 170 kilometers , Chinese construction enterprises often use approximately in their relevant documentation. 180 kilometers Therefore, if the official website covers the entire planning corridor, it is recommended to uniformly state:

“The entire line is planned to be approximately 170–180 kilometers long; this paper focuses on the priority section between Smokovac and Mateševo, which has already been completed and put into operation.”

Smokovac–Mateševo Priority Section

The Smokovac–Mateševo section is the first segment of the Bar–Boljare highway to be implemented and also the priority construction section with the most complex engineering conditions.

The project is being undertaken by China Road and Bridge Corporation (CRBC) as the design‑build general contractor. In 2013, the Government of Montenegro designated CCCC/CRBC, a member of the China Communications Construction Company group, as the preferred partner for constructing the priority section; the design‑build contract was signed in 2014, and construction officially commenced in 2015.

The contract amount for the priority phase is approximately 809.6 million euros . The Export-Import Bank of China provides approximately the contract amount 85% The preferential loan support covers part of the cost, with the remaining portion borne by Montenegro. According to a 2014 announcement by the Montenegrin government, the Export-Import Bank of China had then approved approximately… 687 million euros The loan is intended for the construction of this priority section.

The total length of this section is approximately 41.5 kilometers , constructed to two-way expressway standards, with a design speed of 100 kilometers per hour The route traverses the high-altitude canyon region in central Heishan, with bridges, tunnels, and other structural works constituting the majority of the line.

Section 2 of Mateševo–Andrijevica

The Bar–Boljare highway does not end at its first section.

In 2026, Montenegro continued to advance. Mateševo–Andrijevica Section 2 of the construction. This section is approximately 23 kilometers , by POWERCHINA–STECOL–PowerChina Chengdu The consortium is responsible for both design and construction, with a contract value of approximately 694 million euros The project is co-financed by an EBRD loan, an EU grant, and Montenegrin national funds.

On June 26, 2026, the second phase officially commenced preliminary construction. Accordingly, as of September 2026, the precise status of the North–South Highway in Montenegro should be stated as follows:

“The first section of the Smokovac–Mateševo route has been completed and is in operation, while the second section, Mateševo–Andrijevica, has entered the construction phase; preparatory work on the remaining planned sections is ongoing.”

3. Engineering Challenges

3.1 Alpine Canyon Terrain and Ultra-High Bridge–Tunnel Ratio

Montenegro is a quintessentially mountainous country in Europe, and the priority section of the Bar–Boljare highway traverses the valleys and canyons north of Podgorica.

A total of approximately 41.5 kilometers of priority sections have been constructed. 16 twin-bore tunnels and 20 mainline bridges , the bridge-to-tunnel ratio is approximately 60% China Road and Bridge Corporation describes it as one of the most geologically challenging, bridge‑tunnel‑integrated, and construction‑organization‑complex highway projects undertaken by Chinese enterprises in Europe.

This means that a large number of railway lines cannot be constructed on conventional embankments and must instead rely on a continuous sequence of bridge–tunnel–bridge–tunnel alignments to traverse mountainous terrain.

3.2 Complex and Uncertain Mountainous Geology

The Government of Montenegro explicitly states in the project implementation documents that the Smokovac–Mateševo section possesses Complex landform conditions and underground geological conditions that are difficult to fully predict. 。

Mountain tunnel construction requires continuous management of engineering risks such as surrounding rock deformation, excavation stability, support systems, secondary lining, and groundwater. Close, dynamic coordination between design and on-site construction is essential.

For tunnel concrete and shotcrete, such environments particularly demand that the materials exhibit rapid support capability, construction adaptability, waterproofing, and long-term durability.

3.3 Continuous Construction of a 16-Span Twin-Bores Tunnel

The priority segment is configured with 16 twin-bore tunnels 。

According to publicly available data from the Government of Montenegro, the combined length of the two tunnel bores is approximately 35.6 kilometers . The dense placement of tunnels within such a short road section imposes extremely stringent requirements on excavation organization, initial support, secondary lining, ventilation, lighting, fire protection, and the construction of electromechanical systems.

Prior to opening to traffic, the project must complete the commissioning of tunnel ventilation, lighting, fire protection, traffic signaling, and related electromechanical systems, thereby integrating the civil works with the complex operational systems to form a fully functional expressway.

3.4 Construction of Ultra-High Piers and Deep Canyons on the Morachica Bridge

The Moračica Bridge is the most challenging single-span structure along the entire priority section.

The bridge has a total length of approximately 960 meters , approximately wide 23.4 meters , spanning the Morača River valley, with the bridge deck approximately at a height of 175 meters . The bridge employs a prestressed concrete continuous rigid-frame system, with a maximum main span of approximately 190 meters ; The height of the intermediate bridge piers ranges from approximately 51 to 161 meters.

Under such conditions of towering bridge piers and deep canyons, it is necessary to:

Bridge foundation construction, construction of ultra-high piers, safety in high-altitude operations, quality of mass concrete, construction of prestressed structures, alignment control, and long-term durability.

All have set high standards.

3.5 Short-Distance Transition Between Bridges and Tunnels

The priority section not only features a high density of bridges and tunnels, but also involves frequent transitions among bridges, tunnels, and short embankments.

According to data from the Government of Montenegro, the route comprises not only 20 main‑line bridges but also numerous ramp bridges, overpasses, and other structures. Significant differential settlement and pavement smoothness must be controlled at bridge approaches, tunnel portals, subgrade sections, and transition zones of various structures.

This structural configuration simultaneously increases the system complexity of asphalt pavements, hydraulic drainage systems, bridge deck waterproofing, and traffic safety facilities.

3.6 Construction Logistics and Material Supply in Mountainous Areas

China Road and Bridge Corporation noted in its project summary that, during the implementation of the project, it also encountered Material supply, construction organization, and complex site access conditions Waiting for challenges.

A high proportion of tunnels and bridges entails dispersed construction sites, numerous work fronts, and complex logistics, requiring the continuous supply of substantial quantities of concrete, steel, asphalt, and electromechanical equipment in a mountainous environment.

For projects of this kind, material stability and supply continuity are themselves integral components of project management.

4. Use of Products / Houde Products Applied

For projects such as the North–South Highway in Montenegro, High bridge-to-tunnel ratio in mountainous expressways + long and large tunnels + ultra-high bridges + asphalt pavement + winter operating conditions in mountainous areas The project can be tailored to specific structural components with Hode:

SBS modifier, high-performance anti-stripping agent, alkali-free rapid-setting agent, duct grouting admixture (for highways), polycarboxylate-based high-performance water-reducing admixture (retarding type) 。

Product compatibility and disassembly

SBS modifier

It is suitable for asphalt pavements on expressways, enhancing the high-temperature stability, deformation resistance, and overall pavement performance of asphalt mixtures, thereby providing material support to ensure pavement durability under long-term vehicle loading conditions in mountainous regions.

High-efficiency anti‑spalling agent

It is suitable for road environments characterized by significant rainfall, freeze–thaw cycles, and fluctuating humidity levels, enhancing the adhesion between asphalt binder and aggregates and reducing the risk of stripping and water damage caused by moisture ingress into the asphalt mixture.

Alkali-free rapid-setting agent

It is suitable for shotcrete support in highway tunnels. Addressing the need for rapid closure of tunnel surrounding rock and initial support, it promotes fast setting and early strength development of shotcrete while mitigating the long-term durability risks associated with conventional high-alkali accelerating systems.

Hole Grouting Agent (Highway)

It is suitable for grouting the ducts of prestressed concrete bridges on expressways, enhancing the slurry’s flowability, stability, and compactness while reducing the risk of defects such as bleeding and voids, thereby providing long-term protection for the prestressing tendons.

Polycarboxylate Superplasticizer (Retarding Type)

It is suitable for bridge piers, pile caps, girders, and other large concrete structures, enabling reduced water-to-cement ratios while maintaining concrete workability, and providing technical support for high-performance concrete and durability management in complex bridge structures.

5. Technical Solution

The core construction rationale for the priority section of Montenegro’s North–South Highway can be summarized as follows:

By integrating a high‑ratio bridge–tunnel complex, an ultra‑high continuous rigid-frame bridge, a twin‑bore tunnel system, mountainous asphalt highway pavement, and a comprehensive electromechanical safety system, a high‑standard north–south transportation corridor has been established across the alpine canyons of central Heishan.

5.1 Track Alignment Scheme with a High Bridge–Tunnel Ratio

The Smokovac–Mateševo priority section is approximately 41.5 kilometers long, but bridges and tunnels constitute the majority of the route.

The project traverses the mountain massif via an extensive network of tunnels and spans deep valleys with elevated viaducts and large bridges, thereby minimizing the numerous sharp curves and steep grades characteristic of conventional winding mountain roads.

This design represents the core engineering rationale behind the project’s ability to significantly improve transportation conditions in mountainous areas.

5.2 Construction System for Double-Bores Tunnel Group

A total of 16 twin-bore tunnels are being constructed along the entire line, with the combined tunnel lengths of the two bores amounting to approximately 35.6 kilometers.

Upon completion of civil engineering works, the following measures must also be implemented concurrently:

Ventilation, lighting, fire protection, power supply, traffic signaling, surveillance, and emergency facilities.

Therefore, a tunnel is both a civil engineering structure and a fully integrated electromechanical and safety‑operation system.

5.3 Free Cantilever Construction of the Moračica Bridge

Moračica Bridge employs Prestressed Concrete Continuous Rigid-Frame Bridge Plan.

According to publicly available information from the Government of Montenegro, the bridge’s main girders were constructed using the free‑cantilever method, with a span arrangement that includes several main spans of approximately 190 meters. High piers on both sides of the deep valley and in the valley floor bear the loads of the superstructure.

This construction system reduces the need to erect large-scale ground-supported scaffolding in deep canyons, making it a key engineering solution for complex canyon bridges.

5.4 Bridge–Tunnel Transition and Structural Transition Control

The project features numerous continuous transitions between “tunnel exit—short embankment—bridge—tunnel entrance.”

Through bridge‑approach transitions, subgrade compaction, drainage, waterproofing, and pavement smoothness control, engineering structures of varying stiffness are integrated into a continuous and safe vehicular traffic system.

For material applications, these areas particularly require attention to concrete durability, bridge deck waterproofing, pavement adhesion, and structural crack control.

5.5 Highway Electromechanical and Safety Systems

In addition to the main civil works, the project is equipped with a full suite of highway operation facilities.

These include tunnel ventilation, lighting, fire‑protection systems, road traffic signs and markings, communication and monitoring systems, as well as related electromechanical installations. Prior to the opening of the tunnel, the Government of Montenegro publicly disclosed the installation and commissioning of the aforementioned equipment.

6. Project Outcomes

Montenegro’s first highway has officially opened to traffic.

July 13, 2022 The Government of Montenegro held a ceremony to inaugurate the priority section of the Smokovac–Mateševo route.

Starting at 8:00 a.m. on July 14, 2022, this road section was officially opened to vehicular traffic.

This marks the end of Montenegro’s previous history of having no highways.

Significantly shortens travel time between Podgorica and Kolašin.

The Government of Montenegro disclosed in the later stages of the project that, following the commissioning of the priority section, The drive from Podgorica to Kolašin is expected to be cut from approximately 90 minutes to about 40 minutes. 。

For vehicles that had long relied on narrow mountain roads, the expressway has significantly improved traffic efficiency and road safety.

The Moračica Bridge has become the project’s signature structure.

The Moračica Bridge, 960 meters long and 175 meters high, not only spans the deep Morača Gorge but has also become a prominent visual landmark of Montenegro’s modern infrastructure.

The bridge was awarded in 2022. CEMEX Building Award International Special Prize “Social Value” 。

High Utilization and Security Operations Performance

According to publicly released information from China’s Ministry of Foreign Affairs in 2024, citing data from Montenegro’s highway authorities, since the section was opened to traffic in July 2022 through approximately June 2024, the priority segment has already… More than 4.45 million vehicles Safe passage; no fatal traffic accidents occurred during the publicly reported period.

This data demonstrates the practical value of the new highway within Montenegro’s everyday transportation network.

The North–South Expressway continues to extend northward.

The project has not stopped at the initial 41.5-kilometer section.

June 2026, Pre-construction work has commenced on the second section of the Mateševo–Andrijevica route, approximately 23 kilometers in length. , marking the entry of the Bar–Boljare Highway into a new phase of construction.

7. Key Figures

8. Value to China & Montenegro

The value of Montenegro

The North–South Highway in Montenegro first addresses the long-standing… North–South Transportation Bottleneck 。

The priority section traverses the central mountainous region of Montenegro via an extensive network of bridges and tunnels, transforming traffic that once relied on winding mountain roads into a modern highway system and significantly reducing travel time between the capital, Podgorica, and the northern regions.

The project also helps improve connectivity between northern Montenegro and the capital, the Adriatic coast, and the Port of Bar, enabling agriculture, forestry, tourism, and other sectors to access domestic and regional markets more efficiently.

As the Bar–Boljare highway continues to extend toward Andrijevica and the Serbian border, its role in regional transportation will be further strengthened.

The Government of Montenegro currently regards this highway as a key strategic infrastructure project for integrating the country into the European transport network and enhancing economic connectivity between the north and south.

Value to China

The Smokovac–Mateševo priority section is a flagship, complex mountainous highway project undertaken by Chinese enterprises in Europe.

The project is under the design‑build general contracting of China Road and Bridge Corporation and is financed by the Export-Import Bank of China, showcasing Chinese enterprises in:

Large-scale mountainous expressways, ultra‑tall pier bridges, continuous rigid-frame bridges, extensive tunnel clusters, roadways with a high bridge‑to‑tunnel ratio, and integrated electromechanical systems.

Engineering implementation capabilities in various fields.

The completion of landmark structures such as the Moračica Bridge has further established China’s engineering projects as internationally recognizable exemplars.

Meanwhile, in 2026, the second section of the Bar–Boljare highway was once again awarded to a Chinese consortium under the POWERCHINA framework, underscoring the continued engagement of Chinese engineering firms in Montenegro’s major transportation infrastructure market.

From the perspective of Hode Materials’ solutions, this project simultaneously possesses:

Asphalt pavement on mountainous expressways, long highway tunnels, shotcrete support systems, ultra‑high bridges, prestressed structures, and durability under complex climatic conditions.

And typical application scenarios.

Therefore, it is perfectly suited for showcasing profound virtue:

Highway asphalt materials + Tunnel admixtures + Bridge grouting materials + High-performance concrete admixtures

A representative European engineering case demonstrating comprehensive technical adaptation capabilities.

FAQ | Frequently Asked Questions

Q1: What is the official name of the North–South Highway in Montenegro?

The official English name of the Montenegro North–South Highway is Bar–Boljare Motorway 。

The project is planned to run northward from the Bar region along Montenegro’s Adriatic coast, passing through Podgorica, Mateševo, and Andrijevica, and ultimately extending toward Boljare on the border between Montenegro and Serbia.

Q2: What is the total length of the North–South Highway in Montenegro?

There are discrepancies in the口径 (official stance or reporting) across different public sources.

Early planning technical documents of the Government of Montenegro adopted approximately 170 kilometers , some data on Chinese construction enterprises are approximate 180 kilometers 。

Therefore, the official website of Houde recommends writing:

“The entire line is planned to be approximately 170–180 kilometers long.”

If describing projects already completed by China Road and Bridge Corporation, it should be explicitly stated:

“The Smokovac–Mateševo priority section has a total length of approximately 41.5 kilometers.”

Q3: Is the Heishan North–South Expressway Heishan’s first expressway?

Yes.

The Smokovac–Mateševo priority section officially entered service in July 2022, marking the first motorway to be put into operation in Montenegro’s history.

Q4: What are the notable engineering achievements of the North–South Highway in Montenegro?

The project’s priority section spans approximately 41.5 kilometers, yet it boasts… 16 twin-bore tunnels and 20 mainline bridges, with a bridge-to-tunnel ratio of approximately 60%. 。

Among them, the Moračica Bridge, approximately 960 meters long with a deck some 175 meters above the valley floor, is the largest single structure in the priority section and the project’s most iconic engineering landmark.

Q5: What awards has the Moračica Bridge received?

Moračica Bridge has obtained 2022 CEMEX Building Award International Special Prize “Social Value” 。

Q6: Has the North–South Highway in Montenegro been fully completed?

No.

The Smokovac–Mateševo priority section has been completed and is now in operation.

The second section, approximately 23 kilometers long, between Mateševo and Andrijevica has already been… The preliminary construction phase will commence in June 2026. , other planning sections will continue to be advanced.

Q7: Which of Hode’s products are suitable for projects similar to the Heishan North–South Expressway?

For similar mountainous expressways with a high bridge‑tunnel ratio, Houdé can be tailored to suit different structural components:

SBS modifier, high-performance anti-stripping agent, alkali-free rapid-setting agent, duct grouting admixture (for highways), polycarboxylate-based high-performance water-reducing admixture (retarding type) 。

They are respectively applicable to highway asphalt pavements, control of water damage caused by rain and snow, tunnel shotcrete, grouting of prestressed bridge ducts, and concrete construction for large bridges.

Q8: Why is the Heishan North–South Expressway well-suited as a case study for engineering material solutions?

Because the project exhibits a high degree of concentration within the priority section spanning approximately 41.5 kilometers:

A series of long tunnels, deep mountain canyons, ultra‑tall bridge piers, large‑span continuous rigid-frame bridges, a high bridge‑to‑tunnel ratio, high‑speed asphalt pavement, and sophisticated electromechanical systems.

These engineering conditions simultaneously encompass multiple typical material‑application scenarios, including tunnel shotcrete, high‑performance concrete for bridges, prestressed grouting, and asphalt materials for highways, thereby serving as a highly representative comprehensive solution.