Volume 2, 2026

2026 VOL. 2

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DESIGN, CONSTRUCTION, MAINTENANCE & MANAGEMENT OF THE WORLD’S ROAD NETWORKS

EXTENDED DIGITAL CONTENT D1-D12

Airport irport paving

Fine finishing in Vancouver

2026 VOL. 2

DIGITAL INSIGHTS

CONTRAFLOW

A selection of the editor's top stories from this month's online and social media channels...

A cloudy view for the year ahead

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EDITOR, Mike Woof mwoof@ropl.com

“The road ahead for construction seems uncertain at present”

Editorial Editor Mike Woof

Deputy Editor David Arminas Sub-Editor Elizabeth Kaye Editorial Contributors Shem Oirere, Kristina Smith, Mauro Nogarin, Eugene Gerden, Partha Basistha, Lucio Garofolo Editorial Consultant Geoff Hadwick

he road ahead for construction seems uncertain at present. The tariffs introduced for imports to the US have hit manufacturers in Europe and Asia hard. These have been the final blow for production of the Rokbak ADT range in Scotland, for example. Owner Volvo CE has finally pulled the plug following the impact on sales from US import tariffs.

Meanwhile, the effects of the attacks on Iran for the construction and construction machinery sectors have yet to be seen. The turmoil over oil supplies could have major impact globally. And sales of construction machines for projects in the Middle East could be restricted for some time.

Some firms are optimistic though. Compact construction machine maker Wacker Neuson published its corporate results recently, showing a steady improvement in revenue.

In some countries there is a strong commitment to investing in transport infrastructure. The UK Government, for example, has said it will spend £27 billion over the next five years on improving roads. Elsewhere in Europe, Germany is facing up to the years of neglect of its highway bridges, with a massive programme of refurbishment or replacement. The US market for construction is healthy, with several large highway projects commencing or underway and a number of key bridge projects also underway or planned. In Asia, road development programmes in India and Vietnam in particular are continuing. African nations are boosting road networks, with extensive works in countries in North Africa, West Africa and East Africa. The Latin American road sector is also in better shape than for some time, particularly with regard to international links.

Looking ahead it is simply impossible to tell how the international construction sector will develop. There is certainly a strong need for construction works globally, which would boost machinery sales and be good news for manufacturers.

But whether this will be impeded by external factors cannot be determined. End

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GLOBAL HIGHWAYS 2026 VOL. 2

03

CONTENTS 2026 VOL. 2

03 CONTRAFLOW

The road ahead for the construction sector in 2026 is very murky with so many complex factors in play.

06 NEWS & CONTRACTS

Transport budget for Europe; highways in the Philippines; North India tunnel project; Sydney’s new motorway link; improving Berlin’s bridges; delays for key Colombian tunnel; Uganda’s road improvements; port tunnel for Genoa

09 CONSTRUCTION TECHNOLOGY

Topcon’s new scanning systems and agreements with RPC Inc and Xona; Smart Construction embedding digital technology in machines; Xwatch develops new safety system; Hexagon’s 3D visualisation; Alabama AI deal for Blyncsy; smart assistance from John Deere; Exodigo’s GIS agreement in Texas

EXCLUSIVE

DIGITAL CONTENT BETWEEN PAGES 31-32

COVER STORY AIRPORT PAVING P28-31 & D1-D4

Vancouver International Airport is benefitting from a newly paved runway surface, courtesy of contractor Amrize, that will boost efficiency for travellers

NORTH AMERICA NEWS D5-D12

Cutting congestion in Charlotte; plans for Cape Fear’s new bridge; Atlanta express-lanes project; costs spiral for new OregonWashington State bridge; replacing the bridge connecting Minnesota and Wisconsin; a new bridge to connect Ohio and Kentucky

14 IRF

Subscription rates & enquiries

The 2026 US annual subscription price is US$225.00 Airfreight and mailing in the US by agent named Air Business, c/o Worldnet Shipping

39 BRIDGE MAINTENANCE

19 HIGHWAY & SAFETY

41 DEMOLITION &

IRF annual conference 2026 focusing on key factors for industry; applications for IRF 2026 awards now open

Avalanche control in Northern Norway; new barriers from Asynt Solutions; improved crash cushion from TrafFix; StreetVision technology highlights crash hotspots; Ertico’s ITS assessment; Kodiak AI offers solution for efficient trucking; a forecasting system from StreetLight Data; weigh stations on US highways

25 ROUNDTABLE

Premium Content

Key executives from Caterpillar, John Deere, Topcon Positioning Systems and Trimble discussed [kh1.1] digitalisation in construction with Nadira Tudor

27 E-MAK PLANT

IRF Global Roads to Tomorrow (R2T) Conference. The event, in San Francisco, brings together global leaders in roads, transport and mobility innovation.

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16 IRF

A UK materials producer is now operating the first E-MAK asphalt plant in the UK

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Volvo CE starts building its electric haulers; improved ADTs from Develon, John Deere and Komatsu, while Rokbak ADTs are ceasing production.

Spencer Bridge Engineering has utilised a novel underdeck system to refurbish the historic Menai[kh2.1] Strait Bridge in Wales

RECYCLING

Demolition attachments from Allu, Epiroc, Indeco, MB Crusher and Simex offer safe and productive reduction and sizing of materials from demolition sites

46 UTILITY MACHINES

Improved compact machines from Wacker Neuson; efficient trench compaction with Ammann; SDLG’s versatile compact machines

49 EQUIPMENT

Efficient rammer compactor[kh3.1][MW3.2] unit from Ammann; Bobcat’s versatile, compact tracked loader; powerful attachments from Simex

50 ONSITE

Enerpac lifting equipment assists Italian bridge refurbishment job; materialshandling technology from Telestack for Bristol in the UK

51 SKIDMARKS

Further humorous road-related stories from around the world

36 CONCRETE PAVING & PLANTS

New advances in paving and plants offer greater materialsproduction efficiency and better slipforming quality GLOBAL HIGHWAYS 2026 VOL. 2

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NEWS

EUROPE’S PROPOSED €51.5 BILLION TRANSPORT BUDGET A proposed €51.5 billion transport budget for Europe in the 2028-2034 period would help boost connectivity across the continent (CEF) plan. But even this significant budget falls short of the required financing.

Delivering the key TEN-T network transport projects

will cost €515 billion.

The theory is that Brussels should deliver the financing for international connections between members states. The individual countries should

then source financing for their own internal links. But this leaves delivery of much of the TEN-T network subject to the priorities of each individual nation, many of which may rank other issues of higher importance. © Magnus Skjølberg| Dreamstime.com

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he proposal has been put forward by the European Commission as part of the Connecting Europe Facility

Integration of Europe’s transport network may be delayed unless more funding is secured

$2.43 BILLION FOR PHILIPPINES HIGHWAY PROJECT

Construction of the new Digdol-Panthyal tunnel project in North India is set to transform transport in the area and is close to completion.

Located in the Ramban district of Jammu & Kashmir, the tunnel will provide a safer connection for NH-44 between Digdol and Panthyal, a stretch of road that has been subject to frequent closures due to landslides and rockfalls as well as poor weather.

The new twin tube tunnel is being driven using the New Austrian Tunnelling Method (NATM). Each of the bores will carry twin lanes, boosting capacity and reducing journey times to just five minutes.

KENYA’S $3.6 BILLION HIGHWAY PROJECT

Kenya is looking to restart its $3.6 billion highway project to boost transport between Nairobi and Mombasa. The new highway will cut journey times for the 443km distance between Kenya’s capital,

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Nairobi, and its main port and second city, Mombasa. The project will be run under the PPP model by the Kenya National Highways Authority (KeNHA). The project forms part of a plan for 2,800km of new roads intended to double Kenya’s network over the next seven years.

GLOBAL HIGHWAYS 2026 VOL. 2

Funding worth $2.43 billion is being secured in the Philippines for the Central Mindanao High Standard Highway Construction Project. This has been delivered through the country’s Department of Budget and Management (DBM). Loans for the project are being sourced from the Asian Development Bank and the Japan International Cooperation Agency.

The Philippines Government will

Malaybalay © Wedevlops | Dreamstime.com

Don Chansirwong| Dreamstime.com

A new tunnel for Jammu & Kashmir in North India

also provide counterpart funding.

The 65km Central Mindanao High Standard Highway Construction Project (CMHSHCP) will provide a new and more direct route between Malaybalay and Cagayan de Oro.

FURTHER DELAYS FOR COLOMBIA’S TOYO TUNNEL

Further delays are impacting on completion of Colombia’s Toyo Tunnel project. The 9.8km tunnel will be the longest in Latin America once complete and it is amongst the largest infrastructure projects in Colombia. More delays have arisen from questions over the functionality of the electromechanical systems. The dispute is between Colombia’s National Roads Institute (Invías) and the local authorities.

The highway project for which the Toyo Tunnel forms a key stretch is split into two main sections. The first section includes 17 bridges, seven tunnels and 4.4km of road.

The second section measures 19.4km with 11 tunnels and 13 bridges.

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A_WG_OPERATIONS CENTER_A4 EN.indd 1

03.06.24 11:04

NEWS

SYDNEY’S A$2 BILLION MOTORWAY OPEN

Berlin’s €1.84 billion bridge repair plan

Drivers in Sydney, NSW, Australia, are now able to benefit from the A$2.1 billion M12 motorway link, which opened recently to traffic is due to open in mid-2026.

Part of the funding for the project has come from the Australian Government, with both the previous and present administrations having provided portions of the financing required.

© Sean Pavone | Dreamstime.com

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his 16km tolled motorway section connects the Northern Road to the west of the city with the Elizabeth Road to the east of Sydney. A further component of the new route, an interchange between the M12 and the M7 at Cecil Hills,

The authorities in Germany’s capital Berlin are planning for 175 of the city’s bridges to be replaced and a further 125 to be repaired within a 15-year timescale. With a projected price tag of €1.84 billion, the bridge repair and replacement plan will require additional Federal and EU funding, although the city is able to contribute to some of the costs. Berlin has 1,047 bridges in total, carrying motor vehicles, pedestrians, cyclists and public transport. However, just 19% of these are rated as in good or very good condition.

€1 billion port tunnel The Italian city of Genoa is benefiting from a new road and tunnel connection costing nearly €1 billion. The 4.2km route will link the San Benigno interchange in the west of the city with the Foce district located in the east. This will run under the city at a maximum depth of 45m. The client for the project is Autostrade per l'Italia (Aspi) and the tunnel will be driven using a large diameter TBM. The twin tunnels measure 3.4km and feature bores of 16m, allowing twin lanes in either direction, with the project due for completion in 2029.

Work is commencing in April 2026 for a 13km stretch of the A20 Autobahn in North Germany.

The stretch linking the A28 at Westerstrade with the A29 at Jaderberg and to the North of Oldenburg will be the first to be built. In total, the A20 will stretch 114km, with the construction work being carried out in seven stretches. Included in the project will be the construction of new tunnels running underneath the River Elbe and the River Weser.

The project is managed by Germany’s stated-owned highway firm, Autobahn GmbH, and is costing an estimated €340 million.

project was originally expected to cost $145 million but this has increased to $345.5 million. The project has become more complex with the addition of interchanges and bridges and a link to the Kampala-Entebbe route.

Work is also underway for upgrading of the Kasindi-Beni route linking Uganda with the Democratic Republic of Congo (DRC). And Uganda is helping co-fund a road project worth $334 million in the DRC. Kampala, Uganda

© Bogdan Lazar | Dreamstime.com

EXTRA $249 MILLION FUNDING FOR UGANDA EXPRESSWAY

A further $249 million funding is being provided for Uganda’s Busega-Mpigi Expressway project by the African Development Bank (AfDB). The 24km expressway

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GLOBAL HIGHWAYS 2026 VOL. 2

Extended features & latest digital content globalhighways.com

Kampala © | Dreamstime.com

© Taras Vyshnya | Dreamstime.com

CONTROVERSIAL NEW GERMAN AUTOBAHN

CONSTRUCTION TECHNOLOGY

HANDHELD SCANNING

The new CR-S1 from Topcon Positioning Systems is a handheld scanning system combining LiDAR, panoramic cameras, visual SLAM cameras, and a GNSS antenna in a single device

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he CR-S1 uses Topcon’s Collage mass-data software ecosystem central to a connected workflow. This new tool expands the firm’s Capture Reality portfolio as a higher-performance option alongside the CR-S2. It offers increased point-cloud density, extended scanning range, and upgraded panoramic imaging. The system is intended for surveying and construction and is also wellsuited for applications such as land surveying, tunnel surveying and modelling, extraction operations and utility mapping.

The firm says that with Collage serving as the central data hub supporting inputs from multiple sensors, users can obtain accurate, detailed information for decision-making. Software support includes MAGNET Flow for Android and iOS devices, MAGNET Bridge for SLAM data desktop processing, and Collage Web. Topcon Collage Web is a cloud-based platform for fast visualisation, exploration, and sharing of 3D point-cloud data directly in a web browser. It enables users to easily view and inspect datasets while supporting efficient collaboration across projects.

Through the Collage Cloud Connector desktop application, projects are seamlessly synchronised with Collage Web, allowing smooth integration with Autodesk and ClearEdge3D software. This workflow

supports mixed fleets and diverse industry systems, ensuring efficient data exchange and consistent project access across desktop and cloud environments.

For added positioning accuracy, the CR-S1 can be connected to the Topnet Live RTK GNSS corrections service.

Mounting options include backpack and front-pack configurations for hands-free, load-bearing scanning while walking, as well as rover–pole operation. An adapter for mounting the CR-S1 on a vehicle for mobile mapping is also available. End www.topconpositioning.com

ABOVE The new CR-S1 handheld scanning system from Topcon offers increased point-cloud density, extended range, and upgraded imaging

Satellite deals New US network A new deal with RPC, Inc (Ring Power Corporation) marks a major milestone for the Topcon organisation and will have an impact on the construction technology market in the US. The Topcon Solutions Stores (TSS) - by RPC, Inc. agreement is expected to help more contractors modernise their job sites through innovative technology solutions.

RPC, Inc. will now support Topcon Solutions Stores in its drive for technology adoption. While long-term structural trends in the US construction market including infrastructure investment, and modernisation of ageing assets, help to

drive demand, the sector has lagged in digital adoption according to Topcon. The firm says that this provides an opportunity for tech-enabled retailers to lead the next phase of industry transformation.

Topcon Solutions Stores currently operates in 14 retail locations and serves 22 states. As a direct Topcon distributor and an Autodesk Platinum Partner, the firm delivers digital solutions that integrate advanced positioning technology with the Autodesk construction software portfolio.

Through this investment, the firm says that the benefits it can offer customers will accelerate.

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Topcon Positioning Systems and Xona have struck an agreement that will provide early-adopter access to Pulsar, Xona’s low Earth orbit (LEO) satellite navigation constellation.

In addition, Topcon Positioning Systems has also set an agreement with Fixposition to collaborate on integrated technology for future product offerings.

The two agreements will provide Topcon with access to key technologies that will allow more precise machine control. The deal with Xona means that Topcon is amongst the first commercial customers preparing to integrate Pulsar into future high-precision positioning workflows.

GLOBAL HIGHWAYS 2026 VOL. 2

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CONSTRUCTION TECHNOLOGY

GETTING SMARTER Smart Construction, the digital arm of global manufacturer Komatsu, plans to boost digital tool adoption by embedding high-density site data and asbuilt capture capabilities into its intelligent Machine Control (iMC) bulldozer range.

Despite rapid advances in machine automation, many construction sites still rely on intermittent site visits, manual measurements and delayed reporting to understand job site progress.

To address this challenge, Komatsu Europe has announced it will include a complimentary Smart Construction Dashboard licence with every newly delivered iMC bulldozer, providing contractors with direct access to survey-grade jobsite information without requiring external surveying services.

The licence comes with access to high-density as-built data visualisation within Smart Construction Dashboard, allowing contractors to create unlimited job sites, upload unlimited data, and connect all their compatible Komatsu iMC and 3DMG machines from day one. Bart Vingerhoets, Senior Commercial

"It’s about giving every customer the tools to boost productivity" Bart Vingerhoets, Komatsu Smart Construction

ABOVE Komatsu dozer users in Europe will now benefit from a new level of machine-control capabilities

Manager at Komatsu Smart Construction, explains: “Our digital twin technology is fundamentally changing the cost of operations. By tightening feedback cycles to a daily cadence, we enable customers to catch errors in real time.

“This drastically cuts rework and slashes expenditure on external services. In line with Komatsu’s goals, this next step isn’t just about reducing our carbon footprint; it’s about giving every customer the tools to boost productivity while keeping more of their budget in-house.”

This initiative will push the construction and earthmoving industry towards a proactive operating model. While advanced machinery has become common, many sites can rely on sporadic data collection and reactive problem solving.

Vingerhoets adds: “This real-time visibility helps teams anticipate issues earlier, allocate resources more effectively, and prepare for future advancements, including autonomous machine capabilities.” End www.smartconstruction.io

Site safety with Xwatch Xwatch Safety Solutions says that its XW-Insite is the company’s most advanced telematics and safety platform to date. Developed in partnership with PVS Data, XW-Insite unites live machine information with Xwatch safety data across mixed-brand fleets. Accessible through a secure cloud-based dashboard, the system delivers real-time visibility of machine performance, operator behaviour, and critical safety limits such as height, slew, and RCI. XW-Insite is in use with Hitachi Construction Machinery UK, where it integrates with the CTFleet Link platform to deliver live safety and

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GLOBAL HIGHWAYS 2026 VOL. 2

machine insights for mixed fleets.

“Telematics has become integral to how we think about safety,” explained global MD, Dan Leaney. “It’s not just about what happens in the cab — it’s about understanding how machines are being used across a site or a fleet, so we can prevent issues before they happen.”

Further collaboration with Leica Geosystems, also part of Hexagon, has introduced the 3D Avoidance Zone solution – linking Leica’s MC1 machine control with Xwatch’s safety system so that equipment automatically intervenes when approaching a defined zone.

www.xwatch.co.uk

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CONSTRUCTION TECHNOLOGY

Safety-monitoring platform Hexagon says that its new GeoMonitoring package provides a web-based safety-monitoring platform. Powerful, 3D visualisations of the monitored environment are at the core of the platform, offering access to data and charts in just a few clicks. This view of monitoring data enables geotechnical engineers and geologists to manage the full monitoring cycle – from field data collection to interpretation.

Landslides and ground deformation can cause significant damage to urban

areas and critical infrastructure such as roads. The new web platform’s visualisation and analysis tools deliver actionable insights for early safety interventions that protect people and high-value assets.

GeoMonitoring combines an interface with data ingestion and management, collaborative analysis tools, and automatic intelligent alerts. Its view of the environment helps users identify displacement patterns, understand correlations, and detect anomalies – making insights more accessible to non-

experts and supporting better decision-making.

Up-to-date IT security standards and enhanced user management features in the GeoMonitoring platform enable multiple stakeholders to work within the same secure project

environment. These features include secure data transmission with encrypted communication, protected user access and multiuser profiling.

www.hexagon.com

A KEY CLIENT FOR BLYNCSY

BELOW Using Blyncsy allows ALDOT to carry out highway surveys for road infrastructure such as the deck of the Natchez Trace Parkway bridge at Colbert Ferry in Cherokee, Alabama

Blyncsy, part of Bentley’s Asset Analytics portfolio, uses crowdsourced dash-camera imagery from vehicles and applies AI to analyse roadway conditions. This provides a consistent, empirical assessment of critical assets, such as guardrails and signage, across the entire roadway network. The technology provides ALDOT with empirical data foundation for performance-based budgeting decisions and eliminates inconsistencies from traditional manual inspection methods. A previous pilot project demonstrated that Blyncsy’s AI models achieved 97% accuracy, providing the reliable data foundation required for precise financial planning.

End

www.bentley.com

© Leah Ann Richardson| Dreamstime.com

Alabama's Department of Transportation (ALDOT) is strengthening its performance-based budgeting with AI, using crowdsourced dashcam imagery to replace manual asset surveys with automated, consistent condition assessments. ALDOT is using Bentley’s Blyncsy solution to enhance its existing performancebased budgeting process for highway maintenance.

ALDOT adopted a performance-based budgeting model more than 15 years ago and continues to refine its implementation to ensure maintenance funds are allocated based on objective, data-driven insights.

Historically, collecting asset condition data across Alabama’s 17,600km of roadway network has required significant manual effort and resources. While ALDOT has long employed a data-driven statewide survey, traditional methods, such as manual inspections, are labour-intensive and can introduce inconsistencies.

To improve efficiency and accuracy, ALDOT is incorporating Blyncsy’s automated AI analytics into its established process, providing a faster and more consistent assessment of specific designated roadway assets.

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GLOBAL HIGHWAYS 2026 VOL. 2

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CONSTRUCTION TECHNOLOGY

IMPROVED SITE SAFETY John Deere’s SmartDetect Assist system is said to help boost site safety. This novel object-detection technology has been developed from the proven SmartDetect and SmartDetect Digital solutions.

However It can automatically slow or stop a machine when an obstacle is detected.

SmartDetect uses cameras and machine learning to identify obstacles and deliver visual and audible alerts, helping operators better understand their surroundings. SmartDetect Digital adds another layer by bringing near-miss footage and insights into the John Deere Operations Center,

Global Highways Magazine for industry-related discussion

supporting worker training and management.

SmartDetect Assist leverages high-resolution cameras, radar, and an in-cab display to provide operators with a clear, accurate view of the machine’s surroundings. When an obstacle is detected, SmartDetect Assist

delivers instant visual and audio alerts inside and outside the machine, followed by dynamic slowing or stopping prior to a potential collision.

While SmartDetect Assist does not replace an operator’s role and responsibility to safely operate the machine, the solution provides an added layer of support to help maximise uptime and jobsite safety. The system includes configurable operating parameters and safeguards, including operator-controlled momentary override. In addition, the in-cab display features projected reversepath lines, giving operators a clearer understanding of where the machine is headed to help increase situational awareness during operation.

Optional SmartDetect Assist provides customers with additional tools to improve situational awareness on the jobsite and focus on the task at hand. SmartDetect Assist is available today on select John Deere Utility Loaders.

www.deere.com

GLOBAL HIGHWAYS 2026 VOL. 2

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ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

IRF Global Roads to Tomorrow (R2T) Conference The International Road Federation will host the 9th IRF Global Roads to Tomorrow (R2T) Conference & Exhibition on November 3-6, 2026, in San Francisco, bringing together global leaders in roads, transport and mobility innovation

Scalable, technologyled infrastructure Positioned as a premier global platform, R2T focuses on translating pilot innovations into scalable, real-world applications. The conference will highlight engineeringdriven solutions in AI-enabled road safety, data-centric asset management and performancebased infrastructure delivery models. Particular emphasis will be placed on integrating digital technologies into transport systems to improve lifecycle efficiency, enhance safety outcomes and strengthen network resilience.

mobility and the deployment of connected and autonomous vehicle ecosystems. Sessions will explore predictive maintenance, digital twins and big data applications to optimise infrastructure performance and decisionmaking.

Advanced engineering and mobility systems The technical programme will address a wide range of priority areas shaping the future of transport infrastructure. Key themes include asset management and pavement-preservation strategies, intelligent transport systems (ITS) and AI-powered

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GLOBAL HIGHWAYS 2026 VOL.2

In parallel, the conference will examine roadside safety engineering and forgiving infrastructure design, Vision Zero implementation frameworks, and innovations in work zone safety. Additional focus areas include resilient and climate-adaptive

infrastructure, electrification and energy systems for mobility and regulatory readiness for emerging transport technologies.

Freight, connectivity, economic performance Recognising the critical role of transport in economic development, the programme will also address freight optimisation, logistics efficiency and corridor performance.

Discussions will explore funding mechanisms, road user charging models and institutional frameworks required to support sustainable infrastructure investment and long-term network performance.

Technical exchange, industry showcase R2T will feature keynote addresses from global and US thought leaders, alongside technical workshops, expert panels and live demonstrations focused on applied engineering Extended features & latest digital content globalhighways.com

ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

solutions. The exhibition component will showcase advanced technologies in AI, automation, intelligent systems and next-generation infrastructure materials and equipment, providing a handson environment for industry stakeholders.

Strong institutional participation With participation expected from contractors, engineers, public authorities, technology providers, and research institutions, the conference aims to strengthen cross-sector collaboration and accelerate the deployment of next-generation mobility solutions worldwide. A number of public agencies and road authorities have already

confirmed their participation, including several US Departments of Transportation - DOTs - reflecting strong institutional engagement at both national and regional levels. Overall attendance is expected to exceed 1,000 participants, underlining the event’s growing global relevance and industry reach.

IRF Global Achievement Awards The event will also host the 2026 IRF Global Road Achievement Awards, recognising outstanding projects and innovations from across the global road sector. Applications are open until May 8, with further information available at www.irf.global/graa.

Global Highways Magazine for industry-related discussion

Opportunities for industry engagement Sponsorship and exhibition opportunities remain available for the 2026 edition, enabling organisations to showcase technologies, engage directly with decision-makers and position themselves at the forefront of innovation in the global transport infrastructure sector. Early participation is recommended to maximise visibility and strategic impact at this flagship global event.

For more information about the event, please visit www.IRF. global/r2t.

Join IRF Global Membership Network With a 78-year legacy of advancing road and transport

infrastructure worldwide, the International Road Federation continues to offer new opportunities to its members across the global mobility ecosystem.

IRF membership connects organisations with a powerful international network of decision-makers, experts, and innovators, while providing access to technical knowledge, industry insights, and global platforms for engagement.

From knowledge exchange to strategic visibility, IRF enables its members to play an active role in shaping the future of roads and mobility.  For more information, please visit www.IRF.global

GLOBAL HIGHWAYS 2026 VOL.2

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ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

Trust, Delivery and Innovation: Geneva - IRF 2026 Annual Conference

A

This November, the International Road Federation (IRF) 2026 Annual Conference will convene the global road community in Geneva to explore the big questions shaping the sector’s future

t a time when road agencies and transport leaders are being asked to do more with greater scrutiny, tighter budgets and rising public expectations, the conference arrives with an agenda that is both timely and necessary.

Day 1 “Building Trust”: The opening day will centre on a challenge that is becoming increasingly important for road authorities and infrastructure providers everywhere: trust.

Not only trust in institutions, but trust in the value of road investment itself. In many parts of the world, roads remain

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the backbone of economic activity and social access. Yet road projects today are also judged through a wider lens: inclusion, environmental performance, financial credibility and responsiveness to community needs. The programme will open with the conference’s plenary session before moving into sessions on designing roads for everyone and earning public trust and strengthening engagement.

Day 2 “Delivering systemic solutions": Discussions will move beyond ambition to execution. The programme

GLOBAL HIGHWAYS 2026 VOL.2

features an Agency Executives' Roundtable on Delivering Roads for the UN Decade, alongside sessions on resilience, future roads funding, crash data and safer roads, circularity, greening road projects and a new paradigm for asset maintenance.

Day 3 “Innovating for future roads”: The final day will explore how to enhance the readiness of roads for a fast-changing technological future, with sessions looking at automation, smarter traffic operations, safer traffic systems, technology in changing user behaviour and the growing value

of road data ecosystems.

Without trust, projects stall.

Without delivery, strategies remain rhetorical. Without innovation, road systems risk falling behind the needs of users, governments and investors. Join the IRF 2026 Annual Conference and our global community to discuss where the road sector is heading and the leadership it will require to get there.

Registration is now open!

Scan the QR code to register or explore opportunities to participate as a sponsor or exhibitor. Visit IRFofficial.org to learn more.

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INTERNATIONAL ROAD FEDERATION NEWS

Applications for the IRF 2026 Awards are now open

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If your organisation is delivering real progress in roads and mobility, this is your opportunity to gain international recognition and showcase your work to a global audience

ubmit your entry for a chance to be recognised during the awards ceremony on 18 November 2026, held as part of the IRF 2026 Annual Conference.

The IRF Awards serve as a global platform honouring innovation, leadership and measurable progress across the road and mobility sectors. As a core pillar of the IRF’s Circle of Excellence, the programme highlights practical solutions from government, industry, academia and civil society that directly improve systems, services and outcomes for people and communities.

The Awards cover the full spectrum of today’s infrastructure and mobility priorities, with categories in Road Safety, Environmental Stewardship, Emergency and Disaster Response Management, Inclusion and Diversity, Assets Management and Maintenance, Climate Resilience and Adaptation, and Decarbonisation and Circular Economy. Additional categories recognise advanced work in Traffic Management and ITS, Urban and Rural Roads and Mobility, Equipment and Manufacturing, Technology and Innovation,

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Project Management and Financing, and Bridges and Tunnels—ensuring that strategic, operational and technical contributions are all represented.

Participation offers clear value for organisations aiming to expand their impact and credibility. The programme provides global recognition for high-performing projects and products, together with exposure to an international audience of policymakers, investors and sector leaders.

Winning entries benefit from dedicated IRF communications, raising visibility and reinforcing

each organisation’s role in shaping effective, resilient mobility systems.

Awardees also gain enhanced access to key stakeholders, supporting opportunities for collaboration and knowledge exchange. This recognition strengthens institutional reputation, backed by an internationally respected award. All winning projects will be showcased during the winners’ announcement at the IRF 2026 Annual Conference from 16–18 November in Geneva, placing them before a high-level, influential global audience.

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HIGHWAYS MANAGEMENT & SAFETY

AVALANCHE CONTROL

MND SYSTEMS FOR ARNØYA, NORWAY MND Safety reports that it recently deployed 24 removable O’BellX avalanche-control systems to secure the main road on the Norwegian island of Arnøya

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he installation enables preventive avalanche release even in extreme climatic conditions and during the polar night, thanks to autonomous systems that can be remotely operated.

MND Safety has also secured a contract for roads leading to Norway’s North Cape for the installation of 19 additional O’BellX systems, representing several million euros, confirming the renewed confidence of Norwegian authorities in these technologies, noted MND. The North Cape is on the northern coast of the island of Magerøya in northern Norway. The European route E69 motorway has its northern terminus at the North Cape which makes it the northernmost point in Europe that can be accessed by car and the E69 the northernmost public road in Europe.

MND is a French industrial group with more than 3,000 clients in 49 countries, operating through 12 international locations. Its Safety division has been specialising in developing explosive-free, preventive avalanche-control systems for more than 30 years in order to secure infrastructure exposed to avalanche hazards. The company’s solutions allow infrastructure managers, such as road agencies, to trigger avalanches at the most appropriate time. This limits the need for road closures and improves the safety of both highway operational teams and road users.

“Transport infrastructure in mountainous regions is increasingly exposed to natural hazards” said JeanGuillaume Aldebert, director of the MND’s Safety division. “Our objective is to provide infrastructure operators with reliable, remotely operated solutions adapted to extreme environments, in order to sustainably secure transport corridors while ensuring the safety of operators.”

Its Gazex, O’BellX and DaisyBell solutions are now used to protect roads, as well as railways, industrial sites, ski resorts and energy infrastructure in more than 20 countries. Designed and manufactured in the French Alps, these technologies help ensure safe Global Highways Magazine for industry-related discussion

ABOVE MND Safety says that its explosive-free, avalanchecontrol technologies set the standard for securing critical infrastructure including roads in mountainous regions, such as in the French Alps and North American Rocky Mountains (image courtesy MND Safety)

"Transport infrastructure in mountainous regions is increasingly exposed to natural hazards" Jean-Guillaume Aldebert Director of the MND’s Safety division

mobility and strengthen the resilience of infrastructure in mountainous regions.

Key features of the O’BellX include an MNDpatented automatic drop/replacement hook that allows the active module to be installed and removed from its support base by helicopter without any human assistance and in a single rotation.

Meanwhile, the MND-patented MULTISYNC option allows for simultaneous explosions, as well as synchronised, successive explosions with a possible delay of up to five seconds for firings on anywhere from two to 10 O’BellX or O’BellX Option+ systems.

The Option+ system’s support base incorporates a skirt that allows the system to double the amount of gas mixture used at the time of firing, thus doubling the explosion's effect compared to the standard O'BellX module. The overall height of the Option+ support base can be selected during installation, based on the terrain and historical snow conditions, to position the explosion point at the most effective elevation.

In the mountainous Canadian province of British Columbia, MND said that no fewer than 30 Gazex systems, five O’BellX units and one DaisyBell system protect people and goods along several dozen kilometres of major highway corridors.

Meanwhile, in the US, several state departments of transportation rely on the group’s technologies to secure avalanche-prone mountain roads, most notably in the states of Utah, Wyoming and California. In Colorado, along the Loveland Pass and Eisenhower Tunnel corridor, a system combining Gazex and O’BellX technologies is in effect.

In France, Gazex technologies have been securing mountain-access roads for decades, notably in Bonneval-sur-Arc in the Savoie region, Isola 2000 in the Alpes-Maritimes and Chamonix, near the Mont Blanc Tunnel - an area particularly exposed to avalanche hazards. End www.mnd.com GLOBAL HIGHWAYS 2026 VOL.2

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HIGHWAYS MANAGEMENT & SAFETY

IMPACT PROTECTION

Major protection with SLED mini cushion

TrafFix Devices showcased its latest compact crash cushion, the SLED mini-E, at the recent Intertraffic exhibition in Amsterdam.

SLED mini-E is an EN1317-3-tested crash cushion engineered to protect workers and motorists in confined, lower-speed European work zones up to 80kph. It is designed as a narrow, gating, nonredirective system. The SLED mini-E shields the ends of rigid barriers while minimising debris, preventing vehicle vaulting and reducing the severity of impacts.

The TrafFix-developed SLED mini-E for work zones has passed testing to EN1317-3 with Impact Severity Level A at 80kph when connected to concrete or steel barriers. This supports compliance with European roadside-safety requirements.

With an overall width of around 584mm, the SLED mini-E offers a compact footprint for confined work zones and lower-speed applications where space is limited.

ABOVE The TrafFix-developed SLED mini-E crash cushion for work zones has passed testing to EN1317-3 with Impact Severity Level A at 80kph (image courtesy TrafFix Devices)

The system's effective length of 7.4m provides a tested length of protection in front of the rigid object being shielded, allowing designers to plan layouts accurately. An overall height of 825mm aligns with typical barrier and vehicle impact heights.

TrafFix said its SLED mini-E is designed for quick setup, helping contractors minimise worker exposure in active work zones. Because no foundation anchoring is required and the complete system is free-standing, crews can avoid drilling into pavement and benefit from faster deployment and removal on a variety of surfaces. When empty, the SLED mini-E weighs 45.35kg for efficient handling and, once filled, it reaches 485.35kg to provide the mass and stability needed to resist movement under impact.

At the heart of the SLED mini-E is the structuralsteel Containment Impact Sled positioned at the front of the system. This manages debris and vehicle interaction during a frontal impact and helps protect work-zone personnel and motorists from secondary hazards. The system combines structural steel and plastic polyethylene components to balance strength, energy absorption and long-term durability.

The SLED mini-E employs plastic modules with three permanently molded-in wire rope cables for internal reinforcement and energy management, and modules connect with steel t-pins for a stable assembly and proper transition to concrete or steel barriers. www.traffixdevices.com

The roughly 150m-long barrier system, developed by Ohio-based Asynt Solutions, was delivered on a single truck and installed before lunch using a skid steer (image courtesy Asynt Solutions)

Asynt barrier system for Ohio Asynt Solutions completed the company’s first project in the US state of Ohio, installing a roadside-barrier system on a bridgereplacement job near Clarksburg.

According to Asynt, the work in Ohio highlights how contractors are adapting to new federal crash-safety standards. Since 2019, state departments of transport have been moving away from the old NCHRP 350 barrier standard to the newer MASH TL-3 requirements which are designed for heavier vehicles and higher speeds.

Much of the concrete-barrier inventory currently in use no longer qualifies, forcing states to replace or retrofit systems under

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growing time and budget pressure. The roughly 150m-long barrier system, developed

by Ohio-based Asynt Solutions, was delivered on a single truck and installed before lunch using a skid steer.

This is rarely possible, said Asynt, with traditional concrete barriers that weigh between 3,630kg and 4,535kg each. Asynt’s APE barriers weigh about 545kg, allowing crews to deploy work zones faster and with less equipment.

“We deployed about 500 feet [150m] of barrier and the entire shipment fit on a single truck that wasn’t even close to full capacity.

That kind of logistics efficiency is very difficult

to achieve with traditional concrete barriers,” said Archie Scott, a mechanical engineer and founder of Asynt Solutions.

Scott developed the fibre-reinforced polymer system with interlocking joints after working in composites manufacturing and questioning the inefficiencies of transporting heavy concrete barriers many kilometres to highway work zones. Dimensions are 81cm high, a standard 730cm long and a standard radius capability of 76m. The system is also chemically inert to road salt, so it neither rusts nor corrodes. It also has a 25-year lifespan, according to the company.

www.asyntsolutions.com/ape-barriers

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HIGHWAYS MANAGEMENT & SAFETY

IMPACT PROTECTION

REPORT: MILE MARKER 2026 PrePass has launched what it says is the first publication that provides road agencies with data about the effects of setting up weigh-station bypass systems

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he PrePass Safety Alliance said that its report, called Mile Marker 2026: the National Bypass Impact Index, will be an annual publication. It turns verified US state-by-state trucking-bypass data into a resource that agencies can use to measure key fleet-operational indicators and inform decisionmaking at a national and state level.

PrePass Safety Alliance is a nonprofit, public-private partnership advancing commercial-vehicle safety and efficiency. Its PrePass business is a provider of integrated weigh-station bypass, toll payment, safety and compliance solutions.

As trucking fleets face a volatile freight market and enforcement agencies work with limited resources, this new annual report delivers a coast-to-coast view of how weigh-station bypass technologies contribute to both efficiency and safety on US roadways. Under current industry conditions, even small efficiencies can scale quickly across hundreds of inspection sites, making bypass options a practical strategy for improving traffic flow, saving time and money, and easing pressure on enforcement resources.

The new publication captures these impacts to help fleets, policymakers and enforcement officials prioritise improvement, investment and long-term planning across the fleet-transportation industry, explained Mark Doughty, president of PrePass Safety Alliance.

“States have traditionally tracked their own results, but bringing those datasets together reveals larger trends and opportunities that are only visible when you step back and see the big picture,” said Doughty.

“By combining years of regional data, we’ve created an instrument that can guide smarter decisions, strengthen enforcement and compliance strategies,

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ABOVE The Mile Marker 2026: the National Bypass Impact Index delivers a coastto-coast view of how weigh-station bypass technologies contribute to both efficiency and safety on US roadways (image courtesy PrePass/ PrePass Safety Alliance)

and demonstrate the value of effective publicprivate partnerships.”

The inaugural edition of the annual report focuses entirely on weigh-station bypass activities and draws on more than 1.16 billion events across 40 US states.

It quantifies the impact that bypassing has on fleet efficiency, time savings, fuel consumption and emissions reduction.

From 1997 through January 2026, the report found that PrePass Bypass services generated measurable benefits across the trucking industry, including 1.16 billion bypasses completed that translated into $12 billion in operational cost savings and 136 million driver hours saved. There were also 584 million US gallons of fuel saved and a million tonnes of CO²e emissions avoided. As well, there was an estimated $1.3 billion reinvested in weighstation infrastructure by the PrePass Safety Alliance.

Mile Marker 2026 is significant because it reflects the scale of the PrePass network, which is one of the US’s largest weigh-station bypass providers, according to the alliance, with more than 100,000 fleets using its solutions.

When low-risk trucks keep moving, roads are less congested and predictable, making them safer for everyone.

PrePass Safety Alliance is a partnership of state agencies and trucking-industry leaders devoted to the safe, secure, and efficient use of North America’s highway system. Through widespread deployment of PrePass advanced technologies - including the PrePass Mobile App - the Alliance works to increase safety compliance while saving motor carriers time, fuel and money. End www.prepassalliance.org Extended features & latest digital content globalhighways.com

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TRAFFIC MANAGEMENT

StreetLight Data makes an impact StreetLight Data has launched Closure Impacts, a forecasting tool within its Traffic Monitor product for operations teams.

StreetLight said the tool enables faster lane-closurescenario planning. This will help teams anticipate the impact of closures on traffic flow and design effective and safetyfocused diversions.

Closure Impacts was shaped through months of collaboration and beta testing with US departments of transportation

as well as architecture, engineering and construction firms. It incorporates real-world feedback from teams already using it to manage work zone traffic and incidents.

The new tool is part of StreetLight’s Traffic Monitor product, a comprehensive platform showing operations teams a bird’s-eye view of real-time traffic activity paired with historical trends. Traffic operations professionals can now make data-backed

decisions for both recurring and nonrecurring disruptions, without requiring additional field infrastructure such as new sensors.

Now enhanced with the new Closure Impacts tool, the Traffic Monitor product allows engineers developing maintenance of traffic and other traffic control plans for construction, repair works and resiliency planning. They can evaluate closure scenarios in minutes by comparing multiple

StreetVision: intersection risk analysis Cambridge Mobile Telematics, CMT, reports that its AI road safety platform called StreetVision can now analyse risk at the highway intersection level.

The company said that its StreetVision Intersections is the first system to fully integrate in a single platform federal and state crash records with telematicsbased driving-behaviour data such as speeding, hard braking, phone distraction and aggressive cornering. According to the US Federal Highway Administration,

intersections account for roughly 25% of all US traffic deaths and 50% of all traffic injuries, despite representing a small share of roadway mileage. These crashes are driven by a mix of risky behaviour that traditional crash data alone cannot fully explain.

StreetVision is entirely software-based; no cameras, sensors or roadside hardware is required. It's built on CMT's opt-in mobility safety network, where drivers collectively cover the entire US roadway system of 4.2 million miles (nearly 6.8 million kilometres)

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lane-closure scenarios, reducing time, cost, and complex modeling effort.

They can also forecast traffic spillover by visualising where traffic is likely to divert across arterials and neighbourhood streets, identifying potential pressure points before congestion develops. Lowimpact work windows can be selected by identifying times when highway closures will have the least impact on local roads.

“The Traffic Monitor product, now powered with the Closure Impacts tool, helps enhance detour planning and incident response capabilities using real-time traffic data, helping agencies save time and improve traffic flow and work zone safety,” said Kevin Hathaway, StreetLight chief executive.

In addition to the Closure Impacts tool, StreetLight’s Traffic Monitor includes advanced analytics, a real-time incident feed, live speed, traveltime visibility and the ability to replay past event days to plan future events with confidence. www.streetlightdata.com

every 38 minutes. The platform uses AI to analyse millions of high-frequency driving risk signals and predict where risk is concentrating at the street level. The raw data is translated into anonymised, location-based insights stored in a geospatial database covering every roadway classification.

The insights appear as heatmaps, 3D-stacked trend models and Google Maps Street View integrations. This gives agencies daily visibility into risk without relying on observational surveys, temporary speed trailers or manual data collection.

The new intersection capabilities enable agencies to identify and rank their intersections based upon observed risky driving behaviour. Agencies can zoom into the intersection to view specifically where the risky behaviour is occurring. They can also detect upward trends in intersection risk that may signal emerging safety issues. Agencies can measure the impact of intersection improvements with enhanced Barrier Transfer Machine before-and-after analysis, supporting reconfigures travel lanes data-driven decision-making and funding under traff ic, minimising applications. disruption to traffic flow

www.cmtelematics.com/streetvision during transfer operation

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TRAFFIC MANAGEMENT

ERTICO’S RADAR REPORT ERTICO said its latest ITS Market Radar Report is a snapshot of an industry in transition, driven by digitalisation, automation, electrification and sustainability imperatives.

ITS technologies are rapidly redefining how vehicles, infrastructure and digital networks interact

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© Izanbar | Dreamstime.com

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t the policy level, the report outlines major EU developments that are accelerating ITS deployment, ranging from the Industrial Action Plan and the Digital Decade initiatives to new automotive regulations, the AI Act and the European Mobility Data Space. Together, these frameworks aim to harmonise standards, strengthen digital sovereignty and enable safer, more sustainable mobility services across the continent.

“The third edition of the ITS Market Radar shows that Europe’s mobility transformation is no longer driven by individual technologies but by the convergence of software-defined vehicles, advanced connectivity and data-driven ecosystems,” said Joost Vantomme, ERTICO chief executive.

“What clearly emerges is that deployment will depend on stronger coordination between industry sectors, supportive EU frameworks and the ability to scale trusted digital infrastructure. By bringing together insights from suppliers, vehicle manufacturers and the connectivity industry, this report helps our community understand where the real momentum lies - and where collaboration is needed most to turn innovation into operational intelligent mobility across Europe,” said Vantomme.

Suppliers are transitioning from hardware manufacturers to software-driven system integrators and suppliers are increasingly central to advanced vehicle architectures, AI-based systems, and cybersecurity by design. Their role is expanding as vehicles evolve into high-performance, softwaredefined platforms. Vehicle manufacturers - OEMs - are now full system orchestrators, integrating automation, connectivity, V2X capabilities and over-the-air updates into next-generation vehicles. The report notes rapid progress in Level 2+ automation, strategic moves toward Level 3 and targeted Level 4 deployments in freight and urban mobility.

Meanwhile, telecommunications and network providers - the connectivity industry - are becoming the backbone of ITS, enabling real-time vehicleto-vehicle, vehicle-to-infrastructure and cloud services. The report highlights 5G/6G evolution, edge computing, digital twins, and the urgent need for EUwide V2X mandates.

The report reveals that while ITS roles account for a small share of organisational workforces, they are strategically critical. Rising demand for software engineers, AI experts, cybersecurity specialists and data scientists is creating a significant skills gap.

ABOVE The third edition of the ITS Market Radar shows that Europe’s mobility transformation is no longer driven by individual technologies but by the convergence of softwaredefined vehicles, advanced connectivity and datadriven ecosystems

To downlaod a free copy of the report use the above QR code

Vehicle manufacturers face the greatest employment pressure, balancing digital transformation with cost constraints, while suppliers and connectivity providers anticipate modest growth in ITS roles.

ERTICO said that the period from 2026 to 2028 is set to be a decisive phase for ITS deployment in Europe. This period will be marked by the expansion of cross-border CAV (connected and automated vehicle) corridors and sandbox environments, a rapid increase in urban autonomous shuttle pilots and the wider rollout of Level 3 automated driving across key markets.

Alongside this, large-scale investment in batteries, electrification and software-defined vehicle platforms is expected to accelerate technological maturity. This is in conjunction with the adoption of standardised OTA (over-the-air communicatioins), cybersecurity and data access frameworks which will provide the regulatory and operational support needed for safe, interoperable, and scalable intelligent mobility services across the continent.

But persistent challenges remain to be overcome.

These range from fragmented standards and limited cross-sector cooperation to funding constraints, unclear business models in connectivity and regulatory frameworks that struggle to keep pace with rapidly evolving technologies. These challenges are further compounded by insufficient data quality and accessibility for testing and validation, a shortage of specialised technical skills and the absence of strong political mandates needed to accelerate V2X deployment.

To move forward, the report calls for a more coordinated approach built upon harmonised EU-level incentives, strengthened data governance and deeper public-private partnerships. There must be shared testbeds and collaborative platform frameworks that can align stakeholders, reduce fragmentation, and create the foundations for scalable, interoperable ITS deployment across Europe. End • The report is available as a free download on the website of ERTICO. www.ertico.com Extended features & latest digital content globalhighways.com

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ROUNDTABLE

DATA: THE BACKBONE OF CONSTRUCTION

The construction industry stands at a pivotal moment. There has been a profound shift in how data is collected, shared and used to drive performance across jobsites and back offices alike. There is less scepticism now about the usefulness of this data generated by workers, machines and systems across thousands of sites. Such data is increasingly considered the most valuable asset the sector has. The question is no longer whether to harness this data, but how to harness it and how to use it. This roundtable discussion addresses exactly that challenge

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he conversation covers the state of technology adoption across contractors, large and small; the practical strategies for building companywide buy-in; the tools enabling real-time visibility into job performance; and the emerging ISO 15143-4 – an ISO standard that is set to transform interoperability across the industry's mixed technology landscape.

The discussion also considers the role of artificial intelligence (AI), mass data collection and autonomy in defining the next generation of construction operations.

Global Highways brought together senior representatives from four of the most influential companies shaping the future of construction technology. Together, they represent a cross-section of the industry; two dedicated data-management and positioning-technology companies alongside two of the world's largest original construction equipment manufacturers (OEMs).

The participants are from Trimble, Topcon Positioning Systems, Caterpillar and John Deere.

Moderated by Nadera Tudor, the discussion explores how the construction industry is transforming its relationship with data - from the way data is captured on site, to how data flows between the field and the office, to the new standards and technologies making that data exchange possible at scale.

Whether you are a contractor seeking to understand what your competitors are already doing with their site data, a technology professional navigating the rapidly Global Highways Magazine for industry-related discussion

Scan or click to watch the full discussion

“The change over the past five years is that construction companies cannot afford to not adopt technology.....We say democratise the data, let the people have access to the data and good things will happen.”

Elwyn McLachlan Vice president of product and strategy, Trimble

evolving ecosystem of construction platforms, or a business leader assessing where digital investment will deliver the greatest return - this roundtable offers direct, expert perspective from the companies at the forefront of that evolution.

From reluctance to necessity The discussion opened with an assessment of how construction-technology adoption has evolved over the past decade. The broad consensus was that the industry has moved decisively from scepticism to necessity. Where contractors once questioned whether they could support or implement technology, the conversation has now shifted to which technologies to prioritise and how best to integrate them. The distinction between large and small contractors also emerged as a defining factor: larger companies are building sophisticated data-driven workflows, while smaller contractors are increasingly looking to technology to improve site speed, address labour shortages and upskill workers.

A central theme throughout the roundtable was the criticality of digital workflows. Rather than treating data as a by-product of construction activity, the panellists argued compellingly for a more intentional approach, one in which information is captured, shared and acted upon in as close to real time as possible. Trimble's on-site research has revealed how much communication still happens through informal channels such as mobile phone calls and handwritten GLOBAL HIGHWAYS 2026 VOL. 2

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ROUNDTABLE

notes, creating significant risk of miscommunication and lost information. The panel agreed that an audit trail of decisions, accessible to all project stakeholders, is now an attainable and necessary standard.

Data in action On the question of return on investment, Trimble highlighted the issue of performance data arriving a month in arrears; this is too late to adjust operations mid-project. Progressive contractors are now deploying daily drone flights to recalibrate plans, while Caterpillar's Vision Link platform provides back-office visibility across multiple roles. This allows design file updates, operator screen monitoring and machineperformance benchmarking to happen remotely and in real time.

The panellists emphasised the importance of moving from reactive to proactive use of data, particularly for small and mid-size contractors.

Integrating data consistently into workflows - rather than using it episodically - was identified as the single, greatest untapped opportunity. Shared data, accessible to all project stakeholders, was seen as the key to eliminating the silos that still characterise much of the industry.

The ISO standard A significant portion of the discussion was devoted to the ISO 15143-4 standard, developed under the AMS Worksite Data Exchange working group. This cloud-to-cloud standard enables seamless data exchange between equipment and software from different vendors. This means that design files can be

“You give someone a finger and soon they want the whole hand. Then you give them the hand and soon they want to have the whole arm......

There's still a lot of USB keys being passed around on the construction site. That needs to stop.”

Fredrik Eklind Head of product platform for construction, Topcon Positioning Systems

“Autonomy is here, today. Whether that jobsite is tied to a quarry, tied to a landfill, tied to a heavy civil job, the challenges of productivity, of safety, of labour, all come together and start to funnel us towards autonomy.”

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Kristin Gaskill Director of business development for autonomy and automation, Caterpillar

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“A lot of people think about autonomy as a threat to labour, but our customers are asking for this.

They need this because we have labour shortages all over the place....I believe interoperability is at the heart of that virtuous cycle.”

Jonathan Spendlove Manager for precision construction, John Deere

dropped into one platform and received on a machine or controller of a different brand. The standard also covers productivity data, enabling a full and current visualisation of the worksite regardless of the mix of equipment in use.

John Deere’s Jonathan Spendlove underlined the commercial value of this interoperability, noting that a subcontractor who can work across any technology platform is able to bid on a far wider range of jobs.

Meanwhile, general contractors, in turn, benefit from a larger pool of capable subcontractors. The panel was unanimous in seeing interoperability not as a ceiling but as a starting point.

Caterpillar's approach places a premium on ensuring that new technology integrates with a customer’s existing fleet configurations, avoiding the costly need to rip out and replace systems.

The technology must be scalable and flexible. This flexibility applies both to large enterprises managing hundreds of machine-control systems and to smaller contractors taking their first steps towards digital adoption.

The road to autonomy Looking ahead, the panellists pointed to mass data collection, AI and autonomy as the defining frontiers.

Topcon's Fredrik Eklind described workflows emerging in Sweden where machines are being used to conduct site surveys as part of normal operations, providing as-built records of underground infrastructure. This is the precursor, he said, to a future in which richer and richer data sets are demanded from every job.

Trimble's Elwyn McLachlan made the case for greater use of artificial intelligence in the future. AI could transform historical job data into predictive and prescriptive intelligence, enabling contractors to anticipate problems, such as modelling the impact of weather events, and take proactive action before disruption occurs. Caterpillar is already moving in this direction with the development of an in-cab AI Assistant designed to help operators maximise the capabilities of their machines.

On the question of autonomy, both Caterpillar and John Deere emphasised that it is not a distant prospect but a present reality. Perception systems capable of identifying hazards and making real-time operational decisions are already in use, with broader autonomous operation on the horizon. Far from being a threat to the workforce, the panellists argued that autonomy is a response to a genuine and widespread labour shortage.

Call to action The roundtable closed with a clear call to action: contractors must use their site data consistently, share it across stakeholders and move from reactive to proactive decision-making. The tools to do so exist, are increasingly accessible and are delivering measurable results. The industry's task now is to embrace them. End • This article is a shortened version of the edited transcript of a roundtable discussion. A series of roundtable presentations can be seen online at www. ropl.com. The editor was David Arminas, deputy editor of Global Highways.

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ASPHALT PLANTS

UK’S FIRST E-MAK PLANT The first E-MAK asphalt plant in the UK is now being used by Unbrako Tarmac, located to the south of Alfreton in Derbyshire

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ommissioned in April 2025, the plant is producing around 8,000tonnes/month of asphalt, mainly for use by local contractors, although material is also sent for delivery further afield. The facility is proving highly successful, achieving reliable operation since it was installed.

Paul Kenworthy owns and runs Unbrako and this is the first asphalt plant the firm has acquired, having previously focussed on the parallel concrete precasting business. The company also operates three pre-casting facilities in the vicinity under the Unbrako Precast name. Kenworthy said that the purchase of the asphalt plant was part of the firm’s expansion process, setting up a new arm for asphalt production.

The new asphalt plant was supplied to Unbrako through OB Plant, which has the E-MAK agency for the UK and Ireland. And having delivered the first plant and with its operation proving a success, the firm is also looking to sell further units. The new facility was set up and commissioned by technicians from the E-MAK factory in Turkey, with assistance from OB Plant and Unbrako.

This new-generation E-MAK batching plant can Global Highways Magazine for industry-related discussion

produce 160tonnes/hour and at the moment, the site is producing around 2000tonnes/week on average. The plant operator meanwhile has long experience of the asphalt market, having been hired from another firm when the site was established.

Unbrako’s plant is to benefit from further modifications also, with an additional hopper and conveyor system being added in the future so it can handle up to 50% RAP. Additional storage will be added to allow the Rap to be kept under cover, reducing moisture ingress. With clients in the local market still wary of using RAP, only fairly low percentages are likely to be used, however.

Kenworthy said, “E-MAK were very helpful with suggesting the layout and plant type. They insisted on visiting the site and they worked out what we wanted to do.”

Affordability was a key issue in deciding on for the E-MAK plant also. Kenworthy said, “The price was competitive and the quality was good. The technology is very advanced and it’s a very efficient plant.”

“We wouldn’t get this level of specification from competitors at this price. It’s good quality and very solidly built.”

He added that the technical support from E-Mak and OB Plant meant that the installation and commissioning process for the plant went smoothly.

And with this first machine having proved a success in operation, Unbrako is now looking to buy a second unit. This is likely to be a larger machine from E-MAK’s latest E series.

Kenworthy said, “We’ll get the second one when we get a suitable site and establish a strong customer base.” He added that he expects the new plant to be up and running during next year, however.

Meanwhile OB Plant is keen to deliver more of the E-MAK plants and is in discussions with another potential client at present. Again, this will be for a larger E series plant. End www.e-mak.com

ABOVE: Unbrako has bought the first E-MAK asphalt-batching plant in the UK through agent OB Plant RIGHT: A feed system for RAP will be added

by E-MAK to Unbrako’s plant in the future

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SUNRIS for Amrize

© Amrize

By sunrise every day, crews returned the runway to service with its surface, line painting and lights ready to safely accommodate the day’s flights schedule; an overnight window that shaped every aspect of the project

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AIRPORT PAVING

ISE David Arminas REPORTS

Amrize - formerly called Lafarge Canada - recently completed a major runway-restoration project at Vancouver International Airport. All work was to be done at night. By sunrise, the 3km-long runway was to reopen for normal flight operations, basically during all the day

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t is one thing to keep a road open during a paving project. It’s a totally different thing to keep an airport runway open and available during paving. But that is exactly what Amrize and its partners did for a recent major runway renovation near the western Canadian city of Vancouver. The entire work had to run literally to clockwork precision and with no room for error.

Constructed in the 1990s, Vancouver International Airport’s north runway has been a critical part of YVR’s airfield network, handling hundreds of aircraft movements each day. According to the airport administration, the 3,030m-long runway handles around 370 aircraft movements daily during peak times.

But after 35 years of hard landings, the strip was in need of a hard upgrade, at a cost of around CAN$133 million.

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© Vancouver International Airport, YVR

ABOVE: YVR operates a dual-runway system, with aircraft typically using the south runway for departures and north runway for arrivals

undertook a trial exercise which provided teams with the opportunity to refine strategies and plans to safely maximise productivity within the limited construction window each night.

The runway and connecting taxiways had around 230mm of asphalt overlay. The upgrade work was to include a complete asphalt overlay of the runway and connecting taxiways, drainage improvements and electrical improvements. Around 1,600 LED lights had to be modified to match the new runway height. Of these around 102 halogen bulbs were replaced with high-efficiency lights in order to ensure that all north runway lights were LED. However, key to the contract was that the runway was to remain open during airport operational times, basically during the day. All paving was to be done at night which required exceptional efficiencies to

© Vancouver International Airport, YVR

In October 1994, YVR announced that it had selected Kiewit, along with Lafarge Canada, to deliver paving and construction services and Tristar Electric to deliver lighting and electrical works. DeltaTec was selected as a subcontractor to Tristar. The upgrade programme was to generate an additional 100,000 person-hours of work during construction, resulting in new jobs and economic value for the region.

YVR operates a dual-runway system, with aircraft typically using the south runway for departures and north runway for arrivals. But this has been altered depending on construction activity and requirements.

In preparation for the start of paving, crews set up the airside laydown site, created access roads and conducted environmental testing around the construction site. This required the programme team to work together seamlessly as planned and complete the early works. Prior to all this, in March, crews

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complete essential work on time. To this end, the work, which started in the spring of last year, was carefully planned to take place during six months of overnight shifts starting at 10pm. By sunrise every day, crews returned the runway to service with its surface, line painting and lights ready to safely accommodate the day’s flights schedule. This overnight window would shape every aspect of the project.

Each evening before the shift began, teams reviewed minute-by-minute schedules, examined weather conditions and coordinated assets for the night shift.

Since all work had to be completed, inspected, cleaned up and handed back to airport operations before the first morning arrival, planning and communication were just as crucial as the paving itself.

Working in partnership with YVR’s general contractor Kiewit - which built the runway back in

ABOVE: The pave teams mastered the use of dual 10m screeds that were paving in echelon with Topcon Positioning Systems' Millimeter GPS paving control. Hamm rollers were also used

1996 - Amrize supplied and placed around 154,000 tonnes of advanced asphalt solutions across the entire north runway and its connecting taxiways. The largest night-time paving shift involved laying around 2,300 tonnes of asphalt over a 230m-long strip of runway.

Amrize deployed dedicated, highly trained crews to deliver a complex paving programme under a tight scheduling window with the company’s Mitchell Island plant playing a key role, explains Brice Babuik, Amrize’s pave manager for the greater Vancouver area. The Mitchell Island team ensured the 400-tonneper-hour plant maximised uptime and produced consistent, high-quality asphalt mix. Asphalt paving machines included a Caterpillar AP-1055 and a Vögele 2000-3i. The pave teams mastered the use of dual 10m screeds that were paving in echelon with Topcon Positioning Systems’ Millimeter GPS paving control.

"YVR, 12km from downtown Vancouver, is managed by Vancouver Airport Authority, a nonprofit organisation, covers about 1,340 hectares of airport property and is the second busiest airport in Canada by passenger traffic - 26.2 million in 2025"

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AIRPORT PAVING Hamm rollers were also used.

The asphalt mix incorporated additives and fibres to make it stronger and longer lasting. It was also produced with Environmental Product Declarations (EPDs) which provide transparent information about the environmental impact of the materials used.

With 100 crew members operating 100 pieces of equipment across the full project night after night, consistency was critical. For Amrize’s portion, that meant managing up to 60 milling and paving units, supported by 30 trucks and transfers to keep material moving efficiently. Technology lent a hand to ensure repeatable results over the programme, while maximising efficiency, quality and speed.

For example, the mmGPS Paver Control automated screed adjustments for consistent surfaces. Thermal imaging allowed for real-time monitoring of the asphalt temperature for optimal compaction. The use of wide screeds meant fewer joints, greater paving efficiency and higher nightly volumes of asphalt being laid down.

Together, these tools helped Amrize lay 220mmdepth overlays in generally 120m-long increments. This ultimately provided a smooth, uniform surface across the 65m-wide, 3km-long runway and its 11 taxiways.

The project also included 120,000m² of topsoil placed around the perimeter of the runway that was seeded with vegetation indigenous to the area.

Amrize believes that the north-runway programme exemplified the power of a close partnership between itself, YVR and Kiewit, as well as the broader construction and operations teams. Through extensive pre-planning, high-performance materials, and specialised equipment, the project stayed on schedule throughout the six months of construction, which

PRODUCT OF CANADA Cement producer Amrize, which until mid-2025 was called Lafarge Canada, is part of the Holcim Group. Holcim announced it would spin-off its North American holdings into a new, independent public company and Amrize came into existence last June.

Amrize recently launched a “Product of Canada” cement label, offering builders the assurance of Canadianmade manufacturing and quality.

The label signifies that all aspects of the cement are made in Canada from raw materials and processing to manufacturing, meeting applicable national requirements. This label is

being rolled out at key Amrize cement operations in the country, beginning at its flagship cement plant in Exshaw in the province of Alberta - the largest cement plant in Canada - as well as at the company’s plant in Bath, Ontario.

Apart from its work at Vancouver International Airport, Amrize has helped shape many of Canada’s most recognisable landmarks, such as the iconic Confederation Bridge linking the Atlantic island province of Prince Edward Island to New Brunswick province, the Champlain Bridge in Montreal and essential infrastructure work at Calgary International Airport.

concluded in October last year.

Its approach - nightly work, innovative materials, precise execution and seamless handovers - has been drawing interest from airports across North America, says Gord Bird, Amrize’s general manager for the greater Vancouver area. These airports are looking to modernise major airfield infrastructure while keeping flights on schedule, passengers on the go and airlines doing business. End www.amrize.com www.kiewit.com/projects/yvr-north-runwaymodernization-project

https://www.amrize.com/us/en/newsroom/working-overnights-how-yvr-got-a-new-runway.html

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PRECISION PAVING: AMRIZE EXPLAINS

© Amrize

Two CAT AP1055F asphalt pavers, each equipped with 10m-wide screeds, were deployed to complete paving operations on the north runway mainline section. A CAT AP555 asphalt paver was used for runway edge construction. For taxiway paving, a combination of CAT AP1055F and Vögele Super 2000 asphalt pavers, fitted with standard screeds, was used. Milling operations were carried out using Wirtgen W 220i cold milling machines and W 250i cold milling machines.

For this project, YVR specified the use of a GPSbased grade-control system for paving operations.

Amrize selected the Topcon mmGPS Grade Control System to ensure precise and consistent grade control throughout the paving process. The mmGPS system uses transmitters to establish a defined horizontal and vertical working zone across the project area. Survey crews first verified existing grade elevations and developed a digital surface model representing the required finished asphalt profile. Transmitters were then positioned over survey monuments with known coordinates and elevations, while receivers were mounted directly on the paving equipment.

As paving progressed, the mmGPS system automatically adjusted screed elevation to maintain the specified finished grade. A rover unit was used periodically to verify surface elevations and ensure compliance.

After around 30 years of service, the north runway required detailed profiling to re-establish both longitudinal and transverse grades. Asphalt leveling Global Highways Magazine for industry-related discussion

ABOVE: Asphalt paving machines included a Caterpillar AP-1055 and a Vögele 2000-3i and the use of dual 10m screeds that were paving in echelon with Topcon Positioning Systems’ Millimeter GPS paving control

thicknesses varied from 50mm to 120mm, depending on existing surface conditions. The mmGPS system provided the level of precision necessary to maintain accurate elevations despite these significant variations.

Amrize has prior experience with this technology, having successfully deployed the Topcon mmGPS system during milling operations on a previous YVR project around 10 years earlier.

The asphalt mixture used on YVR’s north runway was a custom-designed, high-performance solution developed to meet strict gradation and performancebased criteria established by YVR and its consultants.

Unlike conventional asphalt, the mix was engineered to withstand extreme loading conditions from wide-body aircraft, including intense braking and acceleration forces, as well as the weather variability typical of the coastal climate of the southwest area of British Columbia province.

To meet these requirements, the mixture incorporated a polymer-modified asphalt binder, Surface Tech aramid fibers and hydrated lime (see box). Together, these components enhance durability by improving resistance to fatigue cracking, rutting and moisture damage - all critical factors for maintaining runway integrity under constant heavy loading.

The mix is also EPD-certified*, reinforcing Amrize’s commitment to innovation and sustainability while delivering long-term, high-performance infrastructure GLOBAL HIGHWAYS 2026 VOL.2

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"For Amrize, the YVR project demonstrated how innovative, high-performance solutions, backed by a strong operational footprint and efficient distribution network, can successfully deliver complex infrastructure under demanding constraints"

solutions. Producing the asphalt locally at the Mitchell Island plant ensured exceptional quality control, consistency and reliability throughout the project.

This ability to engineer, produce and deliver advanced materials at scale has positioned Amrize as a trusted partner for other major infrastructure projects across North America, supported by a strong operational footprint and an efficient distribution network.

Amrize deployed Topcon’s thermal mapping system to monitor asphalt temperatures and identify potential thermal segregation during paving operations. The system captured thermal imaging data directly behind the screed. This data was reviewed to identify areas of concern and inform adjustments for subsequent paving shifts, supporting continuous improvement in mat quality. The results are also being retained to support long-term evaluation of pavement performance.

Amrize deployed two SE60 V XW screeds for the mainline paving at YVR, each capable of paving widths of up to 10m. These were operated in echelon, supported by millimetre-accurate GPS control to ensure precise alignment and consistent mat quality.

The pavers were also equipped with joint-matching

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technology to help maintain optimal compaction temperatures at the interface, further enhancing joint performance. This configuration reduced the number of longitudinal joints by about half, which is a significant advantage in airfield paving where durability and smoothness are critical. Echelon paving also enables the rollers to effectively “knead” material across the joint while it remains within the ideal compaction window. The result here is higher joint densities, reduced air voids, lower permeability and improved resistance to joint separation under heavy aircraft loading.

Importantly, this was a first-of-its-kind operation in Canada. The project marked the country’s first-ever 20m echelon asphalt milling and paving operation, achieved using two synchronised 10m screeds. This approach was instrumental in keeping the project on track. It allowed large sections of the runway to be rehabilitated efficiently within extremely tight overnight construction windows, while maintaining the stringent precision and quality standards required for active airport operations.

While echelon paving itself is a well-established best practice where conditions allow, this was the first time that Amrize had executed such a process Extended features & latest digital content globalhighways.com

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AIRPORT PAVING at this scale using dual 10m pavers. It underscores the company’s ability to combine proven techniques with advanced equipment and digital control systems to push the boundaries of performance.

For Amrize - the leading building solutions company in Canada and partner of choice for professional builders across North America - this project demonstrates how innovative, high-performance solutions, backed by a strong operational footprint and efficient distribution network, can successfully deliver complex infrastructure under demanding constraints. End

Surface Tech is an asphalt production specialist business based in Solana Beach in the US state of California.

For the north runway project, Surface Tech partnered with YVR and the Amarize team to provide ACE XP polymer fibre, a proven solution designed to extend pavement life, reduce long-term maintenance costs and enhance overall performance and sustainability. Surface Tech provided on-site technical support and dosing verification to ensure every tonne of mix met the stringent requirements outlined by project specifications.

Specifically, Surface Tech’s role was to provide on-site training, such as guidance for plant and paving crews

on proper dosing and handling procedures.

There was also equipment support to ensure dosing systems were calibrated and operating accurately.

Documentation and compliance were important; providing SDS, ASTM specifications and quality-control records to support project compliance.

There was real-time support that included technical assistance during production and placement. Partnering closely with Amrize, Surface Tech ensured seamless integration of its ACE XP into the production process, building consistency from start to finish.

www.surface-tech.com

© Vancouver International Airport, YVR

*An EPD - environmental product declaration - is a form of environmental declaration that quantifies environmental information about the life cycle of a product. This can enable comparisons between products fulfilling the same function. The methodology to produce an EPD is based upon product life-cycle assessment following the ISO 14040 series of international standards and must be verified by an independent third-party before publication.

Companies may produce EPDs to communicate the environmental impact of their products or services, differentiate their products on the market and demonstrate a commitment to limiting environmental impacts.

SURFACE TECH: ACE XP

ASPHALT

LIGHTING

ELECTRICAL

DRAINAGE

REVEGETATION

Laid more than 154,000 tonnes of asphalt over the entire runway surface and connecting taxiways to improve resilience

Replaced all remaining halogen bulbs with high-efficiency lights to ensure all North Runway lighting is LED

Raised all runway lights to newly paved runway surface height

Upgraded and replaced elements of the runway drainage systems to improve water removal from the runway surface

Placed and seeded more than 120,000 square metres of topsoil around the runway perimeter

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NEWS

BRENT SPENCE BRIDGE WORK STARTING After many delays, construction work for the $4.4-billion Brent Spence bridge linking Ohio and Kentucky is due to commence shortly. The work will be carried out by a joint-venture partnership, comprising Walsh and Kokosing

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fter many delays, construction work for the $4.4-billion Brent Spence bridge linking Ohio and Kentucky is due to commence shortly. The work will be carried out by a joint-venture partnership, comprising Walsh and Kokosing.

The project forms part of the upgrade to the Brent Spence Corridor. This will address a major source of traffic congestion between Cincinnati in Ohio and Covington in Kentucky. The existing bridge is no longer able to cope with traffic demand and delays are common on the route, particularly at peak periods.

The project has been subject to negotiations between the authorities in Cincinnati and Covington, as well as the Ohio Department of Transportation and Kentucky Department of Transportation.

Construction will begin with the building of the new companion bridge and improving around 1.6km of the highway approach in Ohio and 1.6km of the approach road in Kentucky. Focusing on this segment first to redirect Interstate 71/Interstate 75 traffic over the new companion bridge is anticipated to be the fastest way to bring the most safety benefits and traffic relief to the region. Subsequent portions of the project (additional highway improvements to the north and south in both states, as well as the rehabilitation of the Brent Spence) are still being planned.

Kentucky governor Andy Beshear commented: "The work is set to begin on the Brent Spence Bridge Corridor Project which will deliver safer travel for our families, create good-paying construction jobs, boost

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ABOVE Work is starting for the new Brent Spence Bridge linking Ohio and Kentucky

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national commerce and ease congestion for those commuting between Ohio and Kentucky."

Construction of this first portion of the corridor project has been affected by a significant rise in costs for construction materials, goods and services in recent years. Kentucky’s share of the construction cost is $1.7 billion. The Federal Highway Administration’s National Highway Construction Cost Index shows that highway-construction costs rose nationally by 61% from 2020 to 2025.

Funding for the project is expected to be covered through KYTC and ODOT state revenues and/or through financing. Each state will cover the cost of their own highway work and share the cost of the companion bridge. Subsequent portions of the project (additional highway improvements to the north and south in both states, as well as the rehabilitation of the Brent Spence Bridge) will be estimated closer to the time of construction to use the most accurate material-cost information.

“This project has been discussed for decades, and we are now at the point where plans are becoming reality. This project will make travel safer, strengthen the economy, and build a transportation system that reflects the importance of this region to Ohio, Kentucky and the nation,” said Ohio Department of Transportation (ODOT) Director Pamela Boratyn.

The new bridge is due for completion in 2031, while work to the approach routes should be finished by 2033. End

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NEW CAPE FEAR BRIDGE

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new proposal has been put forward for the replacement of the Cape Fear Bridge in North Carolina. Building a new bridge is expected to cost $1.1 billion and the proposal from the firm, Delivering Bridges, is for a design-build-finance-andoperate package that would involve tolling users.

The North Carolina Department of Transportation (NCDOT) received the proposal and has been given approval from the Wilmington Urban Area Metropolitan Planning Organization (WMPO). The assessment process can now commence which will include the various legal, financial and environmental issues involved in the proposal. It is expected to take around 16 weeks to complete.

Federal funding of $242 million from the Bridge Investment Program will be provided for the project, as well as $85 million in state funding. The new fixedspan bridge proposed will allow for a clearance height of 41m and a width of 122m to allow vessels to pass underneath. The proposed fixed-span design will also have three lanes for traffic in either direction as well as a pathway for cyclists and pedestrians. The other key option for the new bridge is for a lifting type, although this would be more costly.

The existing Cape Fear Memorial Bridge at Wilmington carries US 17, US 76 and US 421 over the Cape Fear River and connects Brunswick County with New Hanover County. The link is used by heavy trucks travelling to and from the Port of Wilmington.

Carrying around 65,000 vehicles/day, the existing bridge features two lanes in either direction and is struggling to cope with the current traffic volume which is considerably greater than its original design specification. The existing Cape Fear opened to drivers in 1969 but has no facilities for pedestrians

ABOVE A new proposal has been made for the Cape Fear Memorial Bridge replacement project

or cyclists and is considered functionally obsolete.

Although it is still safe structurally, the maintenance requirements for the lift bridge are becoming increasingly high. Traffic delays are caused both by the existing bridge being raised to allow vessels to pass underneath and also when maintenance work is being carried out.

A public hearing run by NCDOT is likely to be held in June 2026 and an environmental assessment for the project will be released by mid-2026 at the latest. The proposals put forward will be considered, including the tolled bridge option from Delivering Bridges. The aim is for the new bridge to be ready for traffic by 2031. Delivering Bridges is a part of United Bridge Partners. End

Construction work is nearing completion for the $346-million express-lanes project for I-485 in North Carolina. The I-485 route runs around the city of Charlotte but has become heavily congested at peak periods.

The project has been carried out for client, North Carolina Department of Transportation (NCDOT).

Growth in vehicle numbers for the city has followed an increase in population in the area.

The work to add 29km of express lanes to I-485 has taken seven years. The project has also added a general-purpose lane in each direction along I-485 between Rea Road and Providence Road. The work is expected to cut congestion and journey times between I-77 and Highway 74.

According to NCDOT, this project will serve as part of a larger network of express lanes intended to reduce journey times. The work has been carried out in coordination with other projects in southern Mecklenburg County.

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North Carolina express lanes

Traffic congestion around Charlotte in North Carolina will be reduced once the I-485 express-lanes project is complete

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NEWARK BAY BRIDGE CONTRACTS The $6.7 billion Newark Bay Bridge project contracts are to open

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ore progress is being seen for the $6.7 billion Newark Bay Bridge replacement project. The New Jersey Turnpike Authority will commence the pre-qualification process for contractors in mid-2026. The bidding process will then open later in 2026, followed by the awarding of the work. A construction management package has been awarded for the project so far. The existing bridge measures 2.9km in length, was constructed

in 1956 and has a 390m central span with 41m clearance. It is ageing however and requires replacement to ensure a reliable traffic link.

The work is being overseen by the New Jersey Turnpike Authority (NJTA) and forms part of the wider $10.7 billion Turnpike Extension Improvements Program. This will see improvements to a 13km stretch of the New Jersey Turnpike between Newark and Jersey City. End

Lane Construction’s new Florida contract Lane Construction has been awarded a $582 million contract to upgrade I-4 in Central Florida. The project was awarded by Florida Department of Transportation (FDOT) to Lane Construction, the US subsidiary of Italian contractor Webuild. The FDOT package of works is called ‘Moving I-4 Forward – Project 2’.

The package of works will see Lane Construction upgrading a 5km section of I-4 to improve traffic flow and reduce delays for drivers. The I-4 route passes by the world’s most visited theme parks, which attract an enormous number of tourists. In addition to the growing local population, this has resulted in the section of I-4 becoming heavily congested.

The project will include rebuilding the interchange between I-4 and SR 429 and building new express lanes and bridges. The work will also boost capacity for emergency evacuations in the event of hurricanes. The new configuration includes four generaluse lanes and two express lanes in each direction, with direct connections that will prevent weaving by streamlining transitions between Interstate-4 and State Road 429.

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Lane Construction, the US subsidiary of Italian firm Webuild, is carrying out a $582 million project for Florida Department of Transportation – image courtesy of Lane Construction

The widening of Old Lake Wilson Road will include protected sidewalks and bike lanes.

The I-4 median will also feature space for a potential future optional rail corridor.

The project forms part of the ‘Moving Florida Forward Infrastructure Initiative’, which FDOT is carrying out to adapt the road network to the region’s population growth and its increasing traffic congestion.

It involves the construction of two express lanes in each direction along Interstate 4 (I-4) between Polk and Orange counties.

The accelerated schedule will allow the route to become operational earlier than originally planned. In addition to ensuring a reduction in congestion and travel times, the project aims to raise safety and connectivity standards.

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$65 million for Virginia bridges to be upgraded

Two bridges in West Virginia are to be upgraded and are benefiting from a federal funding package worth $65 million. The grant is being supplied by the US Department of Transportation (DOT) to upgrade the Kanawha Turnpike overpass and replace the Dunbar Toll Bridge. This grant is part of the Competitive Highway Bridge Program and will pay for the West Kanawha Bridge Bundle in Kanawha County, West Virginia.

However, additional federal funding and state funding will also be required to pay for the remainder of the costs for these projects. There are concerns over the condition of the Dunbar Toll Bridge, which is why it is having to be replaced.

Meanwhile, extensive improvement work is needed to extend the working life of the Kanawha Turnpike overpass, which carries traffic over I-64.

In addition, West Virginia Department of Transportation (WVDOT) is upgrading a 3km stretch of Jefferson Road (WV 601) from US 119 to US 60. This work is being carried out in cooperation with the Federal Highway Administration (FHWA). The project will widen Jefferson Road to five lanes, add a new roundabout at Kanawha Turnpike, and build a new overpass bridge that spans Pennsylvania Avenue, CSX Railroad, Davis Creek and Kanawha Turnpike.

EXPRESS-LANES PROJECT

Construction work is now underway for the $4.6 billion Georgia 400 Express Lanes Project in Atlanta

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he work is intended to boost capacity and reduce traffic delays on a 26km section of the SR 400 corridor and the project will be carried out under the public-private partnership (PPP) model.

Express lanes will be added in each direction between the MARTA North Springs Station and McFarland Parkway.

The project is due for completion in 2031, reducing traffic delays as well as crashes. A consortium, comprising ACCIONA, ACS Infrastructure and Meridiam, has the concession to finance, design, build, operate and maintain the SR400 Express Lanes highway in Atlanta. The consortium is carrying out design, construction, financing, operation and maintenance of the highway extension for 55 years. The project will deliver two express lanes between North

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Springs Station and north of McFarland Parkway.

The work also includes an express lane between McGinnis Ferry Road and McFarland Parkway, as well as work to several bridges such as Pitts Road, Roberts Drive and Kimball Bridge. The project also includes improvements to MARTA and XPress bus connections, as well as funding for future bus rapid transit (BRT) improvements.

MARTA will operate the BRT system, which is expected to share the express lanes for around 19km.

The concession fee will help fund other roadway projects as part of the PPP agreement.

Some of the funding required has been supplied by the US Department of Transportation. The project has also had input from the Georgia Department of Transportation. End

BELOW Work is underway for the $4.6-billion Georgia 400 Express Lanes Project in Atlanta, Georgia – image courtesy of US Department of Transportation

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FUNDING FOR MINNESOTAWISCONSIN BRIDGE The US Department of Transportation is delivering more than $1.05 billion to replace an ageing bridge linking Minnesota and Wisconsin

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he Blatnik Bridge is now 65 years old and no longer meets transport requirements for the route. The bridge carries I-535 across the St Louis Bay, linking Duluth, Minnesota, and Superior, Wisconsin. The Blatnik Bridge carries around 33,000 vehicles/day on average, providing an important transport link between the Twin Ports area. The bridge is jointly owned and managed by the Minnesota Department of Transportation (MnDOT) and the Wisconsin Department of Transportation (WisDOT).

It is Minnesota's second-longest bridge and opened to traffic in 1961. In early 2024, the two agencies received more than $1 billion in federal funding to replace the ageing bridge. Both states are also contributing funding for the project. MnDOT will lead the bridgereplacement project which will improve safety and better accommodate oversized/overweight loads.

The bridge provides a key freight corridor, carrying more than $3.7 billion in goods annually between the Twin Ports. However, the bridge is currently rated in poor condition, with weight restrictions and safety concerns and is nearing the end of its service life.

Replacing the Blatnik Bridge between Duluth in Minnesota and Superior, Wisconsin, will be the largest public-works project in Minnesota history. “The

ABOVE Federal funding will help pay for the replacement of the Blatnik Bridge linking Duluth, Minnesota, and Superior, Wisconsin

Blatnik Bridge project is the top priority project for the Minnesota Department of Transportation, and securing this grant means the project can continue without delay,” said MnDOT Commissioner, Nancy Daubenberger. “This project is happening because of a strong partnership between Minnesota, Wisconsin, local, tribal, and federal officials, our industry partners and our building trades. We look forward to continuing to work with our partners as we get closer to breaking ground and replacing this bridge.”

The replacement project is estimated to cost $1.8 billion and Minnesota and Wisconsin have each committed $400 million in state funding. End

Virginia Department of Transportation (VDOT) has awarded a $389-million road contract to Lane Construction, the US subsidiary of Italian firm Webuild.

The work is for a stretch of I-64 in Norfolk, Virginia.

The package of works is for 11km of the I-64 Hampton Roads Express Lanes (HREL) corridor. The work includes converting the existing three lanes into one part-time, high-occupancy express shoulder lane and three general purpose (GP) lanes in each direction. It also includes widening and/or rehabilitating nineteen existing bridges along the route.

The project will improve safety, reduce travel times and ensure smoother traffic flow. The project is scheduled for completion in late 2029. The work will incorporate innovative design solutions to minimise the impact on the travelling public during construction and reduce long-term maintenance needs. The area around Norfolk, Virginia, has seen a steady growth in population along with a considerable gain in traffic volumes. The work to upgrade the capacity of the Hampton Roads Corridor is crucial in providing necessary infrastructure for the area.

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Virginia road contract

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ELEVATED EXPRESS LANES – CHARLOTTE, NC

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BELOW An 18km stretch of elevated express lanes for I-77 in North Carolina could help reduce traffic congestion for the city of Charlotte

as the charges drivers will pay to use them once commissioned. New bus lanes have been put forward as possible alternatives to the new raised express lanes, with some claiming these would deliver a better return on investment along with lower levels of transport emissions.

According to NCDOT, building the proposed elevated express lanes will require less land for the construction work, maximising the use of already available road space. Work on the project is not scheduled to commence until 2030, with the approvals and permission process and sourcing of financing likely to take some time, even before tendering can be initiated.End

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he latest plan to help reduce traffic congestion around the fast-growing city of Charlotte in North Carolina is to build a stretch of elevated express lanes for one of the city's busiest highways. Around 18km of express lanes would be constructed under the plan put forward by the North Carolina Department of Transportation (NCDOT).

The work would be carried out for the I-77 route which runs north and south of the city and carries heavy traffic volumes, with a projected cost of £3.2 billion.

The plan is not without its detractors.

People living along the proposed alignment are concerned about the disruption that will be generated by this extensive construction project. And there are concerns, too, over the additional cost of building elevated lanes as well

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OREGON-WASHINGTON BRIDGE COST JUMPS Replacing the Oregon-Washington I-5 bridge could cost $14 billion

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BELOW Replacing the I-5 bridge linking Vancouver in Washington with Portland in Oregon is now costing more than was ever envisaged when the project was first put forward

The existing bridges carry three lanes of traffic in either direction, handling around 140,000 vehicles/ day.

Construction for the new bridge is now scheduled to commence in 2028. However, the project to replace the bridge that links Vancouver in Washington State with Portland in Oregon is now vastly more expensive than expected when the work was first proposed.

The work to plan the project is being carried out jointly by the Washington State Department of Transportation and the Oregon Department of Transportation. The US Department of Transportation has had extensive input into the project. End

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eplacement of the bridge linking Oregon and Washington and carrying the I-5 highway could now cost as much as $14 billion. The project is much needed as the existing bridge is no longer able to cope with traffic demands. There are also concerns over the safety of the structure in the event of a possible earthquake.

One of the steel-truss bridges in use at present dates back more than 100 years, having been opened to traffic in 1917. The parallel bridge was opened to traffic in 1958.

Pennsylvania-New Jersey Bridge project

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Administration’s (FHWA) Bridge Investment Program (BIP) aims to improve the condition of bridges in the United States by rebuilding bridges in poor condition and upgrading design standards for outdated bridges.

Meanwhile, the Pennsylvania Department of Transportation (PennDOT) is now commencing work for the $268 million I-95

Revive project to rebuild I-95 highway in northeast Philadelphia. The work for section BS2 presents challenges. This stretch links the Betsy Ross Bridge interchange with Bridge Street in northeast Philadelphia.

The work will see all of the bridges being replaced along this section. Traffic flow will be improved, as will safety for drivers.

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Funding worth $600 million is being provided for the PA Turnpike-I-95 Interchange Program Delaware River Bridge project.

The Pennsylvania Turnpike Commission is receiving the funds from the US Department of Transportation for the replacement of the existing 1956 Delaware River Bridge structure. The bridge now has to cope with around 67,000 vehicles/day, with traffic volumes expected to grow to around 90,000 vehicles/day by 2050. Built around 70 years ago, the bridge is ageing rapidly and a crack in one of the approach trusses highlighted concerns over its structural condition.

The project is crucial to ensure that the I-95 river crossing linking Bucks County, Pennsylvania, and Burlington County, New Jersey, offers sufficient capacity. The work will also boost resiliency by reducing the area obstructing river flow during high-water events. The Federal Highway

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Road construction for Minnesota Hwy 169/Hwy 282 interchange in Jordan.

In addition, this is the final year for major projects, including I-94 in St Paul, I-35W in Burnsville and I-394/I-94 in Minneapolis.

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The road-construction season in Minnesota is now commencing, with key works planned for Minneapolis St Paul

MnDOT says that on the I-94 between Albertville and Monticello, crews will complete expanding the interstate to three lanes and making other improvements.

Farther west, crews will replace or repair bridges near Melrose and Sauk Rapids, resurface the westbound I-94 west of Highway 79 near Evansville, and complete major interchange improvements at the west junction of I-94 and Highway 210 near Fergus Falls. Other important projects for MnDOT include the $195 million Highway 65 upgrade project in Blaine, the $114 million 11th Street underpass in Moorhead and the $76 million I-94 expansion between Albertville and Monticello.

A key project for MnDOT is the replacement of the Blatnik Bridge which connects the state with neighbouring Wisconsin.

©

Road-construction work is commencing in the US state of Minnesota, with a series of projects now expected to start.

According to the Minnesota Department of Transportation (MnDOT), there will be more than 200 projects carried out during the 2026 road-construction season in the state.

There are several projects planned for the Twin Cities metro area according to MnDOT. These include resurfacing Highway 280 in St Paul, Roseville and Lauderdale and repairing ramps and bridges, reconstructing Highway 12 in Wayzata and Minnetonka and a four-year project to build four interchanges along Highway 65 in Blaine.

They also include replacing the ageing I-35E bridge over Shepard Road in St Paul, continuing reconstruction of Highway 97 in Forest Lake and ongoing construction of the

LOS ANGELES BRIDGE UPGRADE

Work is commencing shortly in Los Angeles, California, on the Vincent Thomas Bridge Deck Replacement Project

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he $534-million project will be handled by Skanska in a joint venture with California Engineering Contractors (CEC).

The project was awarded to the joint-venture partners by the California Department of Transportation (CALDOT). Skanska’s share of the project is worth some $320 million and the work will take until March 2029 to complete.

According to Skanska, the project includes removing and replacing the existing bridge deck, installing new expansion joints, and integrating advanced corrosionprotection systems. The work will involve a phased deck replacement, with the bridge being closed for 16 months along this portion of State Route 47 which links to the Port of Los Angeles.

The Vincent Thomas Bridge is a key freight and commuter corridor for the Port of Los Angeles and the South Bay region. The modernisation will replace the ageing bridge deck with precast, prestressed, concrete deck panels which are engineered for extended service life, improved load capacity, and resilience against corrosive marine conditions.

“Delivering this critical infrastructure allows us to apply advanced engineering solutions that improve safety for the traveling public, modernise essential bridge components, and help Caltrans maintain a vital economic corridor serving Terminal Island,” said James Bailey, executive vice president of Skanska USA Civil’s West Coast operations.

“CEC looks forward to working with our partner Global Highways Magazine for industry-related discussion

Skanska to successfully complete this complex project. The CMGC process allowed the Skanska-CEC Joint Venture to work closely with Caltrans during the preconstruction phase of the project to develop innovations and technical engineering solutions which resulted in a customized project plan that best serves the community while maintaining safety, quality and schedule during every phase of the project,” said Wahid Tadros, president of California Engineering Contractors, Inc. End

BELOW Skanska and CEC will start work soon on upgrading the Vincent Thomas Bridge in Los Angeles, California – image courtesy of Skanska

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Premium Content

AIRPORT PAVING Hamm rollers were also used.

The asphalt mix incorporated additives and fibres to make it stronger and longer lasting. It was also produced with Environmental Product Declarations (EPDs) which provide transparent information about the environmental impact of the materials used.

With 100 crew members operating 100 pieces of equipment across the full project night after night, consistency was critical. For Amrize’s portion, that meant managing up to 60 milling and paving units, supported by 30 trucks and transfers to keep material moving efficiently. Technology lent a hand to ensure repeatable results over the programme, while maximising efficiency, quality and speed.

For example, the mmGPS Paver Control automated screed adjustments for consistent surfaces. Thermal imaging allowed for real-time monitoring of the asphalt temperature for optimal compaction. The use of wide screeds meant fewer joints, greater paving efficiency and higher nightly volumes of asphalt being laid down.

Together, these tools helped Amrize lay 220mmdepth overlays in generally 120m-long increments. This ultimately provided a smooth, uniform surface across the 65m-wide, 3km-long runway and its 11 taxiways.

The project also included 120,000m² of topsoil placed around the perimeter of the runway that was seeded with vegetation indigenous to the area.

Amrize believes that the north-runway programme exemplified the power of a close partnership between itself, YVR and Kiewit, as well as the broader construction and operations teams. Through extensive pre-planning, high-performance materials, and specialised equipment, the project stayed on schedule throughout the six months of construction, which

PRODUCT OF CANADA Cement producer Amrize, which until mid-2025 was called Lafarge Canada, is part of the Holcim Group. Holcim announced it would spin-off its North American holdings into a new, independent public company and Amrize came into existence last June.

Amrize recently launched a “Product of Canada” cement label, offering builders the assurance of Canadianmade manufacturing and quality.

The label signifies that all aspects of the cement are made in Canada from raw materials and processing to manufacturing, meeting applicable national requirements. This label is

being rolled out at key Amrize cement operations in the country, beginning at its flagship cement plant in Exshaw in the province of Alberta - the largest cement plant in Canada - as well as at the company’s plant in Bath, Ontario.

Apart from its work at Vancouver International Airport, Amrize has helped shape many of Canada’s most recognisable landmarks, such as the iconic Confederation Bridge linking the Atlantic island province of Prince Edward Island to New Brunswick province, the Champlain Bridge in Montreal and essential infrastructure work at Calgary International Airport.

concluded in October last year.

Its approach - nightly work, innovative materials, precise execution and seamless handovers - has been drawing interest from airports across North America, says Gord Bird, Amrize’s general manager for the greater Vancouver area. These airports are looking to modernise major airfield infrastructure while keeping flights on schedule, passengers on the go and airlines doing business. End www.amrize.com www.kiewit.com/projects/yvr-north-runwaymodernization-project

https://www.amrize.com/us/en/newsroom/working-overnights-how-yvr-got-a-new-runway.html

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AIRPORT PAVING

PRECISION PAVING: AMRIZE EXPLAINS

© Amrize

Two CAT AP1055F asphalt pavers, each equipped with 10m-wide screeds, were deployed to complete paving operations on the north runway mainline section. A CAT AP555 asphalt paver was used for runway edge construction. For taxiway paving, a combination of CAT AP1055F and Vögele Super 2000 asphalt pavers, fitted with standard screeds, was used. Milling operations were carried out using Wirtgen W 220i cold milling machines and W 250i cold milling machines.

For this project, YVR specified the use of a GPSbased grade-control system for paving operations.

Amrize selected the Topcon mmGPS Grade Control System to ensure precise and consistent grade control throughout the paving process. The mmGPS system uses transmitters to establish a defined horizontal and vertical working zone across the project area. Survey crews first verified existing grade elevations and developed a digital surface model representing the required finished asphalt profile. Transmitters were then positioned over survey monuments with known coordinates and elevations, while receivers were mounted directly on the paving equipment.

As paving progressed, the mmGPS system automatically adjusted screed elevation to maintain the specified finished grade. A rover unit was used periodically to verify surface elevations and ensure compliance.

After around 30 years of service, the north runway required detailed profiling to re-establish both longitudinal and transverse grades. Asphalt leveling Global Highways Magazine for industry-related discussion

ABOVE: Asphalt paving machines included a Caterpillar AP-1055 and a Vögele 2000-3i and the use of dual 10m screeds that were paving in echelon with Topcon Positioning Systems’ Millimeter GPS paving control

thicknesses varied from 50mm to 120mm, depending on existing surface conditions. The mmGPS system provided the level of precision necessary to maintain accurate elevations despite these significant variations.

Amrize has prior experience with this technology, having successfully deployed the Topcon mmGPS system during milling operations on a previous YVR project around 10 years earlier.

The asphalt mixture used on YVR’s north runway was a custom-designed, high-performance solution developed to meet strict gradation and performancebased criteria established by YVR and its consultants.

Unlike conventional asphalt, the mix was engineered to withstand extreme loading conditions from wide-body aircraft, including intense braking and acceleration forces, as well as the weather variability typical of the coastal climate of the southwest area of British Columbia province.

To meet these requirements, the mixture incorporated a polymer-modified asphalt binder, Surface Tech aramid fibers and hydrated lime (see box). Together, these components enhance durability by improving resistance to fatigue cracking, rutting and moisture damage - all critical factors for maintaining runway integrity under constant heavy loading.

The mix is also EPD-certified*, reinforcing Amrize’s commitment to innovation and sustainability while delivering long-term, high-performance infrastructure GLOBAL HIGHWAYS 2026 VOL.2

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AIRPORT PAVING © Amrize

"For Amrize, the YVR project demonstrated how innovative, high-performance solutions, backed by a strong operational footprint and efficient distribution network, can successfully deliver complex infrastructure under demanding constraints"

solutions. Producing the asphalt locally at the Mitchell Island plant ensured exceptional quality control, consistency and reliability throughout the project.

This ability to engineer, produce and deliver advanced materials at scale has positioned Amrize as a trusted partner for other major infrastructure projects across North America, supported by a strong operational footprint and an efficient distribution network.

Amrize deployed Topcon’s thermal mapping system to monitor asphalt temperatures and identify potential thermal segregation during paving operations. The system captured thermal imaging data directly behind the screed. This data was reviewed to identify areas of concern and inform adjustments for subsequent paving shifts, supporting continuous improvement in mat quality. The results are also being retained to support long-term evaluation of pavement performance.

Amrize deployed two SE60 V XW screeds for the mainline paving at YVR, each capable of paving widths of up to 10m. These were operated in echelon, supported by millimetre-accurate GPS control to ensure precise alignment and consistent mat quality.

The pavers were also equipped with joint-matching

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technology to help maintain optimal compaction temperatures at the interface, further enhancing joint performance. This configuration reduced the number of longitudinal joints by about half, which is a significant advantage in airfield paving where durability and smoothness are critical. Echelon paving also enables the rollers to effectively “knead” material across the joint while it remains within the ideal compaction window. The result here is higher joint densities, reduced air voids, lower permeability and improved resistance to joint separation under heavy aircraft loading.

Importantly, this was a first-of-its-kind operation in Canada. The project marked the country’s first-ever 20m echelon asphalt milling and paving operation, achieved using two synchronised 10m screeds. This approach was instrumental in keeping the project on track. It allowed large sections of the runway to be rehabilitated efficiently within extremely tight overnight construction windows, while maintaining the stringent precision and quality standards required for active airport operations.

While echelon paving itself is a well-established best practice where conditions allow, this was the first time that Amrize had executed such a process Extended features & latest digital content globalhighways.com

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AIRPORT PAVING at this scale using dual 10m pavers. It underscores the company’s ability to combine proven techniques with advanced equipment and digital control systems to push the boundaries of performance.

For Amrize - the leading building solutions company in Canada and partner of choice for professional builders across North America - this project demonstrates how innovative, high-performance solutions, backed by a strong operational footprint and efficient distribution network, can successfully deliver complex infrastructure under demanding constraints. End

Surface Tech is an asphalt production specialist business based in Solana Beach in the US state of California.

For the north runway project, Surface Tech partnered with YVR and the Amarize team to provide ACE XP polymer fibre, a proven solution designed to extend pavement life, reduce long-term maintenance costs and enhance overall performance and sustainability. Surface Tech provided on-site technical support and dosing verification to ensure every tonne of mix met the stringent requirements outlined by project specifications.

Specifically, Surface Tech’s role was to provide on-site training, such as guidance for plant and paving crews

on proper dosing and handling procedures.

There was also equipment support to ensure dosing systems were calibrated and operating accurately.

Documentation and compliance were important; providing SDS, ASTM specifications and quality-control records to support project compliance.

There was real-time support that included technical assistance during production and placement. Partnering closely with Amrize, Surface Tech ensured seamless integration of its ACE XP into the production process, building consistency from start to finish.

www.surface-tech.com

© Vancouver International Airport, YVR

*An EPD - environmental product declaration - is a form of environmental declaration that quantifies environmental information about the life cycle of a product. This can enable comparisons between products fulfilling the same function. The methodology to produce an EPD is based upon product life-cycle assessment following the ISO 14040 series of international standards and must be verified by an independent third-party before publication.

Companies may produce EPDs to communicate the environmental impact of their products or services, differentiate their products on the market and demonstrate a commitment to limiting environmental impacts.

SURFACE TECH: ACE XP

ASPHALT

LIGHTING

ELECTRICAL

DRAINAGE

REVEGETATION

Laid more than 154,000 tonnes of asphalt over the entire runway surface and connecting taxiways to improve resilience

Replaced all remaining halogen bulbs with high-efficiency lights to ensure all North Runway lighting is LED

Raised all runway lights to newly paved runway surface height

Upgraded and replaced elements of the runway drainage systems to improve water removal from the runway surface

Placed and seeded more than 120,000 square metres of topsoil around the runway perimeter

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NEWS

BRENT SPENCE BRIDGE WORK STARTING After many delays, construction work for the $4.4-billion Brent Spence bridge linking Ohio and Kentucky is due to commence shortly. The work will be carried out by a joint-venture partnership, comprising Walsh and Kokosing

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fter many delays, construction work for the $4.4-billion Brent Spence bridge linking Ohio and Kentucky is due to commence shortly. The work will be carried out by a joint-venture partnership, comprising Walsh and Kokosing.

The project forms part of the upgrade to the Brent Spence Corridor. This will address a major source of traffic congestion between Cincinnati in Ohio and Covington in Kentucky. The existing bridge is no longer able to cope with traffic demand and delays are common on the route, particularly at peak periods.

The project has been subject to negotiations between the authorities in Cincinnati and Covington, as well as the Ohio Department of Transportation and Kentucky Department of Transportation.

Construction will begin with the building of the new companion bridge and improving around 1.6km of the highway approach in Ohio and 1.6km of the approach road in Kentucky. Focusing on this segment first to redirect Interstate 71/Interstate 75 traffic over the new companion bridge is anticipated to be the fastest way to bring the most safety benefits and traffic relief to the region. Subsequent portions of the project (additional highway improvements to the north and south in both states, as well as the rehabilitation of the Brent Spence) are still being planned.

Kentucky governor Andy Beshear commented: "The work is set to begin on the Brent Spence Bridge Corridor Project which will deliver safer travel for our families, create good-paying construction jobs, boost

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ABOVE Work is starting for the new Brent Spence Bridge linking Ohio and Kentucky

Scan for further content relating to specific regions or visit our website

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national commerce and ease congestion for those commuting between Ohio and Kentucky."

Construction of this first portion of the corridor project has been affected by a significant rise in costs for construction materials, goods and services in recent years. Kentucky’s share of the construction cost is $1.7 billion. The Federal Highway Administration’s National Highway Construction Cost Index shows that highway-construction costs rose nationally by 61% from 2020 to 2025.

Funding for the project is expected to be covered through KYTC and ODOT state revenues and/or through financing. Each state will cover the cost of their own highway work and share the cost of the companion bridge. Subsequent portions of the project (additional highway improvements to the north and south in both states, as well as the rehabilitation of the Brent Spence Bridge) will be estimated closer to the time of construction to use the most accurate material-cost information.

“This project has been discussed for decades, and we are now at the point where plans are becoming reality. This project will make travel safer, strengthen the economy, and build a transportation system that reflects the importance of this region to Ohio, Kentucky and the nation,” said Ohio Department of Transportation (ODOT) Director Pamela Boratyn.

The new bridge is due for completion in 2031, while work to the approach routes should be finished by 2033. End

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NEW CAPE FEAR BRIDGE

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new proposal has been put forward for the replacement of the Cape Fear Bridge in North Carolina. Building a new bridge is expected to cost $1.1 billion and the proposal from the firm, Delivering Bridges, is for a design-build-finance-andoperate package that would involve tolling users.

The North Carolina Department of Transportation (NCDOT) received the proposal and has been given approval from the Wilmington Urban Area Metropolitan Planning Organization (WMPO). The assessment process can now commence which will include the various legal, financial and environmental issues involved in the proposal. It is expected to take around 16 weeks to complete.

Federal funding of $242 million from the Bridge Investment Program will be provided for the project, as well as $85 million in state funding. The new fixedspan bridge proposed will allow for a clearance height of 41m and a width of 122m to allow vessels to pass underneath. The proposed fixed-span design will also have three lanes for traffic in either direction as well as a pathway for cyclists and pedestrians. The other key option for the new bridge is for a lifting type, although this would be more costly.

The existing Cape Fear Memorial Bridge at Wilmington carries US 17, US 76 and US 421 over the Cape Fear River and connects Brunswick County with New Hanover County. The link is used by heavy trucks travelling to and from the Port of Wilmington.

Carrying around 65,000 vehicles/day, the existing bridge features two lanes in either direction and is struggling to cope with the current traffic volume which is considerably greater than its original design specification. The existing Cape Fear opened to drivers in 1969 but has no facilities for pedestrians

ABOVE A new proposal has been made for the Cape Fear Memorial Bridge replacement project

or cyclists and is considered functionally obsolete.

Although it is still safe structurally, the maintenance requirements for the lift bridge are becoming increasingly high. Traffic delays are caused both by the existing bridge being raised to allow vessels to pass underneath and also when maintenance work is being carried out.

A public hearing run by NCDOT is likely to be held in June 2026 and an environmental assessment for the project will be released by mid-2026 at the latest. The proposals put forward will be considered, including the tolled bridge option from Delivering Bridges. The aim is for the new bridge to be ready for traffic by 2031. Delivering Bridges is a part of United Bridge Partners. End

Construction work is nearing completion for the $346-million express-lanes project for I-485 in North Carolina. The I-485 route runs around the city of Charlotte but has become heavily congested at peak periods.

The project has been carried out for client, North Carolina Department of Transportation (NCDOT).

Growth in vehicle numbers for the city has followed an increase in population in the area.

The work to add 29km of express lanes to I-485 has taken seven years. The project has also added a general-purpose lane in each direction along I-485 between Rea Road and Providence Road. The work is expected to cut congestion and journey times between I-77 and Highway 74.

According to NCDOT, this project will serve as part of a larger network of express lanes intended to reduce journey times. The work has been carried out in coordination with other projects in southern Mecklenburg County.

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North Carolina express lanes

Traffic congestion around Charlotte in North Carolina will be reduced once the I-485 express-lanes project is complete

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NEWARK BAY BRIDGE CONTRACTS The $6.7 billion Newark Bay Bridge project contracts are to open

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ore progress is being seen for the $6.7 billion Newark Bay Bridge replacement project. The New Jersey Turnpike Authority will commence the pre-qualification process for contractors in mid-2026. The bidding process will then open later in 2026, followed by the awarding of the work. A construction management package has been awarded for the project so far. The existing bridge measures 2.9km in length, was constructed

in 1956 and has a 390m central span with 41m clearance. It is ageing however and requires replacement to ensure a reliable traffic link.

The work is being overseen by the New Jersey Turnpike Authority (NJTA) and forms part of the wider $10.7 billion Turnpike Extension Improvements Program. This will see improvements to a 13km stretch of the New Jersey Turnpike between Newark and Jersey City. End

Lane Construction’s new Florida contract Lane Construction has been awarded a $582 million contract to upgrade I-4 in Central Florida. The project was awarded by Florida Department of Transportation (FDOT) to Lane Construction, the US subsidiary of Italian contractor Webuild. The FDOT package of works is called ‘Moving I-4 Forward – Project 2’.

The package of works will see Lane Construction upgrading a 5km section of I-4 to improve traffic flow and reduce delays for drivers. The I-4 route passes by the world’s most visited theme parks, which attract an enormous number of tourists. In addition to the growing local population, this has resulted in the section of I-4 becoming heavily congested.

The project will include rebuilding the interchange between I-4 and SR 429 and building new express lanes and bridges. The work will also boost capacity for emergency evacuations in the event of hurricanes. The new configuration includes four generaluse lanes and two express lanes in each direction, with direct connections that will prevent weaving by streamlining transitions between Interstate-4 and State Road 429.

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Lane Construction, the US subsidiary of Italian firm Webuild, is carrying out a $582 million project for Florida Department of Transportation – image courtesy of Lane Construction

The widening of Old Lake Wilson Road will include protected sidewalks and bike lanes.

The I-4 median will also feature space for a potential future optional rail corridor.

The project forms part of the ‘Moving Florida Forward Infrastructure Initiative’, which FDOT is carrying out to adapt the road network to the region’s population growth and its increasing traffic congestion.

It involves the construction of two express lanes in each direction along Interstate 4 (I-4) between Polk and Orange counties.

The accelerated schedule will allow the route to become operational earlier than originally planned. In addition to ensuring a reduction in congestion and travel times, the project aims to raise safety and connectivity standards.

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$65 million for Virginia bridges to be upgraded

Two bridges in West Virginia are to be upgraded and are benefiting from a federal funding package worth $65 million. The grant is being supplied by the US Department of Transportation (DOT) to upgrade the Kanawha Turnpike overpass and replace the Dunbar Toll Bridge. This grant is part of the Competitive Highway Bridge Program and will pay for the West Kanawha Bridge Bundle in Kanawha County, West Virginia.

However, additional federal funding and state funding will also be required to pay for the remainder of the costs for these projects. There are concerns over the condition of the Dunbar Toll Bridge, which is why it is having to be replaced.

Meanwhile, extensive improvement work is needed to extend the working life of the Kanawha Turnpike overpass, which carries traffic over I-64.

In addition, West Virginia Department of Transportation (WVDOT) is upgrading a 3km stretch of Jefferson Road (WV 601) from US 119 to US 60. This work is being carried out in cooperation with the Federal Highway Administration (FHWA). The project will widen Jefferson Road to five lanes, add a new roundabout at Kanawha Turnpike, and build a new overpass bridge that spans Pennsylvania Avenue, CSX Railroad, Davis Creek and Kanawha Turnpike.

EXPRESS-LANES PROJECT

Construction work is now underway for the $4.6 billion Georgia 400 Express Lanes Project in Atlanta

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he work is intended to boost capacity and reduce traffic delays on a 26km section of the SR 400 corridor and the project will be carried out under the public-private partnership (PPP) model.

Express lanes will be added in each direction between the MARTA North Springs Station and McFarland Parkway.

The project is due for completion in 2031, reducing traffic delays as well as crashes. A consortium, comprising ACCIONA, ACS Infrastructure and Meridiam, has the concession to finance, design, build, operate and maintain the SR400 Express Lanes highway in Atlanta. The consortium is carrying out design, construction, financing, operation and maintenance of the highway extension for 55 years. The project will deliver two express lanes between North

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Springs Station and north of McFarland Parkway.

The work also includes an express lane between McGinnis Ferry Road and McFarland Parkway, as well as work to several bridges such as Pitts Road, Roberts Drive and Kimball Bridge. The project also includes improvements to MARTA and XPress bus connections, as well as funding for future bus rapid transit (BRT) improvements.

MARTA will operate the BRT system, which is expected to share the express lanes for around 19km.

The concession fee will help fund other roadway projects as part of the PPP agreement.

Some of the funding required has been supplied by the US Department of Transportation. The project has also had input from the Georgia Department of Transportation. End

BELOW Work is underway for the $4.6-billion Georgia 400 Express Lanes Project in Atlanta, Georgia – image courtesy of US Department of Transportation

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FUNDING FOR MINNESOTAWISCONSIN BRIDGE The US Department of Transportation is delivering more than $1.05 billion to replace an ageing bridge linking Minnesota and Wisconsin

© Mkopka| Dreamstime.com

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he Blatnik Bridge is now 65 years old and no longer meets transport requirements for the route. The bridge carries I-535 across the St Louis Bay, linking Duluth, Minnesota, and Superior, Wisconsin. The Blatnik Bridge carries around 33,000 vehicles/day on average, providing an important transport link between the Twin Ports area. The bridge is jointly owned and managed by the Minnesota Department of Transportation (MnDOT) and the Wisconsin Department of Transportation (WisDOT).

It is Minnesota's second-longest bridge and opened to traffic in 1961. In early 2024, the two agencies received more than $1 billion in federal funding to replace the ageing bridge. Both states are also contributing funding for the project. MnDOT will lead the bridgereplacement project which will improve safety and better accommodate oversized/overweight loads.

The bridge provides a key freight corridor, carrying more than $3.7 billion in goods annually between the Twin Ports. However, the bridge is currently rated in poor condition, with weight restrictions and safety concerns and is nearing the end of its service life.

Replacing the Blatnik Bridge between Duluth in Minnesota and Superior, Wisconsin, will be the largest public-works project in Minnesota history. “The

ABOVE Federal funding will help pay for the replacement of the Blatnik Bridge linking Duluth, Minnesota, and Superior, Wisconsin

Blatnik Bridge project is the top priority project for the Minnesota Department of Transportation, and securing this grant means the project can continue without delay,” said MnDOT Commissioner, Nancy Daubenberger. “This project is happening because of a strong partnership between Minnesota, Wisconsin, local, tribal, and federal officials, our industry partners and our building trades. We look forward to continuing to work with our partners as we get closer to breaking ground and replacing this bridge.”

The replacement project is estimated to cost $1.8 billion and Minnesota and Wisconsin have each committed $400 million in state funding. End

Virginia Department of Transportation (VDOT) has awarded a $389-million road contract to Lane Construction, the US subsidiary of Italian firm Webuild.

The work is for a stretch of I-64 in Norfolk, Virginia.

The package of works is for 11km of the I-64 Hampton Roads Express Lanes (HREL) corridor. The work includes converting the existing three lanes into one part-time, high-occupancy express shoulder lane and three general purpose (GP) lanes in each direction. It also includes widening and/or rehabilitating nineteen existing bridges along the route.

The project will improve safety, reduce travel times and ensure smoother traffic flow. The project is scheduled for completion in late 2029. The work will incorporate innovative design solutions to minimise the impact on the travelling public during construction and reduce long-term maintenance needs. The area around Norfolk, Virginia, has seen a steady growth in population along with a considerable gain in traffic volumes. The work to upgrade the capacity of the Hampton Roads Corridor is crucial in providing necessary infrastructure for the area.

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Virginia road contract

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ELEVATED EXPRESS LANES – CHARLOTTE, NC

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BELOW An 18km stretch of elevated express lanes for I-77 in North Carolina could help reduce traffic congestion for the city of Charlotte

as the charges drivers will pay to use them once commissioned. New bus lanes have been put forward as possible alternatives to the new raised express lanes, with some claiming these would deliver a better return on investment along with lower levels of transport emissions.

According to NCDOT, building the proposed elevated express lanes will require less land for the construction work, maximising the use of already available road space. Work on the project is not scheduled to commence until 2030, with the approvals and permission process and sourcing of financing likely to take some time, even before tendering can be initiated.End

© Sean Pavone| Dreamstime.com

he latest plan to help reduce traffic congestion around the fast-growing city of Charlotte in North Carolina is to build a stretch of elevated express lanes for one of the city's busiest highways. Around 18km of express lanes would be constructed under the plan put forward by the North Carolina Department of Transportation (NCDOT).

The work would be carried out for the I-77 route which runs north and south of the city and carries heavy traffic volumes, with a projected cost of £3.2 billion.

The plan is not without its detractors.

People living along the proposed alignment are concerned about the disruption that will be generated by this extensive construction project. And there are concerns, too, over the additional cost of building elevated lanes as well

NORTH AMERICAN EDITION

Digital editions and eNewsletters will include dedicated North American content in addition to all of the Global Highways regular content Global Highways Magazine for industry-related discussion

GLOBAL HIGHWAYS 2026 VOL. 2

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NORTH AMERICA

NEWS

OREGON-WASHINGTON BRIDGE COST JUMPS Replacing the Oregon-Washington I-5 bridge could cost $14 billion

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BELOW Replacing the I-5 bridge linking Vancouver in Washington with Portland in Oregon is now costing more than was ever envisaged when the project was first put forward

The existing bridges carry three lanes of traffic in either direction, handling around 140,000 vehicles/ day.

Construction for the new bridge is now scheduled to commence in 2028. However, the project to replace the bridge that links Vancouver in Washington State with Portland in Oregon is now vastly more expensive than expected when the work was first proposed.

The work to plan the project is being carried out jointly by the Washington State Department of Transportation and the Oregon Department of Transportation. The US Department of Transportation has had extensive input into the project. End

© Harold Stiver| Dreamstime.com

eplacement of the bridge linking Oregon and Washington and carrying the I-5 highway could now cost as much as $14 billion. The project is much needed as the existing bridge is no longer able to cope with traffic demands. There are also concerns over the safety of the structure in the event of a possible earthquake.

One of the steel-truss bridges in use at present dates back more than 100 years, having been opened to traffic in 1917. The parallel bridge was opened to traffic in 1958.

Pennsylvania-New Jersey Bridge project

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Administration’s (FHWA) Bridge Investment Program (BIP) aims to improve the condition of bridges in the United States by rebuilding bridges in poor condition and upgrading design standards for outdated bridges.

Meanwhile, the Pennsylvania Department of Transportation (PennDOT) is now commencing work for the $268 million I-95

Revive project to rebuild I-95 highway in northeast Philadelphia. The work for section BS2 presents challenges. This stretch links the Betsy Ross Bridge interchange with Bridge Street in northeast Philadelphia.

The work will see all of the bridges being replaced along this section. Traffic flow will be improved, as will safety for drivers.

© Michael Redmond| Dreamstime.com

Funding worth $600 million is being provided for the PA Turnpike-I-95 Interchange Program Delaware River Bridge project.

The Pennsylvania Turnpike Commission is receiving the funds from the US Department of Transportation for the replacement of the existing 1956 Delaware River Bridge structure. The bridge now has to cope with around 67,000 vehicles/day, with traffic volumes expected to grow to around 90,000 vehicles/day by 2050. Built around 70 years ago, the bridge is ageing rapidly and a crack in one of the approach trusses highlighted concerns over its structural condition.

The project is crucial to ensure that the I-95 river crossing linking Bucks County, Pennsylvania, and Burlington County, New Jersey, offers sufficient capacity. The work will also boost resiliency by reducing the area obstructing river flow during high-water events. The Federal Highway

Extended features & latest digital content globalhighways.com

NORTH AMERICA

NEWS

Road construction for Minnesota Hwy 169/Hwy 282 interchange in Jordan.

In addition, this is the final year for major projects, including I-94 in St Paul, I-35W in Burnsville and I-394/I-94 in Minneapolis.

© Redwood8| Dreamstime.com

The road-construction season in Minnesota is now commencing, with key works planned for Minneapolis St Paul

MnDOT says that on the I-94 between Albertville and Monticello, crews will complete expanding the interstate to three lanes and making other improvements.

Farther west, crews will replace or repair bridges near Melrose and Sauk Rapids, resurface the westbound I-94 west of Highway 79 near Evansville, and complete major interchange improvements at the west junction of I-94 and Highway 210 near Fergus Falls. Other important projects for MnDOT include the $195 million Highway 65 upgrade project in Blaine, the $114 million 11th Street underpass in Moorhead and the $76 million I-94 expansion between Albertville and Monticello.

A key project for MnDOT is the replacement of the Blatnik Bridge which connects the state with neighbouring Wisconsin.

©

Road-construction work is commencing in the US state of Minnesota, with a series of projects now expected to start.

According to the Minnesota Department of Transportation (MnDOT), there will be more than 200 projects carried out during the 2026 road-construction season in the state.

There are several projects planned for the Twin Cities metro area according to MnDOT. These include resurfacing Highway 280 in St Paul, Roseville and Lauderdale and repairing ramps and bridges, reconstructing Highway 12 in Wayzata and Minnetonka and a four-year project to build four interchanges along Highway 65 in Blaine.

They also include replacing the ageing I-35E bridge over Shepard Road in St Paul, continuing reconstruction of Highway 97 in Forest Lake and ongoing construction of the

LOS ANGELES BRIDGE UPGRADE

Work is commencing shortly in Los Angeles, California, on the Vincent Thomas Bridge Deck Replacement Project

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he $534-million project will be handled by Skanska in a joint venture with California Engineering Contractors (CEC).

The project was awarded to the joint-venture partners by the California Department of Transportation (CALDOT). Skanska’s share of the project is worth some $320 million and the work will take until March 2029 to complete.

According to Skanska, the project includes removing and replacing the existing bridge deck, installing new expansion joints, and integrating advanced corrosionprotection systems. The work will involve a phased deck replacement, with the bridge being closed for 16 months along this portion of State Route 47 which links to the Port of Los Angeles.

The Vincent Thomas Bridge is a key freight and commuter corridor for the Port of Los Angeles and the South Bay region. The modernisation will replace the ageing bridge deck with precast, prestressed, concrete deck panels which are engineered for extended service life, improved load capacity, and resilience against corrosive marine conditions.

“Delivering this critical infrastructure allows us to apply advanced engineering solutions that improve safety for the traveling public, modernise essential bridge components, and help Caltrans maintain a vital economic corridor serving Terminal Island,” said James Bailey, executive vice president of Skanska USA Civil’s West Coast operations.

“CEC looks forward to working with our partner Global Highways Magazine for industry-related discussion

Skanska to successfully complete this complex project. The CMGC process allowed the Skanska-CEC Joint Venture to work closely with Caltrans during the preconstruction phase of the project to develop innovations and technical engineering solutions which resulted in a customized project plan that best serves the community while maintaining safety, quality and schedule during every phase of the project,” said Wahid Tadros, president of California Engineering Contractors, Inc. End

BELOW Skanska and CEC will start work soon on upgrading the Vincent Thomas Bridge in Los Angeles, California – image courtesy of Skanska

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EARTHMOVING

IMPROVED ARTICULATED HAULERS Improved articulated haulers are coming to market, although one long-running range will cease production, Mike Woof writes

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he global market for articulated haulers remains strong. Clear market leader remains Volvo CE, with its range having been updated entirely during 2025. Caterpillar also retains its significant market share, having also upgraded its line-up in recent times.

A notable development is that Volvo CE has now started manufacturing of its A30 and A40 electric haulers, first unveiled in 2025. The electric articulated haulers are now being produced at Volvo CE’s Braås site in Sweden.

However, there are other brands also selling well in the sector and from firms with somewhat more experience of the ADT market than may appear at first sight. Perhaps the best established of these brands is the Develon range, made in Norway and descended from the Moxy models, one of the pioneers in the ADT field.

According to Develon, its latest DA30 ADT offers high all-round visibility from the cab, which is designed to maximise operator comfort, productivity and jobsite safety. A key feature of the update is the new high-resolution touchscreen monitor, providing

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GLOBAL HIGHWAYS 2026 VOL. 2

ABOVE: The cab of the latest Develon ADT is said to offer high visibility for the operator

access to machine information, settings and camera views. The large display improves ease of use.

The firm says that the cab layout has been optimised for efficient operation, with well laid out controls and improved ergonomics. Better visibility allows safer working, particularly on busy or confined worksites. To support both ease of use and safety, the updated ADTs from Develon are also equipped with an auto-hold brake function which automatically keeps the machine stationary during dumping, reducing operator workload and improving control.

The DA30 also features a high-performance diesel that meets Tier 4 Final/Stage 5 emissions requirements and demonstrates low fuel consumption. Efficiency is further optimised by the use of a modern driveline.

A novel feature of the Develon ADTs is found on the rear drive, with twin wheels driven by gears in bogies and featuring a single rear differential. This system is said to achieve higher traction than competing ADTs, with the bogies able to move to maintain ground contact and ensure an even tyre profile over the terrain. The bogies, meanwhile, are protected, ensuring they do not suffer damage when the machine is operating in harsh conditions. This concept was first developed by Moxy and has been proven over many years.

Also notable and with its origin in the original Moxy trucks, the design of the dump body is said to ensure effective material retention when lowered, as well as efficient tipping when raised. The body configuration is also said to help optimise weight distribution, further boosting traction on poor ground.

And from John Deere comes an updated haul truck that offers high performance and productivity. The firm’s ADTs developed from a partnership with South African company Bell Equipment in the 1990s but that arrangement ceased in recent years. John Deere has since revamped its ADT designs, using its own Extended features & latest digital content globalhighways.com

EARTHMOVING

technology. Power for the new model comes from one of the firm’s own JD Series diesels, rated at 371kW and meeting the Tier 4 Final Emission requirements. Fuel consumption is said to be low despite the power of the engine, due in part to the sophisticated and efficient driveline supplying power to all six wheels.

Featuring a heaped capacity of 25.2m3, the truck has a maximum payload of 41.8tonnes in its body, which is designed for optimum weight distribution as well as efficient dumping to minimise carryback. When empty, the truck weighs in at 31.5tonnes.

The truck features a high-visibility, high-comfort cab with good ergonomics to allow efficient operation throughout a whole working shift. Safety features are included as standard. The machine is also equipped with John Deere’s advanced telematics package which allows maintenance to be optimised and uptime to be maximised.

In the past, Komatsu had a partnership for ADTs with Moxy but ceased that arrangement decades ago, later developing its own models. The latest is the Komatsu HM460-6 articulated dump truck, which offers an all-new cab with improved visibility, intuitive monitors and new technology to help assist operators throughout long shifts.

Compared to the previous HM400-5 model, its power has increased 9% and torque has improved 23% but there is up to 12% lower fuel consumption. The operator cab has had a 16% increase in glass area, an improved premium seat and intuitive monitor and operator controls.

The HM460-6 is driven by the next-generation Komatsu DBA127 engine, engineered to deliver high power and torque for strong acceleration and sustained travel speeds, even under load. The twostage turbocharger engine is designed to use 12% less fuel than the prior models.

Ground conditions can be tough for ADT applications, so the new truck comes with the Komatsu Traction Control System. This works in combination with inter-axle and cross-axle differential locks for smooth, trouble-free hauling. The crossaxle differential lock can be manually engaged when needed on slippery terrain.

Komatsu also offers various operator-assist features to make hauling and dumping easier. Cruise control and Automatic Retard Speed Control make maintaining an efficient velocity simple. Dumping can be controlled easily while the machine offers a customisable dumping angle.

Leaving the ADT market however is the Rokbak range built in the Motherwell factory in Scotland and most recently being part of the Volvo CE business.

The Rokbak models evolved out of the earlier Terex machines, a pioneer of the ADT concept (along with Cat/DJB, Moxy and of course Volvo CE), with the firm having introduced its first ADT in 1982. But Volvo CE has now decided to shut down production of the Rokbak ADTs, citing falling sales due to tough economic conditions. End www.cat.com eu.develon-ce.com/en/ www.deere.con www.komatsu.com www.volvoce.com Global Highways Magazine for industry-related discussion

ABOVE: The John Deere ADT models offer high power and efficient drivelines

ABOVE: Komatsu has further developed its successful ADT offering

ABOVE: Rokbak ADTs cease production due to a tough business climate

GLOBAL HIGHWAYS 2026 VOL. 2

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EARTHMOVING

Productive dozing Caterpillar’s D8 XE bulldozer is said to offer high efficiency and performance. The machine shares many components, such as the engine, with the existing Next Generation D8 dozer with a conventional mechanical drive but offers even higher efficiency and productivity.

According to the firm, the new dieselelectric variant typically runs the engine at a lower rpm (1,400-1,500rpm instead of 2,100rpm) and offers a fuel saving of up to 10% over the conventional model with its mechanical drive. Combined with the increased productivity for the D8 XE, this delivers an overall efficiency gain of up to 18%, depending on the application. Product manager Corey Metz said: “You can get more work done in the same time.”

The single electric motor is mounted onto the drive system and the machine retains the proven differential steering, allowing high manoeuvrability. The electric-drive system, meanwhile, shares many components with the smaller D6 XE already available. Because of the diesel-electric drive, the new D8 XE offers a smoother transition between speed ranges than the conventional D8.

Meanwhile, Komatsu is introducing the all-new D175AX-10, which is said to offer safety, efficiency, productivity and reliability in bulldozer technology. This innovative machine has been developed with input from Komatsu's customers.

Also from Komatsu is the new D61EX(i)/ PX(i)-25, which is the latest of the firm's next-generation hydrostatic dozer range. It is said to offer both power and versatility

ABOVE: Caterpillar’s latest D8 XE dozer offers high efficiency

while it can handle demanding tasks. The machine is powered by an emissionscompliant diesel rated at 126kW and weighs from 18.6-19.6tonnes, depending on specification. Blade capacities range from 3.4-3.8m3 while the standard blade measures 3.86m x 1.16m.

The machine features an innovative operator interface and a redesigned 3.0 new-generation intelligent Machine Control (iMC). The operator also benefits from a comfortable and ergonomic working area offering high visibility to the blade.

For both models, the design team focused on customers’ environmental requirements.

This focus sees ultra-low CO2 emissions/

tonne of material produced, 100% compatibility with HVO fuel and increased fuel efficiency.

In addition, Komatsu Europe International is offering a new advance for connected construction. The firm will be able to deliver high-density, as-built data visualisation with every newly delivered Komatsu intelligent Machine Control (iMC) bulldozer.

The new initiative gives contractors direct access to survey grade jobsite information without requiring onsite surveyors, with a complimentary one-year licence for the Smart Construction Dashboard.

www.cat.com www.komatsu.com

© Wacker Neuson SE

RIGHT: The two new dozers from Komatsu, the D175AX-10 and D61EX(i)/ PX(i)-25, share features that will be available on other new-generation machines as they become available

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Extended features & latest digital content globalhighways.com

EARTHMOVING

POWERFUL COMPACTOR High productivity and reliability are features of the new Ammann ARS 110.2 T3 single-drum roller.

This 11tonne class, single-drum roller delivers high compaction power and is aimed at customers in nonregulated markets or markets where the Stage IIIA/ Tier 3 emissions requirements are standard.

Key features of the ARS 110.2 T3 include a high compaction output, a robust mechanical rear axle, high manoeuvrability and traction operator comfort and simple operation.

In addition, the firm says that this model offers versatility due to a wide range of available options and ease of maintenance, with ground access to all main service points.

Power for the machine comes from a dependable Cummins QSF4.5 engine rated at 90kW and the machine can run on high-sulphur fuels. The powerful engine and high-pressure hydraulic system are said to provide high traction and compaction effectiveness.

No engine after-treatment (EAT) is required, simplifying servicing and maintenance needs and reducing costs. The engine compartment is said to be easily accessible, with a robust design that protects all major components during operation.

The machine benefits from Ammann’s ECOdrop concept, which focuses on reduced fuel and fluids.

Other time-saving features include the large 310litre fuel tank that allows at least three working shifts without re-fuelling, lowering costs connected with fuel logistics on the jobsite.

The vibratory system is placed in an oil bath with a self-lubricated mechanism and additional water cooling to boost durability and performance, maximising productivity and working life.

The 25mm-thick drum is said to last for the life of the machine, with a smooth drum as standard.

Available as an option is a Padfoot shell kit that introduces tamping into the compaction process for improved results on cohesive soils. The durable ARS Global Highways Magazine for industry-related discussion

ABOVE: Ammann is offering a new singledrum roller for Stage IIIA/ Tier 3 and non-regulated markets in the shape of the ARS 110.2 T3

For the latest news, extended features and videos visit the website

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110.2 drums are designed and manufactured in-house, with a working width of 2130mm.

The four-bearing vibratory system hosts a two-stage vibratory system, which generates eccentric forces of 275kN at a low frequency of 32Hz and 160kN at a high frequency of 35Hz. The machine delivers amplitudes of 1.9mm and 0.85mm, which is said to ensure consistent compaction throughout the depth of the layer.

The new Ammann ARS 110.2 can be used in either the 11 or 12tonne machine weight category as an additional 1tonne weight-increase kit is available to boost operating weight and static load.

The high compaction power and manoeuvrability suit it to use on mid- and large-scale projects such as roads/highways and industrial zones.

According to Ammann, this machine offers superior operator comfort to earlier machines aimed at this market, with an ergonomic operator platform that is fully insulated from vibration. The cab version is said to be quiet and offers a wide range of advanced technical solutions that improve safety and comfort.

There is 1x1m visibility in all directions to enable productive and safe operation. Slidable side-cab windows make it easy to reach the mirrors, which can be adjusted from the operator’s seat.

The steering column has an integrated dashboard and is said to be robust and intuitive. It provides all the necessary status information for accurate machine control and operation. All the switches needed for control are located on the dashboard and the right armrest. According to the firm, operators can learn to run the compactor in just 10 minutes.

A key feature of the machine is the intelligent compaction technology available. The proprietary Ammann ACE system (Ammann Compaction Expert) is available as an option. The system enables easy monitoring of compaction progress for operators and helps them more effectively control the process. End www.ammann.com GLOBAL HIGHWAYS 2026 VOL. 2

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CONCRETE PAVING/PLANT

WIRTGEN’S AUSTRIAN DOUBLE

The new SP 33 slipform paver from Wirtgen has demonstrated its versatility by paving a two-track farm road and kerb-gutter profiles on two Austrian projects. The work meant the SP 33 was transported from the plains of Lower Austria to the Styrian Mountains, all in the space of just one week

T

he first project specified the paving of a two-track road for agricultural use in Sieghartskirchen. After this, the machine was moved to the Semmering Tunnel to pave a kerb-gutter profile.

In Sieghartskirchen, the brief specified the paving of two tracks with a width of 1m and a gap of 1m between them. The verges on both sides and the gap between them were later filled with crushed stone or gravel. To produce the two tracks of the farm road, the machine was fitted with two slipform moulds - one on the left side of the paver and one on the right.

The material was fed to the paver via the belt conveyor and a split chute that evenly filled each of the two moulds, explained Michael Stefaner, a group manager for civil engineering and road construction with construction company Habau and who worked with the contractor Bickhardt Bau on the project.

As with all slipform paving projects, precise regulation of the height, cross slope and steering also played a decisive role in the construction of the two-track farm road. This ensured production of the profiles in strict compliance with the project specifications.

On site, the machine was controlled by means of a stringline. A potential alternative would have been the use of stringless control with AutoPilot 2.0. The satellite-based control system automatically controls the height, steering and cross slope of the machine and replaces the conventional stringline with a virtual 3D model. The SP 33 also offers an option for height

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GLOBAL HIGHWAYS 2026 VOL. 2

TOP: The compact slipform paver SP 33 enables precise paving of a range of different profiles. ABOVE: Quickly exchangeable moulds and the ability to feed concrete to two separate moulds at once demonstrates extreme flexibility. BELOW: When paving with the Wirtgen slipform paver, it is essential to ensure a continuous supply of wet concrete during the paving process

regulation and steering with the aid of a 3D system.

The task that faced the team in the Semmering Tunnel in Styria was the paving of kerb-gutter profiles on both sides of the tunnel. The particular challenge was that the new kerb-gutter profile had to be paved on top of the existing kerb profile in the tunnel.

This meant that the work had to be carried out with extreme precision in order to ensure the structural stability and durability of the profiles. Following the completion of this work, a two-layer concrete track was paved between the two profiles with a slipform paver SP 1500.

As the tunnel is an important north-south traffic route, the construction project had to be completed as quickly as possible. Since only eight bolts need to be loosened when exchanging moulds on the SP 33, the team was able to save a lot of time. “Reconfiguring the machine, which would usually take us two or three days, was over and done with in just one day,” said Bernd Haberl, foreman at Habau Hoch-und Tiefbaugesellschaft. End www.wirtgen-group.com

Extended features & latest digital content globalhighways.com

CONCRETE PAVING/PLANT

Miller Formless from Power Curbers

Power Curbers is expanding its product line, following its acquisition of Miller Formless.

The highly successful and versatile 5700-D model from Power Curbers is now being joined in the range by the equally well-proven M-8800 barrier machine from Miller Formless.

The latest generation 5700D is capable of producing kerb and gutter, highway safety barriers, pedestrian walkways, cycle lanes, highway shoulders and numerous other applications.

The machine is available with a choice of advanced control technologies, providing contractors with increased responsiveness, simplicity and precision.

The Miller Formless M-8800 barrier machine is said to be designed for demanding highway and infrastructure

projects. The firm says that the M-8800 delivers the strength, stability and accuracy required for tall and variable barrier construction.

Its heavy-duty design offers key capabilities in large-scale barrier applications.

In addition, the twotrack Power Paver SF-2700 features a low-profile design with narrow side clearance, simple controls, excellent operator visibility and the ability to transport without disassembly.

The most compact model in the range is the Power Curber 150-Extruder, a novel automatic kerb machine. It suits the forming of small, surface-mounted curbs on paved or heavily compacted surfaces and is aimed at those contractors seeking simplicity and proven performance.

www.powercurbers.com

Best mix from Euromix The Euromix series concrete plants from SBM are said to deliver high-quality concrete, combined with the versatility and adaptability of a mobile facility. The units offer quick relocation with short set-up times, high-quality concrete with a wide variety of types, weather-independent availability in 24/7 year-round operation and high productivity for use in large-scale projects.

A notable feature of the Euromix wet concrete batching plants is the insulated mixer module with BHS twin-shaft mixer, dosing technology for binders, water and additives, high-pressure water system, compressed air equipment, and plant electrical system. Access to components from both sides ensures that inspection and maintenance work is easy and safe.

Depending on the model, the mixer modules are designed as units for semi-trailers or optionally with undercarriages and can be set up quickly onsite by crane. The integrated concrete discharge allows quick and safe multi-sided access with truck mixers or dump trucks. The binder silos and aggregate hoppers with integrated belt scales are designed as portable units and have a modular design allowing them to be expanded depending on requirements.

Euromix modules can be set up on a sufficiently solid surface or on mobile concrete foundations.

Plug-and-play connections for the control system and electrical components allow installation of plants in less than two working days.

The Euromix series includes models with Global Highways Magazine for industry-related discussion

ABOVE: SBM’s Euromix concrete plants offer high production of quality materials

production capacities ranging from 80-175m³/hour.

This enables daily peaks of up to 2,000m³ hardened concrete in solo operation, and more when two plants are combined. End www.sbm-mp.at GLOBAL HIGHWAYS 2026 VOL. 2

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BRIDGE MAINTENANCE

AEROTRUSS FOR THE MENAI BRIDGE Earlier this year, Spencer Bridge Engineering, based in Hull, northern England, started phase-two maintenance work on an iconic 200-year-old bridge that links the Welsh island of Anglesey to the northern Wales mainland, spanning the Menai Strait

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pencer Bridge Engineering has rolled out an AeroTruss underdeck bridge-inspection system during phase two of maintenance work on the 200-year-old Menai Suspension Bridge.

Earlier this year, the company, based in Hull, northern England, started phase two on the bridge that links the island of Anglesey to north Wales, spanning the Menai Strait.

To mark the bridge’s 200-year anniversary, Luke Fisher, bridges director at Spencer Bridge Engineering, represented Spencer at recent anniversary celebrations. The event brought together leading engineering institutions and industry partners to recognise the bridge’s legacy and to witness the unveiling of a commemorative plaque marking the significant milestone (see box copy, Menai Suspension Bridge).

The Spencer team has a long-standing history with the bridge, having first undertaken key works for the client, UK Highways A55, and the bridge owner, the Welsh government, in 2020. They were then appointed to replace 73 concrete footway panels on the approach spans of the bridge.

Since then, Spencer Bridge Engineering has carried out two further projects on the bridge: the installation of emergency failsafes in January 2023. The first phase of the most recent maintenance and repair works was completed in November 2024, during which 168 of the bridge’s 208 hangers were successfully replaced.

The second phase of essential maintenance consists of six key packages. The first package of works involves the repair and maintenance of concrete corbels beneath the bridge’s approach spans, where corrosion of the internal steel reinforcement has been identified.

The majority of corbel repairs were completed in 2025 using non-intrusive methods to minimise risk.

Global Highways Magazine for industry-related discussion

TOP: Spencer Bridge Engineering is using its bespoke modular movingaccess system, called AeroTruss, for the first time on the Menai Strait Bridge, a 200-year-old structure in Wales (image courtesy Spencer Bridge Engineering) BELOW: The encapsulation system is called Speedy Curtain and allows for work to continue up to a wind speed of 20m/second, around 72.5kph (image courtesy AeroTruss)

During phase two, 15 corbels require repair, involving the careful removal of concrete to enable the repair or replacement of existing steel reinforcement. Once these works are complete, the team will move on to the parapet refurbishment. This involves installing access systems to allow sections of the parapet to be removed for off-site repair and repainting, before reinstatement.

The project will then move on to the most significant package, underdeck painting, during which Spencer will use its bespoke modular movingaccess system, called AeroTruss, for the first time.

The system has been designed and developed by its in-house team to enable safe and efficient underdeck access for all painting and structural repair tasks.

Use of the AeroTruss system, specially made for Spencer over a three-year development period, also marks the re-start of phase-two work. According to Wales Online news website, Spencer had hoped to use its AeroTruss system for the phase-two works that were to start in March last year. However, phase two was delayed until last summer because of procurement and licensing issues.

GLOBAL HIGHWAYS 2026 VOL. 2

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BRIDGE MAINTENANCE

After only weeks of work phase two was halted when faulty nuts and bolts were found on the bridge’s underdeck in October. Meanwhile, the completed section of the AeroTruss system lay covered in storage at Port Penrhyn, near the city of Bangor on the north Wales coast.

Thankfully, issues have been resolved and the sections were readied and recently barged along the north Wales coast, into the Menai Strait and hoisted into place under the bridge deck. Two bearing platforms have been installed at the towers of the bridge, alongside two painting platforms that will move along the deck.

Spencer says that the introduction of AeroTruss on the Menai Suspension Bridge demonstrates how bespoke access innovation can significantly enhance the delivery of complex maintenance works. It is a standard solution for rapid deployment on bridges and structures for temporary and permanent works.

AeroTruss can reduce installation time, minimise structural loading and provide continuous, controlled access beneath the deck. The system enables works to be carried out more efficiently while maintaining the highest safety standards.

Fisher explains that using the AeroTruss on a landmark structure of this significance underlines the capability of the system as a modern alternative to traditional access methods on complex bridge projects. The maximum span is 50m. The person payload is 400kg/m² and the grit payload is 25kg/m².

“The system provides a number of innovative features that are of particular benefit to this project,” he said.

“Once installed, the platforms have an integrated encapsulation system that allows the work area to be rapidly sealed to provide [workers with] an environment suitable for blasting and painting operations, retaining dust and debris within the platform. This is particularly important when working over the Menai Strait.”

The encapsulation system is called Speedy Curtain and allows for work to continue up to a wind speed of 20m/second, around 72.5kph.

Tom Inglis, project manager at Spencer Bridge Engineering, notes that phase two is complex and has needed detailed planning to sequence the operations to mitigate disruption for bridge users.

“During the planning phase, we managed to develop our methodologies, including AeroTruss, to eliminate the need for traffic management for most of the programme. Once working on the underdeck, bridge users will be unaware of our presence, despite us undertaking significant construction operations below their feet,” he says. End https://thespencergroup.co.uk https://aerotruss.co.uk Established in 1989 by Charlie Spencer - now the executive chairman - Spencer Group works across the UK’s rail network, maintaining suspension and multispan bridges and providing materials-handling and bulk-storage solutions. The group’s specialist in-house teams for bridge, rail, building and civil engineering work collaboratively with clients, asset owners, maintainers and operators, as well as third-party stakeholders.



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Multi-functional truss nodes: AeroTruss can reduce installation time, minimise structural loading and provide continuous controlled access beneath the deck (image courtesy AeroTruss)

AeroTruss explained AeroTruss is a lightweight, aerodynamically efficient access system, built from a range of standard components which can be configured to any shape or size.

Once installed, it provides superior access for inspections and maintenance work in demanding environments. Unlike scaffolding - which requires weekly inspections - AeroTruss needs inspections only every six months.

The system is configured for both static and moving applications, easily adaptable to any bridge geometry, for any inspection or maintenance requirements. A fully integrated Speedy Curtain encapsulation system is capable of rapid draw back in high-wind-speed events.

AeroTruss enhances safety and environmental control by containing debris and contaminants during works, such as grit blasting and painting. It is manufactured from high-strength structural aluminium with robust bolted connections and a tensioned curtain system ensures structural rigidity, reducing movement and risk during operation.

Menai Suspension Bridge The 417m-long and 12m-wide Menai Suspension Bridge was designed by Scottish engineer Thomas Telford who founded and became the first president of the UK’s Institution of Civil Engineers. He was president for 14 years until his death at the age of 77 in 1834. Construction of the stone and cast-iron bridge started in 1819 and it was finally opened in 1826. It reduced the 36-hour journey time from London to Holyhead by nine hours.

The bridge has five piers and a 31m

clearance of the strait. There are seven arches and, at 176m, the bridge had the longest span between its towers in the world when it opened. In 1893 the wooden deck was replaced by steel and between 1938 and 1940 the original iron chains were replaced by steel ones. It now carries the A5, the London to Holyhead road, and has been designated a Grade 1 listed structure by the UK government, meaning it is a structure of particular architectural or historical interest deserving special protection.

Extended features & latest digital content globalhighways.com

DEMOLITION & RECYCLING

MAXIMISING DEMOLITION New demolition attachments are helping contractors to maximise productivity onsite

A

wide array of new demolition tools are now coming to market, suiting multiple tasks. Meanwhile, firms are also improving existing products or offering improved support and warranties. The latest demolition attachments will help contractors deliver work more efficiently.

These units can be utilised for a range of tasks from breaking to material sizing and processing.

Suited for crushing and screening demolition material onsite, the new tool from Allu is said to be reliable and productive. The firm says that the unit is even able to handle material that would typically cause slowdowns and rejections. It can be used on sites featuring limited space to process materials including reinforced concrete, bricks and asphalt.

Ideal for use on excavators in the 25-45tonne range, the unit is even able to process feed material

ABOVE: The new bucket crusher from Allu can process difficult materials, including reinforced concrete

containing rebar. The bucket is equipped with a changeable counter-blade setup that allows output sizes ranging from either 0-50mm or 0-100mm. The bucket can process up to 100tonnes/hour and has a maximum feed size of 300mm.

CRUSHING DUO

MB Crusher demolition pulverizer and crusher bucket.

Demolish. Crush. Recycle.

Scan for the full range of attachments MBCRUSHER.COM

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GLOBAL HIGHWAYS 2026 VOL. 2

41

DEMOLITION & RECYCLING

Epiroc is offering the extended warranty on certain excavator attachments that are equipped with the firm’s HATCON system, the digital telematics module allowing real-time monitoring of operating data. These units will be delivered with an extended warranty covering 36 months or up to 3,000 hours depending on product range, whichever occurs first. The warranty applies to Epiroc Combi Cutters, Concrete Busters, Bulk and Demolition Pulverizers and Hydraulic Compactors. It also includes all transverse drum cutters and V Cutters manufactured

by Epiroc and Erkat, provided they are equipped with the HATCON system.

Epiroc InSite is an integrated digital support platform, offering insight into attachment performance. The system provides transparency into operating hours, load and utilisation patterns and required service intervals. The system assists operators and fleet managers with maintenance planning, early issue detection, and improved cost predictability.

From Italian firm Indeco comes a powerful and productive IDC crusher unit. The IDC 70 is the largest tool in Indeco’s primary demolition crusher line-up and is said to deliver a high power-to-weight ratio, as well as long working life.

The unit has a maximum working pressure of 350bar. With its maximum jaw opening of 1800mm, jaw depth of 1300mm, width of 610mm and a cutter blade depth of 200mm, the IDC70 can be used for challenging demolition works, even at height on

RIGHT: Epiroc is confident in the reliability of its demolition tools and is now offering an extended warranty for units fitted with the firm’s HATCON telematics system

NORTH AMERICAN EDITION

Digital editions and eNewsletters will now include dedicated North American content in addition to all of the Global Highways regular content 42

GLOBAL HIGHWAYS 2026 VOL. 2

Extended features & latest digital content globalhighways.com

DEMOLITION & RECYCLING

LEFT: According to Indeco, its new IDC primary crusher offers high output and reliability

a long reach machine. The unit features full 360° rotation with its dual motor as well as steel protection for the piston rods and Indecobite interchangeable teeth. The machine body is made of special extrastrength HARDOX alloy steel to eliminate any flexing under heavy use.

ABOVE: The crusher unit from MB Crusher can boost utilisation for skid-steer loaders and bucket compact tracked loaders onsite

Ensuring full connectivity, the Indeconnect system uses 4G technology for a wireless link to the network.

Operators can connect with a cloud-based web platform from mobile devices, via an app or from a PC. The package allows operators to view data transmitted in real time by each installed device, including working hours, working position, hydraulic oil temperature, ambient temperature and GPS position.

Also from Italy, MB Crusher says that its new rock crusher attachment suits use with skid-steer loaders

SELF-LEVELING COLD PLANERS Over 20 models available, with milling widths from 250 to 2000 mm

IF

YOU WORK ON THE ROAD, YOU KNOW THE ANSWER

Independent left/right depth adjustment Self-leveling system for constant milling depth Integrated water system for effective dust suppression Hydraulic side-shift, ideal for flush-to-wall milling Floating transverse inclination for milling along curbs Made for those who work outside every day.

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GLOBAL HIGHWAYS 2026 VOL. 2

Extended features & latest digital content globalhighways.com

DEMOLITION & RECYCLING

or compact tracked loaders. The MB-T150 is the first attachment from the firm that is designed specifically for use with skid-steer loaders or compact tracked loaders.

According to MB Crusher, skid-steer loaders or compact tracked loaders are used widely for secondary tasks onsite but may be unused for long periods.. When not used, the skid-steer loaders or compact tracked loaders can sit idle until needed.

The advantage of this new rock crusher attachment is that it allows the site manager to boost utilisation of skid-steer loaders or compact tracked loaders.

Instead of standing unused, these machines can now be employed for mineral-sizing duties. The product can then be used for fill or sub-base layers, without having to transport and process material off-site, saving time fuel, and manpower. The MB-T150 can be fitted onto a skid steer in just a few minutes and can rotate 360 degrees while pulverising material.

Continuing the Italian connection, Simex says that its ART 1000 attachment provides an effective solution for the rapid, effective and sustainable repair of minor road damage. This planing system can be fitted to machines such as skid-steer loaders, compact tracked loaders or compact wheeled loaders to carry out quick surface repairs. The material produced can then be collected for use as RAP in asphalt production.

The firm says that its proven ART 1000 is now ready for widespread adoption, both in the Italian market and internationally, offering a concrete

Global Highways Magazine for industry-related discussion

ABOVE: The new attachment from Simex offers speedy road repairs while providing finely ground material suitable for recycling into asphalt

response to the growing demand for efficient and environmentally responsible road-maintenance and materials-recycling solutions. End www.allu.net www.epiroc.com www.indeco.it www.mbcrusher.com www.simex.it

GLOBAL HIGHWAYS 2026 VOL. 2

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UTILITY MACHINES

SPRING 2026 IS EXCAVATOR TIME

Spring has sprung and Wacker Neuson is presenting three new mini excavators in the two-tonne class as well as a remote-controlled trench roller and two battery-operated trowels.

W

BELOW:: From left to right, the ET18, ET20 and ET25 mini excavators from Wacker Neuson have a configuration that is tailored to the diverse requirements of everyday construction-site work, combining compact dimensions with high performance

features a combined radio and infrared remotecontrol system. While the radio signal ensures stable data transmission between the roller and the remote control, the infrared system continuously monitors the direct line of sight.

This ensures greater safety for the operator and other people on the construction site. If this is interrupted - for example, in deep or winding trenches, behind buildings or around corners - the machine stops automatically.

All control functions are in the hands of the operator and an LED display provides information about running time, maintenance and diagnostics. The patented return-to-centre function automatically resets the roller to straight travel, without any operator intervention. This ensures consistent compaction results, especially in long trenches as well as in pipeline- and utilityconstruction applications.

The trench roller's large fuel tank allows longer operating intervals for continuous compaction work without refuelling. The drive motor and the vibration system integrated into the drum body are configured to be maintenance-free for the first 1,000 operating hours and, together with optimised service access, help to keep downtime to a minimum on demanding infrastructure-construction sites.

In the area of trowels, Wacker Neuson is expanding its product range with two new electric models that are battery-operated. The company said that both are characterised by their ease of use and their running time of one working day. This enables concrete smoothing in the interior of a building, for example on floor slabs in industrial halls or parking garages, without local exhaust emissions. End www.wackerneuson.com

© Wacker Neuson SE

acker Neuson says that its new mini excavators, ET18, ET20 and ET25, are a “technically redesigned generation” in the two-tonne class. The focus of development has been on versatile application areas, efficient work performance and a high level of operating comfort in daily construction-site use.

The company says that a key selling point in this class is the parallel auxiliary control circuits.

They can be selected and operated at the touch of a button on the joystick without the need for manual switching. High working efficiency is a decisive factor in everyday work, even when performing several movements simultaneously, and the mini excavators can be controlled smoothly and precisely. If an operator wishes to dig shafts or work precisely along existing edges, the control unit adopted from larger excavator models provides intuitive and sensitive control.

Standard components include a hydraulicly telescoping travel gear with a minimum track width of 990mm for the ET18 and ET20, or 1100mm for the ET25 for confined access roads. If an application on slopes or along curbs is required, the upper carriage on all three models can be positioned vertically thanks to the optional VDS (vertical digging system) continuously variable upper carriage tilt. When changing between attachments such as backhoe buckets, trench clearing buckets or hydraulic hammers, set-up time is reduced because of the integrated quick-change function with two-button operation and pressure release.

With the new remote-controlled RT trench roller, Wacker Neuson said it is setting new standards in safety, ease of use and efficiency. The roller complies with the European Standard EN 474 and

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Extended features & latest digital content globalhighways.com

UTILITY MACHINES

Ammann’s ARR 1585-2 Ammann has launched the latest addition to its skidsteer trench-roller lineup, the all-wheel drive ARR 1585-2.

Unlike traditional articulated steer trench rollers, the ARR 1585-2 is equipped with four independent drive motors – one for every drum side – that deliver unmatched power, traction and manoeuvrability.

This configuration enables 360° on-the-spot turning capability, similar to that of a compact skid-steer loader.

The result is exceptional agility, especially in confined or hard-to-reach areas where traditional trench rollers struggle. Operators can make precise adjustments and turn effortlessly in tight spaces.

The machine’s centralised vibratory system, positioned between the drums, delivers uniform compaction. A high-performance, single-stage vibratory system generates powerful compaction output of 75kN with amplitude of 1.6mm. The system also provides consistent vibration frequency of 33Hz. With a reduced base operating width of just 640mm, the ARR 1585-2 fits easily into tight trenches and restricted areas. For larger or less constrained jobsites, optional drum-extension kits expand the working width to 850mm, increasing surface coverage and compaction output. This dual-width configuration allows operators to adapt quickly to changing site conditions.

ABOVE: In the trenches with Ammann’s ARR 1585-2: the machine’s centralised vibratory system, positioned between the drums, delivers uniform compaction

Traction is critical for ensuring optimal performance. That’s why the ARR 1585-2 is engineered with a robust four-motor drive system that delivers maximum traction and control across all terrains.

Another feature is its ability to reverse the rotation of the exciter. This advanced function plays a significant role in overcoming soft and muddy ground, steep gradients and other challenging terrain.nging terrains. www.ammann.com

Lingong’s rising star Since gaining full control of SDLG from Volvo Construction Equipment in 2025, Lingong has been strategising its way forward in an increasingly competitive global market.

The utility-machine brand SDLG is playing a critical part in Lingong’s ambitious expansion plans worldwide. Lingong will undertake the task of “building a new SDLG” in order to become one of the leading domestic and globally recognised major construction-machinery groups.

Five new models are leading the way. The SR800H skid-steer loader has a dual-throttle control system that supports constant power operation as well as loading, digging and other operating modes. Standard bucket capacity is 0.4m3.

The SR800H, powered by a 49.9kW Yanmar engine, is compatible with attachments such as angle brooms, snow blades and pallet forks. There is a closedcircuit hydrostatic drive with wheel-side chain drive and four-wheel drive for reliable power transfer and excellent manoeuvrability.

ABOVE: SR800H skid-steer loader

The TV1100H track skid-steer loader is powered by a Yanmar engine and also has a dual-throttle control. An integrated, enclosed ROPS cab with ventilation and heating has a high-back air-suspension seat, a seven-inch LCD touchscreen display, a multi-function, electronic-control joystick and keypad interface with selectable work

Global Highways Magazine for industry-related discussion

modes. There is also one-touch start and auto start-stop for convenient operation.

The compact STR1000H stand-on skidsteer loader has a turbocharged Kubota D902-T engine and a quick-attach coupler for rapid changeover of attachments on site. The 250mm-wide tracks and an overall width of less than 915mm make it ideal for close-quarter operation on urban-road sites.

In the utility all-terrain sector, the U113H has a CAT three-cylinder engine with hydrostatic transmission. The front axle uses a limited-slip differential to reduce wheel slip and power loss. The rear axle features an in-housing differential lock activated by an electronic foot pedal and automatically disengages when released, preventing drivetrain damage from missed resets.

Meanwhile, the U203HEV electric utility all-terrain vehicle has a 20kW electric motor with two-stage transmission that delivers both high torque and high travel speed. A 24kWh traction battery supports long-range operation. There is a limited-slip differential on the front axle and a rear axle with a differential lock. The rear lock is activated by an electronic foot pedal and provides an alert when engaged. Releasing the pedal disengages the lock to prevent drivetrain damage.

www.sdlg.com

GLOBAL HIGHWAYS 2026 VOL. 2

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SMART. SAFE. SUSTAINABLE. THE WORLD’S LEADING EVENTS ON MOBILITY & TRAFFIC TECHNOLOGY

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EQUIPMENT

PRODUCTIVE RAMMER FROM AMMANN Ammann claims that its new ATR59 and ATR66 rammers offers high power and productivity.

These machines also feature extra low hand/arm vibration levels, suiting them to longer periods of use by site personnel.

Replacing the ATR60 and ATR68, the new ATR59 and ATR66 models are said to be easier to use. Improved features include new gearboxes and a better centre of gravity for both units, making them easier to handle and manoeuvre. Ergonomics have also been upgraded, ensuring that operators can work with the units for longer and with greater ease.

The Honda engines operate at lower rpm, making them smoother in operation, reducing fuel consumption and working noise, as well as emissions.

Other improved features include a redesigned air filter and tougher and more long-lasting components. www.ammann.com

Bobcat claims class-leading performance for its latest compact tracked loader

Class-leading tracked loader

ABOVE: Ammann claims safe and productive compaction can be achieved with its new rammer models

The Bobcat MT120 mini track loader is a leader in its class for lift height and reach according to the firm. This new model delivers heavy-lifting performance and high value with low overall cost of ownership.

The machine has a 545kg-rated operating capacity and is said to have a best-in-class lift height and reach at 2.24m. Key features include easy-to-operate pilot controls and a low maintenance design with reduced daily upkeep, as well as premium features at a highly competitive price.

At just 914mm-wide with

standard tracks, the MT120 delivers big performance in tight spaces, while its smooth, precise pilot controls and premium ride-on platform make working easier. With low maintenance needs and ease of servicing, the Bobcat MT120 is also said to offer low ownership costs over the long term.

The MT120 can achieve fast travel speeds of up to 7.5km/h in forward and reverse and weighs in at 1.7tonnes. Durable, reliable and compact, the MT120 can continue working on an array of tough site duties.

www.bobcat.com

Versatile attachments from Simex Simex is offering an array of improved, versatile hydraulic attachments that deliver increased performance. The next-generation VSE TORNADO range of screening buckets allows users to optimise material-separation onsite, even on wet ground. The units feature two or three shafts with star-shaped elements, increasing material swirling and performance. Six models are available, suiting use with mini and midi excavators from 1.5-10tonnes.

The VSE TORNADO buckets feature a patented quick-replacement system for the shafts, allowing the entire shaft or individual elements to be replaced quickly. This reduces downtime and maximises performance. The buckets can be equipped with polyurethane or steel tools, suiting use with different materials.

The firm’s TF double-drum cutter heads ensure high precision and

Simex says its VSE TORNADO screening buckets are productive and also versatile, being able to handle a variety of materials

Global Highways Magazine for industry-related discussion

productivity when creating trenches, profiling rock or concrete walls, performing tunnel maintenance or working in quarries. They also deliver superior performance in situations where traditional systems are not effective and percussion tools have efficiency limitations. The units suit carriers weighing from 2.5-75tonnes and are heavyduty in design and construction.

The cutters operate quietly and with reduced vibrations, allowing work to be carried out without disturbance in sensitive areas such as residential zones or infrastructure sites. They also produce milled material that can be reused immediately, providing both economic and operational advantages for the jobsite.

www.simex.it

GLOBAL HIGHWAYS 2026 VOL. 2

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ONSITE

ABOVE: High-capacity hydraulic cylinders controlled by the Enerpac EVO system, supporting a Savio viaduct bridge deck RIGHT: Scaffolding in position on pier 19 of the Savio viaduct ahead of installation of Mavi seismic isolators

ACCURACY FOR BRIDGE UPGRADE Italian civil engineering company, Mavi, has used an Enerpac EVO multi-point synchronous lifting system for a bridgebearing retrofit work on the Savio viaduct of the SS3 route in Emilia-Romagna, Italy.

Operating 12 Enerpac high-tonnage, hydraulic cylinders, the EVO system has allowed Mavi to install new seismic isolators by synchronously lifting, holding and finally lowering the bridge decks.

Located above the Savio riverbed, the 1,890m-long viaduct follows the narrow, winding valley with spans ranging from 85-110m resting on piers 7-60m in height.

Retrofitting the viaduct involves replacing existing bearings with unidirectional and

multidirectional seismic isolators designed and manufactured by Mavi, and with friction pendulum isolators manufactured and supplied by another Italian company.

Working from pier to pier, Mavi used the Enerpac EVO and 600tonne-capacity cylinders to raise the two bridge deck ends resting on each pier, allowing access to the new bridge bearings. Loads at the end of each span ranged from 1,224-6,300tonnes for piers 17 and 18, and 6,600tonnes for pier 6.

The Enerpac EVO system combines highpressure hydraulics with a PLC-system to monitor and control precise movement and positioning of heavy loads. It allows a single device to control the entire lifting operation,

providing status updates at every point of the process, without the need for manual monitoring.

For the Savio viaduct project, the Enerpac EVO control unit allowed the 12 cylinders to be operated at differentiated pressures and constant volumetric rate, ensuring controlled lifts without inducing flexuraltorsional stresses to the bridge deck.

The other key EVO features for this project included the pump’s ability to read stroke sensors, allowing the computer to read exactly how high the deck has been lifted, as well as control the pressure in each jacking cylinder to ensure a synchronous lift. www.enerpac.com

Efficient materials loading with Telestack Equipment from Telestack is proving efficient for loading aggregates at Bristol Port. The facility needed to upgrade its quayside operations for loading aggregates and fines onto coaster vessels. The port aimed to increase vessel turnaround speed, lower operational costs, and minimise reliance on wheeled loaders.

Telestack supplied an integrated, threeunit mobile system. This comprised an HF 12 hopper feeder, a TL 18 link conveyor, and a TB 42 shiploader. The new system provides a direct, continuous path for material from the initial feed point on the quayside through to the vessel.

The new system achieves average loading rates of 800tonnes/hour and can handle peaks of 1,000tonnes/hour. This high-capacity transfer boosts production and reduces vessel turnaround times. The process substantially reduces the need for wheeled loaders, which lowers operational costs. The TB 42's radial and telescopic functions allow for precise vessel trimming from a single-feed position, boosting efficiency.

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GLOBAL HIGHWAYS 2026 VOL. 1

Equipment from Telestack is allowing more efficient ship loading at Bristol Port

The system incorporates extensive dustsuppression measures, including an overband magnet to remove tramp metal, dust covers on all conveyors, a spray bar, and a rubber sock chute to ensure clean loading. The

reduction in machine traffic on the quayside also boosts safety. The mobility of each unit also allows the equipment to be adapted for different materials or berth configurations.

www.telestack.com

Extended features & latest digital content globalhighways.com

SKIDMARKS

"Our Skidmarks page is highly rated by readers. Your input could help make this page even more entertaining. If you come across any amusing road-related stories, pictures or videos, email me at mwoof@ropl.com"

Mike Woof

TOO YOUNG

Police in New South Wales, Australia, were shocked when they spotted a car being driven on a motorway at night with a child apparently at the wheel.

Officers stopped the car and realised that a nine-year-old child was indeed steering the car while sitting on the lap of an adult, who was working the pedals. The man was charged with a series of traffic offences, including the fact that the child was not wearing a seatbelt. The man explained that he had been feeling tired, which was why he allowed the child to steer the car.

JUST DON’T DRIVE

A shocking 6,234 people in the UK have been caught multiple times for drink driving offences. And the UK’s worst drink driver has been caught over the limit for alcohol no less than six times in the last six years, including being caught twice in 2024. The person has been banned from driving on every single one of those five times, but has continued to

drive nonetheless. A further three people have been caught drink driving on five occasions over the last six years, while 32 people have been caught drink driving on four occasions in the last six years. Given that these repeat offenders show no remorse over the danger that they pose to others on the road, it does beg the question of how they can be prevented from driving. Alcolocks have been suggested as one way of helping to reduce the risk of repeat offenders getting behind the wheel while over the limit.

THREE WHEELER

A man in the UK has been banned from driving after being caught by police under the influence of a combination of drink and drugs. Police were alerted to the offence when he was spotted driving his Mercedes car down the busy M1 motorway, despite the fact that it only had three wheels following a collision earlier in his trip. Another driver in the UK was banned after he fell asleep for 20

was felled by the kangaroo, though he was not seriously hurt, luckily. How the kangaroo fared is not clear as the animal did not wait around for medical attention and instead, hopped away from the scene of the incident.

EDITOR'S P OF THE MONTHHOTO Yo u can’t park ther e, mate!

minutes while driving on the M4 motorway at night. He had been driving at speeds of up to 160km/h beforehand, considerably in excess of the speed limit. When he fell asleep due to tiredness, his car drew to a halt in the middle lane of the three. Other drivers were more alert, luckily, and nobody was injured.

ROO’D AWAKENING

Cyclists competing in a race event in Australia had a short, sharp shock recently when a kangaroo cut across the peloton. One of the cyclists

TOO FAST

A driver in the UK has been banned following a crash in his hugely expensive McLaren hypercar.

The man was driving along the A12 route when he lost control and collided with an RV. Both vehicles were wrecked, though those involved in the crash only suffered minor injuries.

The man was banned from driving for six months, having rejected the offer of a driverimprovement course instead.

He will have time to consider his options and no doubt will see a jump in his insurance costs that will outweigh the fine he had to pay. The costly McLaren car was beyond repair.

Runaway runway

CLICK OR SCAN QR CODE TO WATCH VIDEO

Global Highways Magazine for industry related discussion

An unsuspecting female driver in Florida got a huge fright while driving her Toyota Camry along the I-95 highway. Unknown to her, a light aircraft suffered a serious engine fault and the pilot, realising he would be unable to reach the nearest airport, had little option but to make an emergency landing on the highway. Having to land immediately, he managed to make a safe approach but then was unable to avoid crashing onto the roof of the Toyota instead of the highway. Both pilot and driver escaped with only minor injuries, luckily. Her insurance claim for the incident is likely to make interesting reading!

GLOBAL HIGHWAYS 2026 VOL. 2

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THE AMMANN ADVANTAGE FAST STARTS PERFECT FINISHES

ROAD CONSTRUCTION AGB 6870 | ARP 95 | AXR 110-2

For additional product information and services please visit : www.ammann.com MMP-3374-00-EN | © Ammann Group