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

MICRO SURFACING Maintaining roads in a National Park

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2026 VOL. 3

DIGITAL INSIGHTS

CONTRAFLOW

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

A closer look at road safety

EDITOR, Mike Woof Mike.Woof@prime globalpublishing.com

“South Carolina, West Virginia and Maryland have more roadrelated deaths and more dangerous roads than is average in lowincome nations in the developing world.”

Editorial

Editor Mike Woof mike.woof@ primeglobalpublishing.com Deputy Editor David Arminas david.arminas@ primeglobalpublishing.com

he news that South Carolina has the worst rate of road fatalities in the US may come as no surprise to many. A pretty state in many respects, it is also subject to severe storms and poor weather at certain times of the year. And with no vehicle inspections being required, it is no wonder that many vehicles are in poor condition and at increased risk of being involved in a crash. A study of National Highway Traffic Safety Administration (NHTSA) data, carried out by the personal injury attorneys at Anidjar & Levine, revealed that South Carolina had 24.9 road-related fatalities/100,000 of population in 2023. Close behind, West Virginia was revealed as having 24.7 deaths/100,000 of population, while Maryland was in third place, with 20.7 deaths/100,000 of population. In West Virginia vehicle inspections are required every second year, while in Maryland vehicle inspections are required only when a vehicle is registered or changes owners, but not at any other time. Also in the top 10 worst US states for road deaths are Hawaii in fourth place, Arkansas in fifth, Alabama in sixth, Maine in seventh, Tennessee in eighth, Nevada in ninth and New Hampshire in 10th. California, by contrast, has amongst the safest roads in the US with 10.9 deaths/100,000 of population. To put this in perspective, South Carolina has around 10 times the rate of road fatalities/100,000 of population compared to the UK. Looking elsewhere in the world, the comparison with these US states gets worse. “Fatality rates are highest among low-income countries, at 21 deaths/100,000 population, and lowest in high-income countries, at eight deaths/100,000 population,” the World Health Organisation report on road safety from 2023 stated. “The African region has the highest fatality rate at 19 deaths/100,000 population, and the European region has the lowest fatality rate at seven deaths/100,000 population.” What this study reveals is that South Carolina, West Virginia and Maryland have more road-related deaths and more dangerous roads than is average in low-income nations in the developing world. This underlines the point that even in developed nation like the US there can still be devastatingly low levels of road safety. End

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CONTENTS 2026 VOL. 3

03 CONTRAFLOW

The US has a poor record for road safety, with South Carolina having a significant rate of crashes and road deaths.

06 NEWS

New bridge in Lesotho; Illinois highway upgrade; Gotthard Tunnel revamp; new India highway and New Zealand link road upgrade.

09 CONSTRUCTION

18 HIGHWAY AND SAFETY

Blyncsy helps improve Cape Town roads; new barriers from REBLOC; Pirelli’s novel cyber tyre; pedestrian warning in Texas; and roadmarkings report.

24 KEY PROJECT

Premium Content

32 BRIDGES AND

40 EARTHMOVING

TUNNELS

Doka playing a key role in a Danish bridge project; South Africa’s Huguenot Tunnel being upgraded; Denso’s new sealing system and PERI’s formwork in Danish tunnel.

Hyundai is now offering a novel twin axle ADT as well as new excavators, loaders and a dozer.

REPORT

Contractor VSS International is using machines from sister firm VSS to rehabilitate roads with micro surfacing at Mount Rainier National Park in the US state of Washington.

TECHNOLOGY

Topcon repairing Ghanaian road: Hitachi and Trimble deepen relationship; Hexagon’s new package; Liebherr offering Leica Geosystems package; Scanreco expanding with acquisition and Pirelli buying a stake in Univrses.

42 ENGINES AND

COMPONENTS

28 ASPHALT PAVING 14 FEDERATION NEWS

IRF Global is advancing the future of road infrastructure in 2026. The federation invites road and mobility professionals from around the world to join the IRF 2026 Annual Conference, taking place 16–18 November 2026 in Geneva, Switzerland, under the theme: “The Road Ahead: Trust, Delivery and Innovation.”

A historic race circuit in the Czech Republic has benefited from resurfacing using machines from the Wirtgen Group and technology from Topcon.

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36 BITUMEN TECHNOLOGY PMB - polymer modified bitumen - is not new but the case for its increasing use is building fast. The key is improved lifecycle performance.

Durable BKT tyres; Deutz’s new engines; Hitachi and Volvo CE developing electrics and Rehlko’s latest engine.

47 EQUIPMENT

Komatsu’s smart excavator and the new electric excavator from Develon.

48 ONSITE

Hitachi excavator used in German quarry and National Pile Croppers at Tilbury Port.

50 SKIDMARKS

Further humorous road-related stories from around the world. GLOBAL HIGHWAYS 2026 VOL. 3

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NEWS

LESOTHO’S NEW $146 MILLION BRIDGE

A new $US146.3 million bridge has been completed by a joint-venture team headed by Webuild. The Senqu Bridge is a key component of Lesotho Highlands Water Project, Africa’s largest water transfer scheme developed

by Lesotho and South Africa. The 825m bridge features a 100m central span and is an extradosed bridge, the first of its kind in Lesotho. The project was carried out despite challenging geography and weather conditions.

Breakthrough for Gotthard Tunnel The construction crew working on the new Gotthard road tunnel bore has achieved breakthrough into an area excavated previously. Using a tunnel boring machne (TBM) from German firm Herrenknecht, the workers have so far driven a 3.8-kilometre bore through challenging geological conditions. In places the rock has been extremely hard with zones featuring quartz or granite and in other stretches, it has been very brittle. The TBM broke through into a section of the northern fault zone that had been prepared earlier. This 400m stretch had been excavated using conventional methods as the rock conditions were not suitable for the TBM to operate efficiently. Maintenance work will be carried out for the 100m-long TBM before it is moved inside the tunnel to begin the next drive. The crew will then use the TBM to drive a further 4km under the Alps. Work to drive the second tube of the Gotthard Tunnel commenced in February 2025, in Göschenen in the Swiss canton of Uri. The second bore runs parallel to the original link, which opened to traffic in 1980. Once the new bore is ready for traffic, the original bore will be closed for maintenance and upgrade work.

The Senqu Bridge provides road access to the capital city, Maseru, which would otherwise have been cut off by the future reservoir for the Polihali Dam in the Drakenberg Mountains. The bridge provides a key transport link in the kingdom.

$1.04 BILLION FUNDING FOR A NEW ZEALAND EXPRESSWAY

Funding worth $US1.04 billion ($NZ1.80 billion) is helping pay for New Zealand’s Cambridge to Piarere Road of National Significance project. The new 16-kilometre extension will link the Waikato Expressway with the interchange for the SH1 and SH29 at Piarere in New Zealand’s North Island. The project includes building a new interchange close to Karpiro Road. The project is importance as it will improve transport connectivity, particularly for heavy goods vehicles, using the important SH1 route. The project is expected to cut journey times for drivers as well as reducing the incidence of crashes.

$164 MILLION ILLINOIS BRIDGE REPLACEMENT

A breakthrough has been achieved by the TBM carrying out the drive for the first stretch of the second bore of the Gotthard Road Tunnel. (Image: Herrenknecht)

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GLOBAL HIGHWAYS 2026 VOL. 3

Construction work is now underway for the new I-80 bridges spanning the Des Plaines River in Illinois in the US. Replacing the bridges is costing an estimated $US164 million. However, this is part of a wider project worth

Webuild has headed the partnership to build the new Senqu Bridge in Lesotho. (Image: Webuild)

The bridge was built by the Webuild Group as lead partner of an international joint-venture on behalf of the Lesotho Highlands Development Authority. It continues the second phase of the Lesotho Highlands Water Project.

$US1.3 billion to upgrade a stretch of I-80 in Illinois. Replacing the Des Plaines River bridges will be the most complex portion of the improvement work for I-80. And according to Illinois Department of Transportation (IDOT), the I-80 upgrade is its largest current project. The existing bridges were constructed originally in the 1960s but are no longer fit for purpose. These are being replaced with two concrete structures located 91m to the north. The new bridges will be wider are due for completion in 2028, with the old bridges then being demolished in 2029.

$2.2 BILLION KERALA-TAMIL NADU HIGHWAY, INDIA

Planning work is being carried out in India for the new highway to improve transport between Kerala State and Tamil Nadu State in South India. The project is expected to cost nearly $2.2 billion, with the work being handled in three stages. Two of the sections will be in Kerala, with the third in Tamil Nadu. When complete, NH 744 will link Kadambattukonam in Kerala with Sengottai (Shenkottai) in Tamil Nadu.

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CALL IT THE BEAST CALL IT ZX210-7 CALL IT THE RELIABLE ORANGE And from April 2027, call Hitachi Construction Machinery LANDCROS

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Beyond Existing Limits: 12 Million Wheel Passes When standard road markings reach their limits — what comes next? The answer: SWARCOPLAST G601. This perfectly balanced MMA-based road marking system stands out with its proven performance. Even after an endurance test of 12 million wheel passes, retroreflection clearly surpassed EN 1436 for the R5 and RW5 performance classes. The use of premix-embedded SWARCO SOLIDPLUS reflective glass beads enables long-lasting visibility, reduced maintenance frequency and fewer traffic disruptions. Future-proof and purpose-built for roads worldwide. SWARCO | The Better Way. Every Day.

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CONSTRUCTION TECHNOLOGY

PIRELLI’S SMART MOVE Pirelli has invested in Univrses, taking a 30 per cent stake and integrating Univrses’ aritifical intelligence (AI)-based computer vision systems. The investment will enable Univrses to continue its global scaling, including entry to the North American market. Univrses is a Stockholm-based deep tech company developing computer vision and AI technologies for autonomy and infrastructure intelligence. The company supports authorities at all levels across Europe - including Sweden’s Trafikverket, National Highways in England, as well as Dutch government ministries and agencies, and the EU - to deliver highfidelity infrastructure intelligence. The technology provides authorities with continuous, scalable road monitoring that shifts asset management from reactive to proactive and reduces costs and CO2 emissions.

ABOVE A technology move for Pirelli will help deliver infrastructure intelligence. (Image: Pirelli)

This technology provides local governments and road authorities real-time visibility into their operational networks, helping them plan maintenance, allocate resources, and respond to issues more effectively. The technology will allow more effective resource deployment, reducing crashes and saving lives as well as ensuring infrastructure quality is optimised. Univrses’ 3DAI technologies will be integrated into Pirelli’s Cyber Tyre system solutions. The combination of the technologies developed by Univrses and Pirelli will deliver timely, relevant and actionable data, seamlessly, for a range of road management use cases. Pirelli: www.pirelli.com Univrses: www.univrses.com

Safe roads in Hawaii Technology from Blyncsy is helping the Hawaii Department of Transportation (Hawaii DOT) spot roadway damage faster, prioritise repairs, and keep drivers safe. Blyncsy is being used by the Hawaii DOT as part of its Eyes on the Road programme. This initiative driven by the Hawaii DOT in partnership with The University of Hawaii to improve roadway safety in the state, which has a poor record for crashes. The Eyes on the Road project provides 1000 free high-resolution dash cameras to Hawaii residents to install in their vehicles, to improve roadway conditions and keep the roads safe. The cameras record video automatically as residents drive each day. The collected crowd-sourced imagery captures road safety issues such as guardrail damage, vegetation encroachment,

debris on the road or along the shoulder, and other roadway hazards. The footage is uploaded to the cloud through a cellular connection and then automatically analysed using machine learning algorithms and advanced artificial intelligence (AI) analytics from Bentley’s Blyncsy, anonymously. Blyncsy transforms dash camera footage and other roadway imagery into actionable insights. It automatically detects and reports on the condition of critical transportation assets, enabling transportation agencies to prioritise maintenance and improve safety. In the Eyes on the Road programme, Blyncsy is used to identify and report roadway issues to Hawaii DOT in near real time, allowing maintenance crews to address and rectify these issues swiftly, ensuring that roads are kept safe.

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“Our crews have been working with Blyncsy to refine the machine learning algorithms to amplify our efforts to efficiently maintain our transportation infrastructure,” Hawaii Department of Transportation director Ed Sniffen said. “The Eyes on the Road programme will give us the information we need to get to damaged facilities quickly.” Bentley Systems senior director of Transportation AI Mark Pittman said the company’s goal was to provide real-time visibility. “By combining AI and machine learning analytics with dash cam imagery, we are helping Hawaii DOT move from reactive to proactive maintenance to reduce risk, lower costs, and save lives,” he said. Bentley Systems: www.bentley.com

ABOVE Using Blyncsy technology will enable Hawaii DOT to address road defects quickly and efficiently. (Image: Rey'z/ Shutterstock.com)

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CONSTRUCTION TECHNOLOGY LEFT Hexagon has said that its latest Multivista Hub package can help to unify construction workflows. (Image: Hexagon)

Hexagon’s workflow tool Hexagon has said that its new Multivista Hub package can help to unify construction workflows. This tool unifies capture, create, analyse workflows in one connected system and is said to reduce fragmentation across construction projects. The new hub simplifies access to project data through a single login and dashboard, helping teams work more efficiently across workflows. The new analyse capabilities and the Point Cloud Viewer are claimed to expand the

scalable Multivista platform for connected construction insights. Hexagon brought together several of its architecture, engineering, construction, and operations (AECO) brands under the Multivista brand and this launch represents a advancement for workflow integration. The Hexagon Multivista Hub allows customers to access project data without switching tools or managing multiple entry points, so teams can work more efficiently on projects. This benefit aligns

with Hexagon Mutlvista’s commitment to simplifying its customers’ workflows at every stage of construction. “Hexagon Multivista Hub empowers construction teams with a unified, futureready foundation,” Hexagon Multivista, Construction Software and Services Division president Luis Pascual said. “It’s modern, scalable, reduces fragmentation, and reflects how our customers work today while preparing them for what’s next.”

The Multivista Hub provides centralised access to capture projects, while additional capabilities, including analyse workflows and enterprise-grade SOC 2 compliance, will be added over time. In addition, the firm is now offering the new Point Cloud Viewer within Hexagon Multivista Documentation Software (MDS), powered by Hexagon GeoCloud. This replaces the previous viewer system and enables users to interact directly with high-fidelity reality data and is delivered independently of the Hexagon Multivista Hub. The Analyze Hub has also been introduced to help clients view their progress reporting and deviation analysis data and act upon their capture and create data. Hexagon: www.hexagon.com

NEW DEAL FOR TRIMBLE AND HITACHI Trimble and Hitachi Construction Machinery Europe (HCME) are expanding their collaboration. This will deliver the Trimble Earthworks 3D grade control platform and Trimble WorksManager software directly to European customers through HCME’s dealer network. As a result, Hitachi excavators

can now be ordered from HCME equipped with full Trimble Earthworks 3D functionality. This offers customers a factory-integrated solution and will enable HCME to supply integration of Trimble’s grade control solution for excavators directly to customers in Europe. “Giving customers across Europe direct access to Hitachi

BELOW Customers for Hitachi in Europe will be able to order digital technology from Trimble on construction machines

Hitachi and Trimble have signed an agreement. (Image: Hitachi)

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excavators equipped with full Trimble Earthworks functionality offers additional flexibility in how construction companies can purchase, utilise and access training, service and support for Trimble technology,” said Trimble vice president for civil construction Scott Crozier said. “We are fully committed to making it as easy as possible for contractors around the world to integrate Trimble technology into their workflows.” In addition to the earthworks functionality, qualifying Hitachi dealers will also provide Trimble WorksManager software for excavators to customers in Europe. Trimble WorksManager connects the office and the field and is a key element of Trimble’s site management portfolio.

It allows operators to remotely send construction-ready models, manage onsite devices and machines, and troubleshoot issues to maintain productivity. “By collaborating with Trimble, we’re giving our European customers a seamless, dealer-backed path to precision construction, with the proven performance of Hitachi excavators,” HCME president and chief executive officer Francesco Quaranta said. “Our focus is simple. Faster setups, fewer reworks and better outcomes on every job.” Hitachi excavators equipped with Trimble Earthworks 3D grade control will begin to be delivered in select European countries in the second half of 2026. HCME: www.hcme.com Trimble: www.trimble.com

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CONSTRUCTION TECHNOLOGY

LIEBHERR OFFERING NEW TECHNOLOGY

iebherr is now integrating the sensor chain from Leica Geosystems across the Generation 8 wheeled and crawler excavators in the factory as standard. per default. This is an extension of their existing collaboration. The new solution is available exfactory, providing contractors with immediate productivity benefits and a clear upgrade path to advanced 3D machine control. The integrated sensor chain from Leica Geosystems will serve as the foundation for Liebherr’s machine control guidance systems. It includes weighing systems and bucket fill assist, while delivering 2D through the Liebherr in-cab display. The 3D machine control system from Leica Geosystems is available as an option at the factory or as a later aftermarket upgrade. “By integrating Leica Geosystems’ technology at the factory level, together

with Liebherr, we are delivering a streamlined ownership experience, from ordering and commissioning to operator training and long-term support, while giving contractors confidence that their machines are ready for today’s jobs and tomorrow’s demands,” Hexagon machine control division president Martin Verdurmen said. Most of the new G8 mobile and crawler excavators will feature Leica Geosystems’ 2D

machine control as standard, eliminating the need for aftermarket installation post equipment purchase and reducing machine downtime. The solution combines Liebherr’s operator interface with Leica Geosystems’ proven 2D user experience for setup and calibration. Customers can specify their G8 machines with 3D-ready or full 3D machine control options, including semiautomatic features, directly from the factory.

These options include dual GNSS configurations and Leica MC1 3D technology. Ordering 3D-ready ex-factory ensures seamless future upgrades without additional machine downtime. Production is scheduled to begin this spring, with first deliveries expected shortly thereafter. Leica: www.leicageosystems.com BELOW Liebherr is now offering machine control systems from Leica Geosystems as standard from the factory. (Image: Liebherr)

Scanreco expands through acquisition Scanreco is acquiring CrossControl, a supplier of display computers and vehicle computing solutions for offhighway machines. The combined group will have approximately 600 employees and annual revenue of around SEK 1.4 billion, with sales from more than 100 countries globally. The acquisition brings together two complementary technology domains, remote control and onboard human machnine interface (HMI) and vehicle computing. The joint product portfolio includes remote control

solutions, on-board displays, vehicle computers, and machine control solutions for a wide range of applications. This delivers a modular, open, and scalable software platform that supports original equipment manufacturers (OEMs) with digitalisation. The software platform will enable unified development across machine models and applications for building connected, data-driven, and automated solutions. Combining these capabilities within a single technology partner reduces integration complexity, enables more

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unified and brand-specific user experiences, and creates a stronger foundation for the software-defined machine. Both companies are global providers rooted in a Swedish innovative engineering culture. This built through entrepreneurial drive, deep machine application knowledge and partnerships with some of the world’s leading OEMs. “Machine control and HMI are becoming more strategic to OEMs as software, connectivity and intelligence take on a greater role,” Scanreco chief executive officer Peter Lageson said.

“By combining onboard and remote solutions with intuitive HMIs and strong computing capabilities, we help OEMs build machines that are more capable, more productive and ready for the future.” In mobile machinery applications, the operator’s role is shifting from direct machine control toward supervision, planning and interaction with stakeholders across the value chain. In this context, machine system complexity needs to be abstracted to an operatorfriendly level – putting usability and ease of operation first.

GLOBAL HIGHWAYS 2026 VOL. 3

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CONSTRUCTION TECHNOLOGY

GHANA’S IMPROVED PORT LINK Work to a 64-kilometre section of highway in Ghana will help improve transport from the Port of Tema, located to the east of capital Accra. Handling round 80 per cent of Ghana’s seaborne trade, the Port of Tema is also one of the largest ports in West Africa. However, Ghana’s Eastern Corridor has proven unable to cope with the increased traffic volumes, which is why a $US297 million project is underway to improve a stretch of the route. The section between Ashaiman Roundabout and Akosombo Junction is being upgraded, with the work benefiting from some of the latest technology. The reconstruction of this section of the Eastern Corridor is demanding, more so as it is the primary connection between the Port of Tema and Ghana’s northern regions, meaning construction has to be carried out while traffic continues to use the route. The road is being upgraded so that instead of a single lane in either direction, it will have at least two lanes in either direction. In some stretches, the road will also have three lanes in either direction. But space to work is limited along much of the road, with the combination of live traffic and varying ground conditions making it more of a challenge to maintain accuracy, sequencing and safety. Ensuring work is to grade along a long, narrow and heavily used corridor has required precise control of earthworks and paving. The need to minimise reworking and material waste has been heightened by the logistical challenges of moving machinery and aggregates through busy sections. Ensuring quality across the full length of the project, despite the changing terrain and tight working windows, has been a major engineering challenge. To maximise productivity, safety, and accuracy, contractor Inzag is using sophisticated digital construction technology from Topcon Positioning Systems. Topcon worked with Inzag to integrate systems into the project’s workflow, providing a continuous digital thread from design through to

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grading and paving. Two graders were equipped with Topcon’s mmGPS technology to deliver the millimetre level accuracy required for earthworks and concrete applications. Topcon’s SmoothRide road resurfacing solution was used across the paving workflow, combining 3D design data with GNSS positioning to maintain surface quality and laying speed, even in areas where traffic flow and working space were tightly constrained. For the survey team, the shift to a fully digital workflow has been transformative. Inzag surveyor José Pinto said it had a positive impact on day to day operations. “The accuracy we achieve with mmGPS has changed the way we work. It gives us confidence in every measurement, even in difficult conditions, and it reduces the time we spend checking and rechecking levels. It allows us to focus on progress rather than corrections,” he said. Topcon’s specialists, including Luca Nocentini, have been deeply involved in on site installation, configuration and operator training. “Our goal is always to empower the contractor, not just equip them,” Nocentini said. “Topcon understands the realities of delivering a project of this scale,” Inzag project manager José Teles said. “Their technology gives us the precision we need, but it’s the consistency of their support that truly makes the difference. They don’t just provide solutions but are also on hand for any additional support.” Teams have embraced this new approach to working quickly and effectively. When completed in late 2029, the upgraded corridor will ease congestion around Ashaiman, reduce travel times between Tema and the northern regions, and improve the reliability of freight movement into Burkina Faso, reinforcing Ghana’s position as a regional trade hub. Topcon Positioning Systems: www.topconpositioning.com

BELOW The use of technology from Topcon is helping make road construction more efficient for a key project in Ghana. (Image: Topcon)

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ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

IRF Global: advancing the future of road infrastructure through knowledge, innovation, and partnerships

s the road sector faces unprecedented challenges, from ageing infrastructure and climate resilience to digital transformation and road safety, international collaboration has never been more important. Road agencies, ministries, operators, consultants, contractors, and technology providers across every continent are seeking practical solutions that can improve performance, enhance safety, and maximise the value of infrastructure investments and support the long-term future of the global roads sector.

For 78 years, the International Road Federation (IRF Global) has served as a platform connecting these stakeholders and supporting the development of safer, smarter, and more sustainable road networks. The IRF Global’s activities extend far beyond traditional knowledge sharing. Through programmes, executive seminars, technical training courses, international forums, and strategic partnerships, the federation continues to help bridge the gap between policy, innovation, and implementation.

Road safety remains a priority

IRF Global remains committed to supporting the objectives of the United Nations’ Decade of Action for Road Safety through targeted training, policy dialogue, and knowledge exchange initiatives. Road safety audits, safe system implementation, vulnerable road user protection, speed management, and infrastructure safety assessments remain key areas of focus across the federation’s activities. The growing recognition that infrastructure design plays a critical role in preventing crashes has reinforced the need for stronger technical capacity among road authorities and engineering professionals. Through its global network of experts and practitioners, IRF Global continues to promote evidence-based approaches that contribute to safer mobility systems worldwide.

Despite significant progress in many countries, road traffic crashes continue to represent one of the world’s most pressing public health and development challenges.

Image: Prime Global Publishing)

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IRF Global advocates for the roads sector. (Image: IRF Global)

Embracing digital transformation and artificial intelligence Artificial Intelligence (AI) has emerged as one of the most significant technological developments affecting the transport sector today. From automated pavement condition assessments and predictive maintenance to traffic management and incident detection, AI applications are rapidly moving from pilot projects to operational deployment. Recognising this shift, IRF Global has increasingly incorporated AI-focused discussions into its conferences, executive programmes, and technical workshops. The objective is not only to showcase emerging technologies, but also to help road agencies understand how innovation can be integrated

into existing organisational structures, procurement processes, and decisionmaking frameworks.

Strengthening partnerships for stronger outcomes The challenges facing the road sector are global, but solutions often emerge through collaboration. IRF Global continues to work closely with ministries, road administrations, development institutions, academia, and industry leaders to facilitate dialogue and share best practices across regions. These partnerships help ensure that successful approaches developed in one market can be adapted and applied elsewhere. By bringing together policymakers, engineers, researchers, and business

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ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

(image: IRF Global)

leaders and industry professionals, IRF Global creates opportunities for meaningful exchanges that support innovation and long-term development within the sector for a strong future.

A global agenda for 2026 As IRF Global celebrates its 78th anniversary, the federation continues to expand its international program of events in 2026.

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These events will bring together transportation leaders, road authorities, infrastructure operators, researchers, and technology providers from around the world. The federation’s regional engagement will continue through the 13th IRF Caribbean Regional Congress in Georgetown, Guyana; the 7th IRF Latin America Regional Congress and Exhibition in Mendoza, Argentina; the 4th IRF Europe and Central Asia Regional Congress and Exhibition in Tbilisi, Georgia; and the 6th IRF Asia-Pacific Regional Congress, held in conjunction with the 13th Malaysian Road Conference and Exhibition in Kuala Lumpur, Malaysia. The event calendar for 2026

will conclude with the 9th IRF Global R2T Conference and Exhibition in San Francisco, California, bringing together transportation innovators, infrastructure leaders, and technology providers to explore the solutions shaping the global future of mobility and transportation infrastructure.

Join the global road community As the transportation sector continues to evolve and develop, the value of a strong international professional network becomes increasingly important for all stakeholders. Learn more about IRF Global’s activities, events, and membership opportunities at www.IRF.global.

GLOBAL HIGHWAYS 2026 VOL.3

15/6/2026 9:11 am

ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

Join the global conversation shaping the future of roads at the IRF 2026 Annual Conference Explore the Programme. Connect with Global Leaders. Register Early.

he global road sector is entering a defining period. Expectations are rising for all stakeholders within the sector, infrastructure systems are under increasing pressure and the need for practical, future-ready solutions has never been greater. Against this backdrop, the International Road Federation (IRF) invites road and mobility professionals from around the world to join the IRF 2026 Annual Conference which is taking place 16–18 November in Geneva, Switzerland. This year’s theme is: “The Road Ahead: trust, delivery and innovation.”

Over three days, the conference will bring together policymakers, road authorities, infrastructure operators, investors, technical experts, development partners and private sector leaders. Together, they will address how the road sector can deliver safer, greener, more resilient and futureready systems in a rapidly changing world. The IRF 2026 Annual Conference is designed as a practical forum for decisionmakers and practitioners seeking solutions that can be applied in real-world settings.

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Designed to meet the sector’s most pressing challenges The 2026 programme is structured around three themes that reflect the challenges facing road agencies, governments and industry today.

Day one The conference opens by examining one of the sector’s most important priorities: rebuilding and strengthening public trust in transport infrastructure. Sessions will explore how roads can be designed to better serve users, improve safety

outcomes and demonstrate measurable value. Discussions will focus on inclusive infrastructure, safer roads, resilience in practice and difficult questions surrounding future road funding models. Featured discussions include: • Designing roads for everyone: exploring how infrastructure can better serve pedestrians, cyclists, rural communities, persons with disabilities and underserved populations; • Safer roads for all: understanding what the evidence tells us, and what we can do next including practical interventions that

Extended features & latest digital content globalhighways.com

15/6/2026 9:10 am

ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

LEFT The schedule for the IRF 2026 Annual Conference. (Image: IRF)

improve safety and protect vulnerable users; • Future roads funding: How we can address the growing funding gap, and other key issues including road user charging, financial sustainability and public acceptability.

Day two The second day focuses on implementation. This will explore on how road authorities and practitioners are translating commitments into measurable outcomes. Sessions will examine how resilience strategies are being delivered on the ground, how circularity and sustainability can be embedded into infrastructure projects, and how digital tools are reshaping maintenance and asset management. Participants can expect practical insights on: • Climate-resilient infrastructure and adaptation strategies; • Greening road projects

through procurement, design and materials choices; • Predictive and performancebased maintenance models; • New approaches to managing long-term infrastructure performance. A dedicated Agency Executives Roundtable will also bring together senior leaders to discuss the priorities for delivering roads during the UN Decade of Sustainable Transport (2026–2035).

Day three The final day turns to technologies shaping tomorrow’s systems. From automation and artificial intelligence to digital twins and smarter traffic management, discussions will focus on how innovation can move from pilots to practical solutions for safer, more efficient mobility. Sessions will cover: • Preparing roads for automation; • Digital roads: Developing smarter traffic operations;

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• Digital roads: building safer traffic systems; • How technology is changing behaviour on the road; • Digital infrastructure delivery. The conference concludes with the IRF Awards Ceremony, recognising outstanding leadership, innovation and achievement across the international road sector.

• A strategic understanding of policies and technologies reshaping the sector. Whether you are involved in planning, engineering, financing, operations, safety or innovation, the programme is designed to deliver actionable knowledge relevant to today’s infrastructure challenges in the global roads sector.

Why attend?

The IRF 2026 Annual Conference offers more than high-level discussion. It provides access to: • Practical case studies and applied solutions from around the world; • Senior decision-makers from governments, road authorities and international organisations; • Technical insights on funding, resilience, road safety, digitalisation and sustainability; • Opportunities to build partnerships and exchange expertise;

Participants are encouraged to take advantage of early bird registration, offering significant savings. IRF members also benefit from discounted registration fees, making participation more accessible for organisations and professionals seeking value from international engagement. With strong interest expected, early registration is recommended for access to one of the sector’s leading international gatherings. Join us in Geneva and be part of the conversation shaping the future of roads.

GLOBAL HIGHWAYS 2026 VOL.3

15/6/2026 9:10 am

HIGHWAYS MANAGEMENT AND SAFETY

ROAD MARKINGS

UK drivers on the edge A survey and report by the UK’s Road Safety Markings Association shows the extent to which drivers avoid roads at night due to visibility worries.

he UK’s Road Safety Markings Association’s (RSMA) recent whitepaper, ‘No Margin for Error: How Edge Lines Impact Safety and Rural Economies’, showed a reluctance by drivers to travel on roads with poor edge markings. More than a fifth of drivers responding to the survey said they avoid roads at night at least once a week due to visibility worries. The survey from the RSMA suggests that this avoidance relates to 41 per cent of those aged 18–24. For drivers under 35, this increases to 33 per cent and has reached 67 per cent in the past six months, showing the impact of inadequate road markings on younger drivers’ daily lives. The survey, which informed the RSMA’s recent whitepaper, polled 2000 drivers across the UK. The research was prompted by questions over whether simply marking roads with white edge lines could improve safety. The RSMA said the survey’s results suggest that poor road markings have the biggest impact on rural communities and businesses. About 45 per cent of drivers have avoided using rural roads in the past six months due to visibility worries. Meanwhile, 36 per cent of drivers have chosen not to visit rural businesses in the past six months because of poor visibility. This rises to 59 per cent for drivers under 35. This suggests that footfall-dependent rural businesses, such as retail and hospitality, will feel this avoidance more strongly than most. Almost three quarters (73 per cent) of UK drivers agreed that they feel safer on roads where edge lines

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ABOVE The absence of visual markings deters people from driving on rural roads at night, especially younger drivers. (Image: Abdul Rahman/Dreamstime)

were present and 67 per cent would be more willing to drive at night on rural roads if those lines were there. Drivers also reported that edge lines have a bigger impact than other safety measures such as reducing speed limits (51 per cent) and introducing speed humps (40 per cent). Road Safety Markings Association chief executive officer Rob Shearing said while edge lines are not necessarily the first road-safety solution that springs to mind for local authorities, there is clearly a strong demand for them from drivers. “These results show clearly that the absence of this critical visual deters people from driving on rural roads and roads at night, especially younger drivers. The next generation of drivers need to be confident in navigating any road at any time of the day, and it's clear they currently aren’t,” he said. Shearing said issues regarding poor visibility can be rectified by getting the basics right. He said road markings should be refreshed regularly, with an emphasis on rural roads that are seeing the highest avoidance levels from drivers. “We know local authorities are cash-strapped, but we also know that the cost of applying edge lines is far less than for other safety enhancing measures,” he said. “If we are serious about maintaining road safety, saving businesses and, above all, lives, edge lines can no longer be overlooked." The ‘No Margin for Error: How Edge Lines Impact Safety and Rural Economies’ whitepaper can be downloaded from the association’s website. RMSA: www.rsma.co.uk Extended features & latest digital content globalhighways.com

15/6/2026 9:09 am

HIGHWAYS MANAGEMENT & SAFETY

HIGHWAY ASSET MONITORING

Pirelli and Univrses in Cyber Tyre hook-up Univrses’ 3DAI technologies will be integrated into Pirelli’s Cyber Tyre system to collect data for monitoring road surfaces.

entley Systems has partnered with the Department of Infrastructure in the Western Cape government to implement its artificial intelligence (AI)-powered Blyncsy technology across sections of provincial roads. Pirelli and Swedish company Univrses have agreed to integrate 3DAI technologies into the Pirelli Cyber Tyre system of AI-based computer-vision technologies. Under the agreement, Pirelli has acquired a 30 per cent stake in Univrses, with the option to reach a majority stake. Meanwhile, Univrses’ 3DAI technologies will be integrated into Pirelli’s Cyber Tyre system solutions. The companies said the combination of the technologies will deliver vehicles that are safer and better performing. They will also have potential applications in ADAS – advanced driver-assistance systems – as well as autonomous driving systems, and will seamlessly deliver timely, relevant and actionable data for a range of road-management uses. Insights will enable road authorities to make better decisions and deploy resources more effectively which could reduce road-related accidents. The technologies permit the use of onboard cameras and tyres to collect data that provides vital feedback on road conditions. Pirelli said its Cyber Tyre is the world’s first integrated hardware and software system capable of collecting data from sensors inside the tyres. The system will then process the information collected using Pirelli’s proprietary software and algorithms and communicate in real time with the vehicle’s electronics and with the cloud. This, in turn, will enhance the carsafety systems. Founded in 2015, Univrses is a Stockholm-based company specialising in computer vision and AI that

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“The collaboration between Pirelli and Univrses will make a significant contribution to the ongoing transformation of cars into true software-defined vehicles.” Andrea Casaluci Pirelli chief executive

BELOW Tread wisely: technology from Univrses and Pirelli is helping road agencies monitor the condition of highways. (Image: Toby Parsons/Dreamstime)

was originally developed to provide cars with the ability to make sense of their surroundings. The technology has now been adapted to turn vehicles into AI-enabled road-monitoring agents. The company’s 3DAI platform transforms regular vehicles into sophisticated sensors, providing realtime infrastructure data to help road authorities and automotive partners operate more effectively and safely. Univrses’ 3DAI engine gives autonomous vehicles perception capability via 3D positioning, 3D mapping and spatial deep learning. It digitises city and roadside infrastructure, fed by data from sensors such as cameras installed on vehicles. A project is already underway in Italy. In 2025, Pirelli and the Puglia Regional authority launched a monitoring system for the road network to create an up-to-date map of infrastructure conditions. The system provides analyses based on data collected by tyres and processed through the Cyber Tyre platform, together with visual data collected via cameras and interpreted using Univrses technology. Andrea Casaluci, Pirelli chief executive, said the agreement with Univrses further enhances Pirelli’s Cyber Tyre platform, thanks to advanced AI-based artificial vision technologies. “The collaboration between Pirelli and Univrses will make a significant contribution to the ongoing transformation of cars into true software-defined vehicles,” he said. Univrses chief executive Jonathan Selbie said continuous monitoring and data are becoming the foundation for infrastructure asset management. “In this context, we are pleased to welcome Pirelli as an investor and to take our partnership to the next level. We will join forces to deliver increasingly advanced services and products,” he said. Univrses transforms raw sensor data from cameras integrated into regular vehicles into actionable insights on road conditions, traffic signs, street lighting, roadworks and other public assets. Over the past seven years, Univrses has worked with leading vehicle manufacturers to develop advanced AD/ADAS functionality, with its software already integrated into flagship models from several global brands. By adapting this core technology for road assessment, the company now supports authorities at all levels across Europe – including Sweden’s road agency, Trafikverket, and the National Highways agency in England – to deliver high-fidelity infrastructure intelligence. Univrses: www.univrses.com Pirelli: www.pirelli.com GLOBAL HIGHWAYS 2026 VOL.3

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HIGHWAYS MANAGEMENT AND SAFETY

SAFETY BARRIERS

The case for precastconcrete barriers

A significant number of bridges and road structures worldwide are increasingly in need of refurbishment to maintain safe use. REBLOC makes the case for installing precast-concrete vehicle-restraint barriers when upgrading and renovating these structures.

any bridges and tunnels were built at a time when traffic volumes and vehicle weights were considerably lower. Today, however, increasing traffic and heavier vehicles are increasingly affecting many structures that are reaching or have already exceeded their capacity and limits. While bridges and tunnels are essential to a modern transport network, they can be the cause of major bottlenecks. Limited space, a lack of alternative routes and often no emergency exits increase the potential for disruption. Crashes and other incidents on bridges and in tunnels have severe consequences because emergency-response measures are more difficult to maintain and roll out during the emergency. A frequently underestimated issue in tunnels is the lack of wall protection; a collision with an unprotected tunnel wall is equivalent to impacting a rigid structure. Despite this fact, plenty of tunnel sections worldwide have no vehicle-restraint systems in place. For bridges, meanwhile, traffic volumes have risen sharply over recent decades. Vehicles have become larger and heavier, placing additional strain, particularly on bridge structures. Infrastructure has deteriorated, which requires more maintenance and repair. Infrastructure operators are, therefore, under considerable pressure to rehabilitate critical structures before weight or traffic-volume restrictions are needed to maintain safety and avoid further deterioration of the bridge structure itself. Maintenance and repair work is technically complex and has far-reaching implications. Construction sites on bridges and tunnels frequently lead to significant traffic delays, congestion and rerouted traffic. Reliable safety solutions are needed to reduce or mitigate these problems. Tested precast-concrete safety barriers have proven to be especially suitable in these environments. Tested in accordance with EN 1317 and MASH, REBLOC’s precast-concrete safety barriers are a perfect fit for these applications. With containment levels ranging from T3 to H4b (EN 1317) and TL3 to TL5 (MASH), they cover a wide spectrum of traffic scenarios and vehicle fleets ranging from passenger cars to heavy-goods vehicles.

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BELOW In tunnels or on bridges, precast barriers can be installed and removed quickly, making them ideal for temporary traffic management. (Image: REBLOC)

Compact design is key. This offers the barriers an extremely narrow system width, requiring minimal space yet providing a reliable containment performance. Slim design allows at least one traffic lane to remain open during construction phases. Another advantage of precast-concrete safety barriers is their high flexibility. Their modular design means they can be installed regardless of time of day, weather conditions or season. This enables rapid adjustments and significantly reduces downtime. Free-standing, precast-concrete safety-barrier systems can be installed on bridges without extensive structural disruption. As anchoring options are often limited by design, solutions that function with minimal or no anchoring are required. At the same time, these systems require only small working widths, a major advantage in confined spaces. In tunnels, precast-concrete safety barriers also demonstrate maximum containment performance with minimal space requirements. Variants installed directly against the tunnel wall are particularly suitable for protecting drivers from a direct collision with the interior walls of a tunnel. Precast barriers can also be installed and removed quickly, ideal for temporary traffic management. In the event of damage to a barrier, individual elements can be replaced quickly and swiftly without dismantling larger sections. This reduces repair times and allows for the rapid restoration of traffic safety. In short, modular vehicle-restraint systems made from precast concrete make an important contribution to bridge and tunnel safety. They combine reliable, high-level protection with minimal space requirements and rapid installation, enhancing safety without disrupting traffic flow. REBLOC www.rebloc.com

Extended features & latest digital content globalhighways.com

15/7/2026 9:31 am

HIGHWAYS MANAGEMENT AND SAFETY

ROAD SURFACE MONITORING

Blyncsy monitoring for Western Cape

Bentley System’s data-driven approach directly supports South Africa’s Roads4U campaign and the Western Cape Infrastructure Framework 2050 programme, which prioritises innovation and strategic partnerships to maximise the transport budget.

entley Systems has partnered with the Department of Infrastructure in the Western Cape government to implement its artificial intelligence (AI)-powered Blyncsy technology across sections of provincial roads. Blyncsy will monitor around 5,000km of strategic roads, using AI to combat maintenance backlogs and enhance climate resilience. This initiative, a first for Blyncsy on the African continent, will use automated computer vision to detect critical infrastructure issues. Bentley said that by deploying Blyncsy, an offering within its asset-analytics portfolio, the department is moving toward a future-proofed acceleration agenda. The technology uses crowdsourced dash-camera imagery and machine learning to automatically identify damaged guardrails, missing street signs, faulty streetlights and debris. Crucially, the system can monitor vegetation encroachment, a key factor in maintaining visibility and preventing road obstructions during the province’s frequent storm cycles.

ABOVE The technology uses crowdsourced dash-camera imagery and machine learning to automatically identify damaged guardrails, missing street signs, faulty streetlights and debris. (Image: Bentley Systems)

The Department of Infrastructure’s Roads4U app allows residents to report various infrastructure defects such as road-surface damage, faulty traffic signals and faded signage. It aims to enhance the province's road network by leveraging real-time data and citizen collaboration. Future updates will include a broadcast feature that provides all app users with real-time notifications on road closures and other important events. Key features of Roads4U include intuitive reporting where the app automatically pins the exact GPS location of a reported defect to ensure accuracy. Users can upload photos and add detailed descriptions to assist repair teams. They will also receive status updates from the technical teams on their reports. Each report is assigned a unique reference number, allowing users to track the progress of their report if they don’t receive feedback through the app in time. Bentley Systems: www.bentley.com

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GLOBAL HIGHWAYS 2026 VOL.3

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HIGHWAYS MANAGEMENT & SAFETY

PEDESTRIAN SAFETY

Texas pedestrian early-warning LiDAR devices will be installed at crosswalks between intersections and integrated with existing stop signs throughout a region in the US state of Texas.

pilot project recently received around $US1.75 million in funding from the US Department of Transportation to address pedestrian-involved and failure-to-yield crashes. The project, led by researchers from the Edward E. Whitacre Jr. College of Engineering at Texas Tech University, hopes to provide real-time warnings. The funding comes at a time when pedestrian deaths nationwide have risen by 50 per cent since 2014, as reported by the US National Highway Traffic Safety Administration. Pedestrian-involved and failure-to-yield crashes are especially pronounced in rural areas where roads are poorly lit at night. In addition, designated crosswalks can be spread far apart or not present at all and traffic can be infrequent and move at higher speeds than in urban or suburban areas. The Texas Department of Transportation (TxDOT) reported that 772 pedestrians died on Texas roads in 2024. While this is a slight decrease from the 808 pedestrian deaths reported in 2023, it’s still an increase of nearly 60 per cent since 2014. Failing to yield the right-of-way was identified as a major factor for severe and fatal crashes for both pedestrians and drivers, especially in West Texas. The project is co-led by Hongchao Liu, professor in the department of civil, environmental and construction engineering, and Changzhi Li, associate academic dean of research and graduate programmes in electrical and computer engineering. The team will evaluate a real-time warning and data-collection system that uses light detection and ranging – LiDAR – technology to address pedestrianinvolved and failure-to-yield crashes. The city of Lubbock, with a population of around 260,000, will serve as a representative example of rural and semi-rural West Texas. Since 2016, Lubbock has seen pedestrian-involved crashes increase by more than 40 per cent and failure-to-yield crashes increase by more than 22 per cent. The LiDAR devices will be installed at crosswalks between intersections and integrated with existing stop signs at select high-risk intersections located

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ABOVE Failing to yield the rightof-way was identified as a major factor for severe and fatal crashes for both pedestrians and drivers, especially in west Texas. (Image: Ying Feng Johansson/Dreamstime)

throughout the South Plains Association of Governments (SPAG) region. This includes Lubbock County and 14 surrounding counties. Along with LiDAR-based hardware, the system will use algorithms designed for processing point cloud data on-site and structuring decision-making frameworks. Data will be collected every tenth of a second when the devices are active which should allow for real-time warnings. Rural highways differ from urban roadways in several ways. On rural roads, the infrastructure is updated far less frequently, lighting can be sparse and the travel speeds are considerably higher. These factors create more severe safety risks for both pedestrians and drivers. While lights on signals and signs can initially be effective at capturing a driver’s attention and lead to more cautious driving, the longterm effects tell a different story. “TxDOT reports after about six months people become used to the lights and start ignoring the signs,” Liu said. In comparison, the team’s devices would provide an additional layer of protection by delivering real-time warnings when potential hazards are detected ahead at a specific moment. Liu said radar will also be evaluated because the devices will need to cover a range between 300 metres and 400 metres, roughly a quarter of a mile, at high-speed corridors. The devices will always be on; however, they will automatically trigger a flashing light to warn drivers only when a pedestrian, another vehicle or other potential hazard is detected. “This way, people will realise that when the sign is flashing they have to be careful because pedestrians are present or traffic is approaching,” Liu said. “Psychologically, this works quite differently.” The devices will also collect and analyse data, creating a dashboard tool for the SPAG counties. It is hoped this can offer officials access to data on pedestrian-involved and failure-to-yield crashes more quickly and provide trends and predictive analysis. Edward E. Whitacre Jr. College of Engineering, Texas Tech University: www.depts.ttu.edu/coe Extended features & latest digital content globalhighways.com

15/6/2026 10:59 am

COMPREHENSIVE ROAD ASSESSMENT AT TRAFFIC SPEED.

We deliver the essential, continuous data needed to accurately evaluate the structural integrity and surface condition of your entire road network. The iPAVe empowers global partners to move from estimation to factual decisions, optimizing resources and ensuring long-term road safety and sustainability.

Reach out to us to discuss your pavement assessment requirements

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+91 9392987841 india@arrbsystems.com

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15/6/2026 9:09 am

Premium Content

KEY PROJECT REPORT

Environmentallysensitive

REPAIRS The use of micro surfacing equipment is allowing environmentally-sensitive road repairs in a highly protected area.

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Extended features & latest digital content globalhighways.com

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KEY PROJECT REPORT

All of the micro surfacing work was carried out in a single lift.

Global Highways Magazine for industry-related discussion

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he Mount Rainier National Park in the US is a highly protected area in Washington State, with strict regulations on what can and cannot be carried out within its area. Popular with tourists, the park attracts many visitors every year, although the site can be challenging and present hazards even to those experienced with the conditions. Covering some 95,660 hectares, the area was awarded national park status in 1899, making it the fifth such in the US. Mount Rainier, for which the park is named, is a 4392-metre active volcano, the highest peak in the Cascades Mountain Range and in Washington State. The mountain is monitored continuously, as it is considered one of the most dangerous volcanoes anywhere in the world due to its level of activity and the potential threat it poses to the surrounding area. As is sometimes the case for volcanic areas, the park provides an impressive habitat for nature and is known for its wide diversity that includes forest areas, glaciers and an array of animals, birds, insects and plant life. Popular with lovers of nature as well as hikers and climbers, the park is accessed by numerous roads, with the highest point accessible by car located at an altitude of nearly 2000m. However, with an extensive network at such an altitude, maintenance of the roads has presented an ongoing challenge for the authorities running the park. The combination of high altitude, low winter temperatures and heavy snowfalls at times has meant the roads have had to be monitored carefully to ensure they are in good condition. And because of the remote location, any damage to roads could present serious safety hazards to those entering the park. To ensure access across the park could be optimised, the authorities decided to bring in specialist help to deliver the necessary road maintenance works. Preventing any small cracks in the existing road surface from propagating and becoming large cracks or potholes provided one consideration. Another priority factor was to ensure skid resistance was sufficient to allow for safe driving conditions, something of high importance in a national park with many remote areas and where any driver’s loss of control could prove even more dangerous than in more conventional locations. The solution was to use proven micro surfacing techniques. And the US Federal Highways Administration has a long history of successful performance of micro surfacing in US national parks. A contract worth nearly $US7.7 million was awarded for the project to maintain the park’s road network. VSS International won the package of works to carry out the micro surfacing job using its own equipment, while a team of other specialists was brought in to carry out specific tasks. Quality control was carried out by Asphalt Testing Services, while patch paving was handled by Puget Paving & Construction, road striping was carried out by Pavement Surface Control, crack sealing by BCV and traffic control by Advance Government Services. VSS International vice president for construction Matt Ferguson said that using micro surfacing technology at the Mount Rainier site provided a practical solution for road upgrading. “They’re hours away from resources,” he said. GLOBAL HIGHWAYS 2026 VOL.3

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KEY PROJECT REPORT

VSS ©

Ferguson said that the road crew were working a long way away from any hot mix plants that would have been able to supply asphalt on a cost-competitive basis. This fact alone would have made a conventional asphalt paving operation extremely costly and also complex in terms of logistics. He said that micro surfacing provided a more logical solution on this basis and “saves them a lot of money”. Using micro surfacing also allowed a greater distance to be resurfaced in less time than using conventional milling and paving to refurbish the road surface. The time factor was highly important. “When you’re doing micro surfacing in a national park, you’re saving months,” Ferguson said. Work started in mid-May 2025 and was completed by the end of September 2025. In addition to the micro surfacing, the project included pavement repairs, crack sealing and striping replacement, which was handled by the other specialist firms in the team.

ABOVE: The contracting team had to meet strict environmental requirements when entering the Mount Rainier National Park.

BELOW: Caution was used to eliminate the risk of any environmental harm to sensitive areas.

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There were major environmental benefits from employing micro surfacing in this application, a key reason that the authorities chose this option. Sending a series of asphalt shipments in tipper trucks through the national park would have been highly undesirable from an environmental perspective. This was something the park authorities wished to avoid, both to prevent disturbance to any wildlife and also to cut diesel particulate emissions in a sensitive location. There were other advantages. Micro surfacing can provide a long working life for road rehabilitation, as long as the materials are specified correctly to best suit the location and conditions and high-quality methods are used for application. Ferguson said that a 10-year working life can typically be expected for micro surfacing in most applications and the technology has shown it can last far longer in some instances. Reed Family Companies chief executive officer Jeff Reed said both Type 3 and Type 2 micro surfacing layers were used for the project in different areas of the park, according to need. The Type 3 micro surfacing was placed on the main roadways throughout the park, due to its larger size and thicker application rate. Meanwhile, the Type 2 micro surfacing was used in the parking areas and minor roadways, due to its smoother finish and also for its aesthetic qualities. Reed said that to provide an improved surface the firm laid around 900 tonnes of the Type 2 micro surfacing and just over 5500 tonnes of Type 3 micro surfacing. Approximately 50 kilometres of mainline Type 3 micro surfacing was laid , and 154,700m2 of Type 2 micro surfacing in parking lots, campgrounds and minor roadways. And the company applied micro surfacing up to the Paradise welcome centre parking lot, at around 1800m. Extended features & latest digital content globalhighways.com

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KEY PROJECT REPORT The size of the park, the remoteness of some of the road sections and the altitude all presented challenges in terms of logistics for the contracting team. Reed said the materials were shipped and stored in a variety of stockpile locations throughout the project. But some of the stockpile sites used were small and did not have a lot of space for storage. This required the road crew to manage the supply and use of materials scrupulously, with daily deliveries that had to be placed and used within a day. Working in a national park meant that the contractors had to meet strict environmental restrictions. This applied to all aspects of the operation and Reed said VSS had to make sure all of the materials were contained within the stockpile areas and that nothing was spilled off the roadways. Most of the mainline work was for lanes approximately 3.96m-wide and the firm used a variable width box for the job, manufactured by sister company VSS Macropaver. Different equipment was used for the contract. Reed said the Type 3 micro surfacing material used on the roadways was placed using a VSS Macropaver CR continuous machine. Meanwhile, the Type 2 surfacing was placed using VSS Macropaver 12-EX truck-mounted machine. Reed said all of the micro surfacing was put down in a single lift. The Type 3 was placed using approximately 10.6– 11.37 kilograms per square metre (kg/m2), reflecting the need for more material to cope with the higher stresses of vehicle traffic for the roadway application. Meanwhile, the Type 2 was placed at approximately 6.4–6.85kg/m2 due to the lesser need for such quantities because of the lower stresses imposed by vehicles in the parking areas. VSS Macropaver vice president and general manager Doug Hogue said the sophisticated design of the VSS machines ensured precision and quality. An onboard computer system ensures material quantities remain constant, no matter the travel speed of the machine speed. The computer also means the driver no longer has to keep adjusting the equipment to ensure the correct mix ratio is maintained as this task is carried out automatically. In addition to simplifying the task for the operator, this means that the quality of the surface laid is maximised. Using micro surfacing provides an even surface with good skid-resistance properties. The technology extends the life of an existing road surface and is highly suitable for road rehabilitation, as long as the underlying road structure has no major issues. The conditions in the Mount Rainier National Park do present challenges for road improvement works. But despite the tough winter climate at this highaltitude site, the firm is confident in its micro surfacing solution proving long-lived. “We’ve seen multi-layer systems perform just as well as milling and paving,” Ferguson said. Although Mount Rainier is a very demanding test for a micro surfacing application, Reed said the expectation is that the new wearing surface will last for at least 8–10 years. End VSS International: www.slurry.com Global Highways Magazine for industry-related discussion

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There were major environmental benefits from employing micro surfacing in this sensitive site. (Images: VSS International)

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ASPHALT PAVING

Resurfacing a Czech racetrack

Sophisticated road machinery from the Wirtgen Group has been used for resurfacing a Czech racetrack.

igh productivity has helped deliver a new racetrack surface within a tight timeframe. The contractor, STRABAG, used no fewer than six Vögele machines, racing against the clock to resurface the entire 5.4km Automotodrom Brno circuit in just four weeks. Located in the Czech Republic, the Masaryk Circuit has a history dating back to 1930 and has been the scene for many events. The current circuit opened in 1987 but the facility owners realised that a revamp of the track surface was required both to ensure racers could attain the highest speeds in safely. Due to the heavy schedule of events planned at the facility, the resurfacing project deadline specified resurfacing of the entire 5.4km circuit in just four weeks. International racetracks have stringent requirements with regard to evenness, grip, homogeneous texture and resistance to spilled fuel. The aim is to ensure maximum grip and consistent smoothness of the surface as this can help maintain safety for motorcycle riders or car racing drivers who will be travelling at extremely high speeds. The project for the 5.4km Masaryk Circuit required the resurfacing of the entire racetrack. The three SUPER 1800-3i pavers and three MT 3000-2i Standard material feeders from Vögele were used to pave a 25mm binder course and a 40mm wearing course over the track, with widths ranging from 15–17m on various stretches of the circuit. Apart from the strict specifications for the asphalt mix and the paving process, the team managed by

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TOP: To maximise productivity, the three Vögele pavers were teamed up with three Vögele material feeders by the contractor, STRABAG. (Image: Wirtgen Group)

David Tejkal, construction manager at general contractor STRABAG, faced another challenge. “We had a strict deadline: the track had to be handed over two months before the Grand Prix,” Tejkal said. This meant a preparation period of just four weeks. It was also only possible to work during the day, so a team of 55 had to be on site every day. “The tight schedule demanded precise coordination between everyone involved, as well as absolutely reliable, high-performance machine technology,” Tejkal said. The first step was finding a suitable mix for the asphalt able to deliver a track surface ensuring maximum grip, higher speeds and greater safety. “We defined and agreed upon project-specific specifications for all raw materials, the asphalt mix formula, processes and quality assurance measures with the FIM [Fédération Internationale de Motocyclisme], and monitored their implementation on the project site,” Mario Peiker, managing director and technical director of Hart Consult International, said. Any deviation from the specification could impact performance and safety. The special asphalt was produced in a Benninghoven BA 4000 asphalt mixing plant, which is operated jointly by Brnenska Obalovna and STRABAG. The sophisticated Smart Weighing System from Benninghoven is an advanced, smart dosing technology with no sensors that can dose with Extended features & latest digital content globalhighways.com

15/6/2026 9:0 am

ASPHALT PAVING

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: AeroTruss)

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ASPHALT PAVING

A historic racing circuit efficiency. It operates reliably under varying conditions such as fluctuating temperatures or differing proportions of virgin material. The system reacts to the flow of material in real time, delivering the necessary conditions for managing the formula precisely. The Smart Weighing System was valuable for ensuring tight formula tolerances. But in order to be able to use the system, it was necessary to integrate Benninghoven’s latest version of the BLS 4 mixing plant control system in the existing BA 4000 plant. To meet the quality requirements, the special asphalt had to be paved without interruptions and without loss of temperature. Carefully coordinated

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Above: The supercharged W125 Mercedes racing car of 1937 could develop 475kW and hit speeds of more than 300km/h. (Image: Wirestock/ Dreamstime.com) BELOW: The Mazaryk track has been used for racing since the 1930s and still hosts historic racing events. (Image: Zabrodsky/ Dreamstime.com)

The Masaryk racetrack near Brno in the Czech Republic has a long history, dating back to 1930. It was named after the first president of Czechoslovakia, Tomáš Garrigue Masaryk. The original circuit measured over 29km in length, with racing carried out anti-clockwise on public roads closed for events. Even longer than the original 28km clockwise route for Germany’s notorious Nürburgring, racing on the Masaryk circuit would have been extremely gruelling in its original layout. Grand Prix races were held from 1930–37, attracting some of the top teams, including those from German Auto Union and Mercedes. The supercharged German cars were developing as much as 475kW by 1937 and topped 300km/h. Driving these cars was incredibly physical by modern standards as they had heavy controls for brakes, gears, clutch and accelerator, combined with a lack of any power steering. Nor were they safe, as they had no roll bars, seat belts or safety protection of any sort for the drivers, who would be wearing cotton overalls, a leather helmet and goggles. The skinny tyres would not compare with modern rubber for grip while the stopping power of the drum brakes would have faded after a few laps of the Masaryk circuit. Many of the public roads that made up parts of the early circuit are still in use and can be driven on by the public today, including the distinctive switchback on the north side of the route that would have been treacherous at speed. Car dealerships, an industrial area and a cement plant are now located at the original start and finish line and pits. The route was revised and shortened in 1949 when racing restarted after WWII. It was revised and shortened again in 1965 and once more in 1975. In 1987 the present, purposebuilt, track was opened, inside the original public road circuit.

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ASPHALT PAVING

logistics ensured thermally-insulated trucks delivered the asphalt mix directly to three Vögele MT 3000 2i Standard material feeders. They took on the load and continuously conveyed material to the three Vögele pavers. The sensor-controlled conveyor belt heating of the material feeders ensured that the asphalt arrived at the pavers without any heat loss. Paving itself used the hot-to-hot method to achieve a seamless surface. The high shear forces on the racetrack during races would otherwise very soon force open any seams or joints. The three SUPER 1800 3i road pavers worked in parallel in a slightly staggered formation, paving strip to strip across the full track width of 15–17m. Hot-to-hot paving enabled optimum bonding and a water-impermeable, stable and durable track surface. For precise adherence to the required longitudinal evenness, the paving team used the Vögele automated grade and slope control system in combination with the Big MultiPlex Ski. Three multi-cell sonic sensors mounted on the bracket system scanned the sub-base of the levelling course and the surface layer at several points simultaneously. The automated grade and slope control system used these measurements to calculate a mean value over the entire measuring range, and was therefore able to compensate for unevenness, even in the case of elongated irregularities. The AB 500 TV extending screed and the tamper bar and vibration compacting systems ensured a high degree of pre-

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TOP: Sportscar racing and motorcycle racing feature heavily in the events held at the Automotodrom Brno circuit. (Image: Zabrodsky/ Dreamstime. com)

compaction that led to the realisation of particularly high surface quality. Despite the challenging time frame, the project was completed on schedule. In just four weeks, close to 14,000 tonnes of asphalt mix was paved at the Automotodrom Brno circuit. End Wirtgen: www.wirtgen-group.com

GLOBAL HIGHWAYS 2026 VOL.3

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BRIDGES AND TUNNELS

Doka advances Storstrøm Bridge

The Storstrøm Bridge will be Denmark’s third-longest bridge and has a strategic role - together with the Fehmarnbelt Fixed Link also under construction - by forming a continuous connection between Scandinavia and Central Europe.

ith the construction of the 3.8 kilometre-long Storstrøm Bridge, Denmark is modernising a key section of the Scandinavian road and rail network. To ensure safe and stable progress under complex geometrical and environmental conditions, Doka is supporting the project with an integrated formwork and shoring concept. The systems are designed to deliver predictable workflows across all critical execution stages. The Storstrøm Bridge - now officially called the Dronning Margrethe II Bridge - replaces the existing Storstrøm crossing between the islands of Zealand and Falster and which opened in 1937. The new bridge will be Denmark’s third-longest bridge and has a strategic role within a high-capacity north-south transport corridor. Together with the Fehmarnbelt Fixed Link also under construction - it forms part of a continuous connection between Scandinavia and Central Europe, supporting cross-border passenger and freight transport by road and rail. “The Storstrøm Bridge project demanded a concept that could adapt precisely and easily to changing geometries while withstanding high wind loads,” Itinera project manager Aurelia Penza said. “Doka’s engineering approach provided the stability and flexibility required to maintain a reliable construction sequence under continuously changing geometric conditions, particularly in the onshore environment.” Doka has been contributing to the Storstrøm Bridge project across multiple phases since 2019. The scope included solutions for the approach bridges, around 80-metres long, on both sides, as well as onshore prefabricated pierheads, cantilever structures connecting the precast bridge segments to the pylon, including formwork for the pylon itself. To complete the overall setup, a tailor-made working platform was implemented to support the closing structural works of the cable-stayed bridge. “For Denmark, the Storstrøm Bridge represents a significant step in enhancing the national transport

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network and its cross-border connectivity,” Doka managing director in Denmark Martin Overgaard Skovsege said. “Our involvement since 2019 reflects our close collaboration with the client and our ability to support technically demanding bridge construction projects.” As the central supporting structure of this cablestayed bridge, the 102m-high pylon not only transfers all forces into the foundation but also features a highly complex design - variable geometry, integrated recesses, prefabricated boxouts, and casing pipes for the stay cables. The pylon works marked a critical point within the overall sequence. By combining SKE100 plus platforms for high loads and multi-level working areas with flexible SKE50 plus platforms on the space-restricted sides, a costeffective and efficient system was realised.

Tailor-Made

BELOW: With completion approaching, Denmark’s third-longest bridge strengthens the Fehmarnbelt corridor as a key traffic link between Scandinavia and Central Europe. (Image: SBJV)

The closing stage of the cable-stayed bridge was supported by a tailor-made working platform that enabled the final operations of the project. Erected level by level using the Staxo 100 load-bearing tower, it rested on four stationary SKE100 plus and SKE50 plus climbing brackets. Importantly, they reused the proven anchorage points from the pylon construction Two integrated stair towers ensured safe and comfortable access throughout all operations. Firmly connected to the pylon, the platform provided stable and reliable working conditions even under demanding wind and load requirements. This allowed completion of the pylon works and marked a milestone in the construction sequence. Doka’s contribution to the Storstrøm Bridge project demonstrates how engineering-driven formwork and shoring solutions can support complex infrastructure projects across multiple, independent stages, from early works through to key structural milestones. The bridge is expected to open to road traffic in 2026, with rail services scheduled to follow. Project facts: • Project: Storstrøm Bridge; • Location: Sjælland, Denmark; • Structure: Cable-stayed bridge; • Client: Vejdirektoratet (Danish Road Directorate); • Contractor: Itinera; • Bridge length: around 3830m; • Main span: 320m; • Pylon height: 102m (mast 69m); • Completion: 2026; • Doka systems used: automatic climbing system SKE100 plus and SKE50 plus, load-bearing tower Staxo 100, large-area formwork top 50, framed formwork and Framax Xlife. Doka: www.doka.com

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15/6/2026 9:0 am

BRIDGES AND TUNNELS

Hawk Falls Bridge opens The Pennsylvania Turnpike Commission (PA Turnpike) has managed the project for the new Hawk Falls Bridge. The $US88 million bridge replacement project will boost safety and mobility for the area, while improving functionality of the bridge at milepost 88.59 on the Northeast Extension. The new bridge carries two lanes of traffic in each direction, increasing shoulder and median width and providing more capacity for the vehicles. This project supports safer travel on the

TOP: A new bridge in Pennsylvania will boost transport efficiency for drivers. (Image: Pennsylvania Turnpike Commission)

Pennsylvania Turnpike. “Every Pennsylvanian deserves a safe and reliable transportation network and that includes modernised bridges, like Hawk Falls, that improve access and traffic flow, helping motorists arrive at destinations safely and quickly,” Pennsylvania Turnpike Commission chairman Michael Carroll said. “I am proud to say the commonwealth’s repaired more bridges than any other state in the nation in 2023.”

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GLOBAL HIGHWAYS 2026 VOL.3

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BRIDGES AND TUNNELS

PERI for Nordhavn Tunnel The challenging 1.4 kilometre-long Nordhavn Tunnel project in the Danish capital Copenhagen is progressing with the help of PERI formwork.

he Nordhavn Tunnel will provide a new link between Copenhagen’s city centre and the harbour. The location and complexity of the 1.4 kilometre-long structure - part of it running under water for 700 metres - pose significant challenges in terms of organisation and execution. PERI is supporting the project with sophisticated formwork and access solutions, as well as comprehensive technical support to ensure safe, continuous and predictable construction progress. The tunnel will run beneath Svanemølle Harbour and the Kalkbrænderiløbet waterway and shipping channel, providing a direct link between the districts in the north of Copenhagen. This will bring the Nordhavn district, a key urban development area, closer to the existing urban structures. At the same time, an underground transport link is being built to relieve pressure on above-ground traffic routes. It will also enable people to travel through the city more quickly. The Nordhavn Tunnel comprises two separate tunnel tubes, with a total of four lanes. The construction method is cut-and-cover which allows for a phased and precise implementation. At the same time, it offers good accessibility and safe working conditions - a key advantage in a challenging, inner-city environment. To ensure tunnel construction progresses efficiently, PERI is supporting the project with a bespoke combination of various formwork, access and load-bearing systems. Eight VTC Tunnel Formwork Carriages are being used for the in-situ concrete construction of the tunnel. These enable repeatable concreting operations with high geometric precision and reliable load transfer. The result is a smooth and efficient concreting process. In technical buildings and pumping stations, MAXIMO Wall Formwork ensures a high degree of flexibility for varying geometries, as well as a

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The details TOP: Eight VTC Tunnel Formwork Carriages enable precise and repeatable concreting cycles, ensuring steady construction progress on the Nordhavn Tunnel. (Image: PERI)

Contractor: BESIX-MTH Joint Venture, Søborg, Denmark; Client: Vejdirektoratet, København V, Denmark; Client Consultant: Rambøll, København S, Denmark; Detailed design by: • NIRAS, Jacobs Sverige, Stockholm, Sweden; • BESIX Engineering & Design, Brussels, Belgium • Field Service; • PERI Denmark, Greve.

consistently high-quality concrete finish. Bottom plates and slabs are formed and securely supported using DUO Universal Formwork and MULTIFLEX Girder Slab Formwork in combination with MULTIPROP Shoring Towers. LGS Working Platforms spanning the excavation pit allow for safe and spacesaving routing of service lines. The system concept is complemented by PERI UP Stair Towers which provide safe access to the excavation pit. PERI’s technical support team has been involved in the project from the outset. The PERI systems are backed up by structural calculations and project-specific technical support throughout the planning and implementation phases. Comprehensive technical documentation of the individual planning stages also helps the contractor to carry out work in a structured and efficient manner and provides valuable guidance, even in later stages of construction. The outcome is a comprehensive solution in which high-performance systems, technical expertise and project support complement each other seamlessly. PERI: www.peri.com/en Extended features & latest digital content globalhighways.com

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BRIDGES AND TUNNELS

Upgrade for Huguenot Tunnel Upgrade work is being carried out for the Huguenot Tunnel in South Africa and is expected to cost over $242 million. Located to the East of Cape Town, the 3.9-kilometre link is the longest road tunnel in Africa. The project is being managed by the South African National Roads Agency (SANRAL). The tunnel features dual tubes, although only one has ever been used to carry traffic. The work will involve ensuring that the South Bore is improved so that it meets current safety requirements, with new traffic control, ventilation, safety equipment and fire suppression systems. The first phase of the project is to bring the unused North Bore into use and traffic will then switch to this tube while improvement works are carried out to the South Bore. The tunnel carries the N1 route through the Du Toitskloof Mountains and runs between Paarl and Worcester. The tunnel was first proposed in the 1930s but was not built until the 1980s, although the North Bore was never completed. The tunnel replaced the longer Du Toitskloof Pass through the mountains, which opened in 1948. The tunnel carries around 12,000 vehicles/day on average although this can peak at 22,500 vehicles during holiday periods. Over 110 million vehicles have driven through the tunnel since it opened in 1988. Once the upgrade is complete, the upgraded tunnel will feature two lanes of traffic in either direction, doubling capacity and improving traffic safety.

TOP: An upgrade project costing $242 million is being carried out to South Africa’s Huguenot Tunnel, the longest road tunnel in Africa, which will boost traffic capacity and safety. (Image: Patrick Allen/ Dreamstime)

Meanwhile, SANRAL has announced delays for the Mtentu and Msikaba bridges projects in the Eastern Cape. The two bridges form part of the N2 Wild Coast road project for a 410km road from East London to the Mtamvuna river on the border of the Eastern Cape and KwaZulu-Natal provinces. The Mtentu contract is being handled by the China Communications Construction Company and MotaEngil Construction South Africa (Mecsa).

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GLOBAL HIGHWAYS 2026 VOL.3

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BITUMEN TECHNOLOGY

Spotlight on PMB An in-depth look at how polymer modified bitumen performs on roads over decades and what the current research methodology says about its environmental impacts.

ynas has conducted an in-depth study of data from multiple field trials to assess how asphalt made with polymer modified bitumen (PMB) performs over the long term. One of the stand-out findings from the study is that using PMB in the base course as well as in the wearing course of a road significantly increases its lifetime. Conducted by Nynas chief scientist Xiaohu Lu and technical manager for bitumen Jenny-Ann Östlund, the study looked at five individual long-term trials in Sweden, the High Coast and Öresund bridges, and statistical studies from North America, Norway and Sweden. Speaking in a webinar on earlier in 2026 about the research, Östlund said the data from Nordic countries had proven to be particularly useful for several reasons. “From a scientific point of view, it is really interesting because they have a harsh climate, really hot summers, really cold winters with freeze-and-thaw cycles which are really challenging for pavements,” she said. “And, if we see the climate change that we fear, these learnings are really important which is why we want to share them.” Nynas marketing manager for Nynas Bitumen Carl Hultin said that as well as coping with changing climates, the roads in the study have withstood increasing traffic volumes and vehicle weights over their lifetimes. Polymers are added to bitumen for asphalt mixes to increase their durability and are most often used on

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TOP: Extremely hot summers and very cold winters with freeze-thaw cycles challenge the integrity and life span of pavements. (Image: Сергей Кучугурный/Dreamstime)

more heavily trafficked roads. Performance improvements associated with the use of PMB include resistance to aging, permanent deformation, fatigue, low temperature cracking and moisture damage. “The material must be stiff enough at high temperatures and flexible enough at low temperatures. A long life also requires strong resistance to ageing,” Lu said. In a report about the study, published in January 2026, Lu and Östlund noted that polymers were first added to bitumen used in roads as early as 1923 and that field trials began in the 1930s. The report looks mainly at field trials carried out from 1990. Polymers used to modify bitumen for roads can be classified as elastomers or plastomers. Styrene-butadiene-styrene (SBS) is an elastomer and is most commonly used, since it combines both elastic and thermoplastic properties, says the report. Nynas’ study found that ethylene vinyl acetate (EVA), a plastomer type polymer, is less effective than SBS in improving long-term performance of roads.

Longer-life roads

With heavy traffic, challenging environments and movement, bridges are one of the most challenging situations for asphalt. Nynas’ study showed that PMB had performed extremely well on both the High Coast Bridge in Extended features & latest digital content globalhighways.com

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BITUMEN TECHNOLOGY

Northern Sweden and on the Öresund Bridge. Looking at the High Coast Bridge, PMB was used in all three layers of the road and, 15 years after it was laid, Östlund said the asphalt was performing well. She said the road was relaid at this point, but this was for safety reasons not because of the state of the asphalt, which showed very little ageing and good performance. “If PMB works there, it should work everywhere,” Östlund said. “This really gave me hope.”

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TOP: Xiaohu Lu and Jenny-Ann Östlund said performance depends on the whole system including design, material choice and construction practice. (Image: Prime Global Publishing)

One of the most in-depth field trial studies into PMB has been carried out on the E6 Highway Udervalla which was constructed between 2003 and 2006 with multiple test sections. Although the wearing layer did show rutting, these trials demonstrated the benefits of using PMB in lower layers. “When you use it in all the courses, you actually increase the lifetime [of the road] by 30 years,” Östlund said. The report also looks at a statistical study by Swedish road authority Trafikverket which involved around 500,000 records dating back as far as the 1970s. This showed that using PMB in the wearing course extended its life by 15 per cent, using it in the base layer extended the life by 8 per cent but using PMB in both layers led to a 24 per cent increase in the lifetime. The findings of Nynas’ field trial study also revealed the importance of other aspects of road design and construction. A statistical study from the US and Canada showed that the life extension gained by using PMB in roads varied widely, ranging from two to ten years. The webinar touched briefly on the impact of studded tyres, which are widely used in the winter in Nordic countries. Östlund said that while the use of PMB could cancel out the selection of aggregate that is too soft in the mix - it breaks up too easily - the best solution is to select the correct aggregate as well as a PMB binder. “The performance depends on the whole system [including] design, material choice and construction practice,” Lu said.

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BITUMEN TECHNOLOGY

Image: The Nott'm Lass@Shutterstock.com

Life cycle assessment for PMB LCA Content (MLC) 2024.1 databases (formerly known as GaBi databases) were used throughout the assessment to complement primary data. The intended audience of the present study is bitumen and PMB users and organisations studying environmental aspects, such as the European Commission, national official bodies, asphalt producers, road authorities, and other industry associations as well as consultants and universities. TheEurobitume, present the non-ISO report does not contain any comparison ofLife products thatofcould be when Europeanconform Bitumen Association, from a 2012 Cycle Inventory PMB, since has published a new Life Cycle Assessment (LCA) methodologies for calculating life cycle impacts have interpreted as a comparative assertions or superiority claim. Paving-grade bitumen according quantifying the environmental impacts associated moved on. to EN andofPMB have different applications, a with12591 the production polymer modifi ed bitumenproperties and are used for different Changes to the way that the LCAhence 4.0 for bitumen (PMB) in Europe. was calculated included applying a higher quality direct comparison of impacts is not meaningful. The results are intended to be used for external of Conducted by Sphera, the assessment looks at crude oil modelling, looking at a three-year average communication to from the cradle public, a critical LCA expert is flnot foreseen. the life-cycle impacts, to gate, of PMBs review by an independentfor the crude to take uctuations of feedstock into produced with styrene-butadiene-styrene (SBS) in four Eurobitume member refineries in the European 100 (EU) and the UK. Union Sphera looked at two types of products deemed to most represent the current use of PMB in Europe: a 100 standard concentration PMB containing 3.5 per cent SBS and a high-performance PMB containing 6 per 2 cent SBS. The study adds to Eurobitume’s Life Cycle Assessment 4.0 for Bitumen, published in March last 100 year. Following its publication, Eurobitume members, particularly asphalt suppliers, asked for updated life-cycle information on PMB. Existing data came

account and considering different sources of energy. This fed into the PMB study. Eurobitume has said that any cradle-to-date LCAs of bitumen should not be used to directly compare 2 products; they should be used for calculations for subsequent applications. Instead, comparisons should be based on functional units. For example, the function of 1m² of 2 a pavement for a predetermined level of traffic over 30 years. 100 The study was conducted in line with ISO standards, but the final report is not ISO-conforming since no external review was conducted.

GWP impact calculated according to IPCC’s AR6 methodology for PMB produced within the refinery boundaries and with a SBS concentration of 3,5 % wt/wt is 625 kg CO eq./t PMB. of 6,0 % wt/wt and produced within the Similarly, the GWP for PMB with SBS concentration BELOW: PMB adds the carbon modification process undergone by 1). The topolymer refinery is 684 kg CO eq./t PMB (Figure E- significantly footprint of asphalt from PMB-3,5 % wt/wt SBS (PMB-6,0 % wt/wt SBS) addsbut 95figures (154) kg CO eq./t of product in relation to cradle-to-gate, should be used as a bitumen (EN 12591)’s GWP , or ~18 % (~29 %). The major contributors to GWP are the supply of starting point to wholecrude oil (57 % contribution in PMB-3,5 %lifewt/wt SBS; 51 % in PMB-6,0 % wt/wt SBS) and the supply of calculations. (Image: Eurobitume) SBS (16 % contribution in PMB-3,5 % wt/wt SBS; 25 % in PMB-6,0 % wt/wt SBS).

800 684

IPCCAR6 GWP100 [kg CO2 eq./ t PMB]

700 600

Modification process and other additives

625 530

SBS - Production and transport Air Rectification Overhead Bitumen Storage Vacuun Distillation Atmospheric Distillation Crude oil - Transport Crude oil - Production

500 400 300 200 100

Bitumen

(EN 12591)

PMB

(SBS 3,5 %)

PMB

(SBS 6,0 %)

Figure E-1. GWP100 (AR6) for paving grade bitumen and PMB products 38

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BITUMEN TECHNOLOGY

Pavement management: SmartPMS What if local authorities could have real-time cheap-to-produce maps showing the condition of their road networks which they could use to proactively plan their maintenance and preservation programmes? This is the goal of SmartPMS, a spin-off company that has come out of the SmartiLab research group at the University of Palermo. SmartPMS is aimed at city highways authorities and uses data collected by connected vehicles to assess pavement condition. It then presents the data through a digital platform, providing information on the current and forecasted condition of the roads, allowing authorities to prioritise maintenance activities and – in time – to plan preventative maintenance. University of Palermo associate professor and SmartPMS co-founder David Lo Presti was motivated to create the platform on returning to his native Sicily from the University of Nottingham in the UK in 2019. “The roads here are terrible,” he said. “There is no culture yet of considering road infrastructure as something you have to take care of.”

TOP: Davide Lo Presti presents about SmartPMS at the European Asphalt Pavement Association’s Road Maintenance Matters event in April 2026. (Image: Prime Global Publishing)

Lo Presti said pavement condition monitoring using traditional standard equipment is expensive costing hundreds of euros per kilometre for one survey. He said SmartPMS can deliver a whole year of continuous data for tens of euros per kilometre. Connected vehicle data is already used on national highway networks for condition monitoring. Lo Presti said that local roads need more attention and points to estimates from the European Union Road Federation (ERF) which say that between 85 and 95 per cent of roads in Europe are local. SmartPMS has signed an agreement with the City of Palermo to provide data to the authority for the next three years. “I like the challenge of changing culture. We can support any road administration that wants to do that,” he said.

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GLOBAL HIGHWAYS 2026 VOL.3

15/6/2026 9:06 am

EARTHMOVING

Hyundai’s growing prominence Hyundai Construction Equipment has a growing prominence in the earthmoving equipment market and is keen to further develop its presence.

yundai Construction Machinery is planning to develop its presence in the global off-highway machinery sector, consolidating its already strong base. In Europe, the company has become a major player, building a strong market share in the earthmoving segment and brand image since its first entry in the late 1980s. And from being regarded as a cheaper option in the past, Hyundai has become recognised as a premium brand. Sanho Shin was appointed chief executive officer of Hyundai Construction Machinery Europe in January 2026 and intends to further boost the firm’s presence. “We want to be a leading construction equipment manufacturer,” he said. “We still maintain a cautiously optimistic view of Europe.” The company has seen a significant growth in revenue in Europe in the first quarter of 2026 compared to the same period in 2025. The company has aggressive targets for the further growth of its market share with its Project 2030 programme. Meanwhile, Shin said that digital solutions are crucial to the future of the construction machinery segment. “We believe Hyundai is a leader in digitalisation,” he said. Shinn said that the pace of change in digitalisation remains high. “There are still lots of ways to be developed,” he said. There are limitations on the use of technology, and the prospect of fully autonomous equipment being used widely on construction sites remains some years in the future. “It’s not easy to have fully AI-controlled equipment,” Shin said.

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TOP: Hyundai’s HA45, twin-axle dump truck offers a 41-tonne payload, while the HX230 excavator is more productive yet uses less fuel than the machine it replaces.

With its view to expanding its share of the construction machinery market, Hyundai has made key launches in its range. The firm has made a major introduction of new earthmoving machines with its next-generation excavators, new wheeled loaders, a 15-tonne bulldozer and a novel twin-axle articulated dump truck (ADT) with a 41-tonne capacity. The first of the next-generation excavators introduced to Europe are the HX360 and HX400, which launched last year. These have now been followed by the new HX230, HX260 and HX300. In addition, Hyundai offers a special HX520 highreach demolition machine. All of the new HX models have engines that meet the Stage V/Tier 4 Final emissions requirements for Europe and North America and benefit from advanced new hydraulic systems. Power for the HX230 excavator comes from a fourcylinder DX05 diesel, delivering 141 kilowatts (kW) that uses 6 per cent less fuel than the six-cylinder unit from the earlier generation machine while delivering 10 per cent greater productivity. The new HX260 is also powered by a DX05 diesel, though rated at 171kW. The machine offers the best-in-class tear-out and a heavier counterweight than the previous model which helps boost stability and digging ability. The new HX300 has power from a DX08 diesel that delivers 207kW, while using 1litre/hour less fuel than the machine being replaced. The HX300 is offered with standard long-crawler or narrow-crawler options as well as the choice of a mono boom, two-piece boom and long-reach boom. The machines are fitted with grade assist and lift assist systems as standard, allowing more precise digging to grade and bucket weighing and truck-load determination, respectively. Extended features & latest digital content globalhighways.com

15/6/2026 9:05 am

EARTHMOVING

UK machines

Hyundai Construction Equipment now has a UK PDI Centre in Southampton Docks, speeding up deliveries for UK dealers and customers. The facility takes fully assembled machines directly from the factory, reducing delivery times and ensuring that the highest quality standards are maintained. Unlike the company’s EUCUP facility in Antwerp, where UK equipment has previously been delivered and checked, the Southampton site is positioned within the docks, taking machines directly from the ship, with no requirement for additional truck movement. Excavators and wheeled loaders delivered without booms or loader arms, for specific customer builds, will continue to be delivered to the EUCUP facility where there are stocks of booms and arms to allow further customisation.

The company also fits an e-boundary system that can limit the working movements of the machine if it is operating close to power lines or buildings or other obstructions, instead of a customer having to fit more expensive, third-party hardware. An advanced detection system is also fitted that will sound an alarm, slow operation or even stop the machine entirely should site personnel come too close to working equipment. Hyundai Europe product management manager Ben Gorton said that the next generation HX machines benefit from a range of improvements. “We’ve doubled the alternator capacity from 90A to 180A. We’ve redesigned the upper structure and we’ve redesigned the lower structure and we’ve doubled the oil and service hours from 5000 to 10,000 hours,” he said. The HX520A HRD model is another new departure for the firm. “It’s the first demolition machine from us,” Gorton said. This can handle a 3-tonne attachment (including device, adapter plate and coupler) at a height of 27 metres and reach of 16 metres. It features a 35° tilt for the cab as well as effective dust suppression and reinforced glass and a level two guard for extra protection. The modular quick-change boom design allows for the use of a standard earthmoving boom, straight boom or the long-reach unit.

TOP: The HL 970A wheeled loader offers high performance as well as low fuel consumption.

LEFT: Hyundai Construction Equipment Europe chief executive officer Sanho Shin. (Images: Hyundai Construction Equipment)

Global Highways Magazine for industry-related discussion

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The HL970A is one of the firm’s latest generation wheeled loaders and weighs 24tonnes in standard form. Power comes from a Cummins L9 diesel rated at 242kW which meets Tier 4 Final/Stage V emissions requirements, allowing a top travel speed of up to 40km/h where legislation allows. Standard buckets for the machine range from 3.6–4.2m3 and it offers a dumping height of 3.57m and features a tipping load of 18.35 tonnes. Safety features for the HL970A include the advanced around-view monitoring (AAVM) system which provides all-round vision by offering nine views. This system also includes intelligent moving object detection (IMOD). In addition, the HL970A has a reverse-drive radar system that alerts the operator to obstacles at the rear of the machine at all times. Manufactured in Norway, the HA45 dump truck widens the firm’s range of ADTs which already includes three conventional three-axle models. The new HA45 is said to combine the versatility of an ADT with the efficiency of a rigid truck. This twinaxle machine has twin tyres at the rear and offers a 41tonne payload, suiting use on long hauls on large construction projects or quarry sites. Front and rear suspension offers a smooth ride on rough ground and permits travel speeds of up to 55 kilometres per hour, significantly faster than would be achieved with a conventional three-axle ADT of the same payload, boosting productivity. While not offering quite the same rough-terrain capability of the three-axle ADT, the 4x4 drive means it is able to handle rougher conditions than a conventional rigid truck. The body has a profile similar to that fitted to a rigid truck and offers a capacity of 25.7m3. Power comes from a six-cylinder Scania diesel, delivering 368kW and 2476Nm of torque which meets Stage V/Tier 4 Final emissions requirements. With the turning ring in front of the articulation joint, truck stability and weight distribution are said to be good. The spacious cab has large windows for high visibility and an ergonomic driving position, as well as a clear display showing working parameters. Hyundai CE: www.hyundai-ce.eu GLOBAL HIGHWAYS 2026 VOL.3

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ENGINES AND COMPONENTS

MULTI-PURPOSE SOLUTION

alkrishna Industries is offering a multi-purpose solution specifically designed for compact equipment such as wheel loaders, backhoe loaders and telehandlers facing diverse challenges in construction applications. The new MULTIMAX MP 527 unit has been developed in response to the demands of complex environments with heavy loads, a high centre of gravity, rough terrain and narrow spaces. Compact equipment operates across a wide range of surfaces, such as asphalt, paved roads, yards, crushed rubble and loose soils. MULTIMAX MP 527 is the ultimate solution by BKT Tires that ensures performance on hard and firm surfaces. The unidirectional block pattern delivers traction for pushing and loading operations,

The new BKT product offering is said to provide a robust solution for compact machines. (Image: BKT Tires)

High power generation DEUTZ is offering a new engine portfolio for use in power generation applications at remote sites or as backup power for large operations with high power needs. These high performance units have been specially developed for use in gensets. There are two new product lines, one for unregulated applications and another for EU Stage V gensets. The new 24-litre engine opens up a higher power class for installation in gensets. DEUTZ says that the units have been developed to cope with the extreme stresses experienced in high-load genset duties. Each package consists of an engine with a matched radiator.

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The high-performance engines impress with consistent efficiency and maximum reliability. The DEUTZ G-Drive lineup comprises two new product lines with a continuous power range. The units from 30-800kVA are designed for unregulated applications. Meanwhile, the units from 30-600kVA are designed for EU Stage V gensets. DEUTZ says that the TCD 24.0 V12 GDU-L opens up a new high-performance class for customers. “Highly reliable, highperformance engines are in demand, especially in the field of emergency power systems and generators,” DEUTZ chief executive officer of engines business unit Markus Villinger said.

GLOBAL HIGHWAYS 2026 VOL.3

while the overlapping blocks provide operator comfort. Tight turning is common for compact loaders or telehandlers. This requires a wear-resistant compound and tread pattern, and this new solution addresses specific needs. For loading and lifting operations, efficiency and stability are essential: the heavy-duty carcass featuring a reinforced sidewall and ensures this can be achieved. The specially developed tread compound provides a long service life across all types of applications. In particular, BKT has addressed the challenges of operating on crushed rubble, gravel, pebbles, and other rough terrain, resulting in a highly cut-and-chip-resistant rubber formulation. BKT TIRES: www.bkt-tires.com

The new 24-litre engine from DEUTZ is designed for high-load genset applications (Image: DEUTZ)

“These qualities distinguish our engines and the associated global service. With the new DEUTZ G-Drive lineup, we are now systematically providing our customers in the genset market with an engine portfolio that is perfectly tailored to their specific requirements.”

The market for decentralised energy supply is growing worldwide. Rising electricity demand, the increasing share of volatile renewable energies, and the expansion of digital infrastructure are driving demand for gensets in all regions.

Extended features & latest digital content globalhighways.com

15/6/2026 9:05 am

ENGINES AND COMPONENTS

Compact power Deutz G Series says that its G 2.2 and G 2.9 diesels are compact, water-cooled gas (LPG) engines designed specifically for demanding industrial and construction applications, such as material handling equipment. These engines are built on the platform of the successful diesel TCD 2.9 series, offering high robustness in a compact design. The G 2.2 unit features three cylinders while the G 2.9 features four cylinders and both are LPG engines with 100 per cent power take-off at the flywheel and front end, plus an optional side PTO drive for hydraulic pumps. The engines feature fully electronic-controlled LPG systems and benefit from stoichiometric combustion,

closed-loop control, and knocking sensors for high performance and low emissions. The after-treatment system uses a compact, three-way catalyst, which allows for 100 per cent machine availability even under low-load duty cycles. The engines are engineered to have the same footprint and major installation interfaces as the diesel TCD 2.2/2.9 engines, making them easy to swap in existing machinery. Maintenance needs are said to be low and features include 1000-hour oil change intervals, maintenance-free valve trains, and service-friendly multi-V belt drives. Power outputs range from 30-54.5kW and the engines deliver maximum torques up to 210Nm. DEUTZ: www.deutz.com

DEUTZ is offering new compact diesels with three and four cylinders that can run on LPG as fuel. (Image: DEUTZ)

Kohler Engines is now

Power that crushes expectations. Because performance isn’t promised, it’s proven. For over a century, we’ve supported OEMs with high-performance engines up to 112 kW, engineered for efficiency, compliance, and durability. Backed by decades of engineering expertise, our engines integrate seamlessly—built for OEMs who demand reliability without compromise.

engines.rehlko.com

Global Highways Magazine for industry related discussion

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GLOBAL HIGHWAYS 2026 VOL.3

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ENGINES AND COMPONENTS

Volvo CE, Hitachi Energy to collaborate The companies will address power supply, charging, energy management and operational integration as a single system as the construction companies shift from standalone technologies to integrated ready-to-deploy solutions to achieve zero-emissions. As construction operations become more electric and more complex, success depends less on individual technologies and more on system-level integration partners. (Image: Volvo CE)

Volvo Construction Equipment (Volvo CE) and Hitachi Energy said they will collaborate to accelerate zeroemission construction sites to make electric construction equipment a practical on-site reality. The companies said that their collaboration will address power supply, charging, energy management and operational integration as a single system. In this way, they will respond to rising sustainability and productivity pressures and the industry’s shift from standalone technologies to integrated ready-to-deploy solutions. Customer and investor demand for lower-emission,

more productive construction operations is reshaping the industry. Regulatory and permitting frameworks increasingly require projects to address emissions and environmental performance throughout the planning and approval process. While electrification, automation and efficient resource and asset planning offer pathways to reduce emissions, transitioning from individual electric machines to zero-emission construction sites requires an ecosystem of solutions and system integration across equipment, power infrastructure, and energy management. Rehlko’s new engines are efficient and compact. (Image: Prime Global Publishing)

Under the agreement, Volvo CE and Hitachi Energy will work on a non-exclusive basis to assess potential technical and commercial concepts supporting zeroemission construction and manufacturing. The focus will on system integration and site-level operational execution. The scope includes joint work on business models, go-to-market approaches and aftermarket and support considerations. “Strategic partnerships such as this with Hitachi Energy are key to accelerating the transition to zero-emission construction,” Volvo CE president Melker Jernberg said.

COMPACT POWER FROM REHLKO Rehlko has said that its latestgeneration compact diesel engine delivers a high output rating for its capacity. The 1.9litre KDI 1903 TCR unit is available as a high-power unit delivering 50 kilowatts for the Tier 4 Final/Stage V-compliant markets of North America and Europe.

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GLOBAL HIGHWAYS 2026 VOL.3

“By combining complementary expertise and delivering a complete, integrated solution, we are giving customers the confidence, security and peace of mind they need to adopt emission-free operations.” The initial focus will be business and go-to-market-oriented. The emphasis will be on practical plug-and-play approaches to help customers simplify the transition to zero-emission construction sites. The companies said that the potential is there to explore more advanced capabilities such as connected machines, digital integration and expanded service offerings. “Electrification is a game changer in the decarbonisation puzzle, particularly for hard-to-abate environments such as construction sites,” Hitachi Energy chief executive officer of grid integration Niklas Persson said. “As construction operations become more electric and more complex, success depends less on individual technologies and more on system-level integration, strong execution and close collaboration.” Hitachi: www.hitachienergy.com Volvo CE: www.volvoce.com

The unit is already being used by a range of construction original equipment manufacturers. This engine type is said to be compact and easy to install, with an output that can be adapted with different power and torque ratings to suit a wide range of duties. Rehlko: www.rehlko.com

Extended features & latest digital content globalhighways.com

15/6/2026 9:05 am

AD_IT

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EQUIPMENT

Quiet and productive Develon has said that its new DX23E-7 electric mini excavator is both productive and quiet. Featuring an enclosed cab, the DX23E-7 offers a battery capacity of 32 kilowatts per hour (kWh), is said to be bigger than its competitors. And there is an additional version with an even higher battery capacity of 40kWh. The DX23E-7 has all of the electrical systems and components on the machine optimised for work in harsh environments. As well as the alternative 40kWh battery pack, the DX23ZE-7 also offers the option of quick coupler piping for work with attachments. With the standard 32kWh capacity unit, the machine offers a runtime of around eight hours, depending on the application. It offers a charging time of six hours to reach 100 per cent using 3–6 kilowatt (kW) charge points 1.5 hours with 150kW fast charging. The DX23E-7 offers better performance than the diesel

Develon DX19-7 it is based on, with a 5 per cent higher lifting capacity, as well as better stability. Fitting the electric system involved removing the frame cross plate from the DX19-7 and allowing an extra 35 milimetres (mm) at the rear for the battery pack installation. With no diesel requiring engine oil or filter changes, periodic maintenance duties is lower in the DX23ZE-7 compared to the DX19-7 diesel excavator. Only hydraulicrelated maintenance at 1000 hour intervals is required. Retractable tracks allow the new DX23ZE-7 electric excavator to pass through narrow passages, suiting it for working in confined spaces or indoor applications. Once the excavator reaches the work area, the operator can expand the tracks for better stability and lifting capacity. Telematics is standard on the DX23E-7 mini-excavator. Operators and dealers can

Develon has said that its new electric mini excavator offers better performance than the firm’s diesel machine but with less working noise. (Image: Develon)

remotely monitor their machine’s health, location and productivity from an app or website. Telematics can help owners minimise theft and allow for machine tracking, avoid unauthorised use of the machine, see when maintenance is due, customise alerts to a user’s schedule, track oil pressure and operating

Komatsu’s latest electric mini excavators offers high performance and long working life. (Image: Komatsu)

Clean running Komatsu Europe is now introducing its latest electric mini excavator, the PC26E, to the European market. The company said that its new electric mini excavators are an important development for its electrification roadmap.

These new vehicles are said to remove barriers to electric adoption, including charging infrastructure and performance. The electric range comprises the PC20E-6, PC26E-6 and PC33E-6. These machines are built for emissions-sensitive

GLOBAL HIGHWAYS 2026 VOL.3

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environments and can deliver diesel-equivalent performance without exhaust emissions and with reduced noise and vibration. Charging times are said to be short, while the machines offer high-level performance over a shift.

temperature and use data to train operators. The DX23E-7 has a 16kW electric motor, weighs 2.2 tonnes for the 32kWh version and 2.3 tonnes for the 40kWh version. Maximum digging depth is 2340mm, maximum digging reach is 3940mm and maximum loading height is 2440mm. Develon: eu.develon-ce.com/en/

“Offering solutions that can be charged from a standard electricity supply without the need for heavy or complex infrastructure, the PC26E is designed for all environments, offering versatility rather than a niche solution,” Komatsu Europe group manager for product manager Emanuele Viel said. “Crucially, the third wave of machines have been engineered to offer fast charging times, smooth performance and a highgrade specification to ensure it fits seamlessly into existing operations.” To reinforce its commitment to customers purchasing from the range, Komatsu is offering extended E-support, including a five-year warranty on new electric components. Komatsu: www.komatsu.eu

Extended features & latest digital content globalhighways.com

15/6/2026 9:0 am

INTE

SAVE THE DATE The entire construction industry mobilised to build tomorrow better

#sus taina bility

PARIS 21-24 APRIL 2027 Sustainable construction solutions & technology exhibition

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For full details on the next edition of the show #intermatparis sales@intermatconstruction.com Global Highways ORGANISED BY Magazine for industry-related discussion

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02/04/20269:010:23 15/6/2026 am

ONSITE

COMFORT AND RELIABILITY A new Hitachi ZX490-7 excavator is said to be providing an important combination of comfort and reliability, despite the challenging quarry environment the machine is being used in. The Hitachi excavator is helping to extract gravel and sand for KSV Kies- und Sand-Vertrieb Biberach in Germany’s Upper Swabia region. The machine was supplied by Kiesel and was selected for its reliability, precision, safety and comfort for the operator. The lower noise and vibration levels in the cab have impressed operators. “The ZX490-7 is significantly quieter than the ZX520-5 we bought six years ago,” Bochtler said. “You can adjust the seating position, and the console is ergonomically designed and offers easy access to the controls.” The client uses the ConSite Pocket app, which helps to maximise uptime.

ABOVE: The 50-tonne class Hitachi ZX490-7 excavator bought by KSV Kies- und Sand-Vertrieb Biberach in Germany is said to be proving its worth. (Image: Hitachi)

The fleet team keeps track of operating time, as well as the quality of the engine and hydraulic oil, which is monitored continuously by the patented ConSite oil sensors. ConSite also provides a monthly summary with data analysis of the machine’s productivity, efficiency, and downtime. Biberach’s operation features long operating hours, high stress on machinery, and fluctuating material conditions. In this challenging environment, the

Hitachi is said to offer a dependable working solution. The company is also pleased with the service provided by the Hitachi dealer. “Reliable customer service from the retailer or manufacturer is an important component for us and a decisive purchasing criterion,” commercial director Michael Högerle said. “Kiesel delivers on that front.” Hitachi Construction Machinery Europe: www.hcme.eu

Successful project at cement production site A team from contractor Careys has successfully completed works on a new cement manufacturing and distribution facility at the Port of Tilbury for Holcim. A key component of the project saw over 3500 concrete piles of various dimension used. Playing a part were PC400 and MultiBar Large hydraulic pile croppers supplied by National Pile Croppers. The three-year construction project has seen the completion of all excavation, foundations, buried utilities, and site roads. Materials excavated from the site have been reused either in the construction process itself, or in Holcim’s manufacturing plants. Meanwhile, the civil works have used the Holcim’s own portfolio of lower carbon products, including ECOPact ready-mixed concrete, recycled aggregates, concrete paving, and reclaimed asphalt. In total, more than 25,000m3 of concrete from the original site have been reused, alongside 10,000 tonnes of recycled asphalt. Careys began groundworks in early February 2024 before moving onto the main civils package. Before building work could be undertaken, 3500 concrete piles had to be installed and cropped to size by Aarsleff. National Pile Croppers supplied the hydraulic pile croppers and support for the project.

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GLOBAL HIGHWAYS 2026 VOL.3

Specialist contractor Careys used a six-tonne excavator with an NPC unit to for pile cropping at Holcim’s new Tilbury facility. (Image: National Pile Croppers)

The time frames around the project were demanding, with little room for unscheduled down time. NPC’s new MultiBar Large proved to be the workhorse for the project. Further aiding efficiency and cropping refinement, the MultiBar Large further benefits from a new range of special chisels, designed with the purpose to penetrate the pile, and leave a suitable finish.

The new chisels break up the concrete into pieces and the cropped unit can then be lifted off, enabling the removal and recycling of the cut away concrete in a safe manner. NPC’s newly designed cropper is designed for versatility, weighs 550kg and can be mounted on a six-tonne excavator.

www.nationalpilecroppers.com

Extended features & latest digital content globalhighways.com

15/6/2026 9:0 am

Aggregates Business is a go-to source for up-to-date news and views on the American aggregates and building materials sectors. Our wide-ranging features line-up includes in-depth articles on the latest loading, hauling, and crushing and screening machines. Contact: Les Ilyefalvy +61 423 177 966 les.ilyefalvy@primeglobalpublishing.com

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INTERNATIONAL

SEPTEMBER/OCTOBER 2025 | Vol.13 ISSUE No.5 | www.AggBusiness.com

SEPTEMBER/OCTOBER 2025 | Vol.19 ISSUE No.5 | www.AggBusiness.com

Hauled to the top

Hauling all over the world

Rokbak and Volvo CE deliver innovative hauling solutions p34

Manufacturers innovate for smarter hauling operations p34

INTERVIEW Paolo Zambianchi champions aggregate technology p20

MARKET REPORT The latest from Indonesian quarrying and aggregates p8

QUARRY PROFILE How Metso is supporting the Indian quarrying sector p12

INTERVIEW Paolo Zambianchi champions aggregate technology p20

MARKET REPORT The latest from the Eastern European aggregates market p08

QUARRY PROFILE Brookland invests in Liebherr GB machinery p13

AMERICA

SEPTEMBER/OCTOBER 2025 | Vol.1 ISSUE No.5 | www.AggBusiness.com

Eccentric technology that drives efficiency Haver & Boecker Niagara delivers exceptional results through fascinating engineering p10

NSSGA How NSSGA events are uniting the US aggregates industry p08

INTERVIEW Terra CO2 reach for the cement CO₂-busting stars p12

QUARRY PROFILE Liebherr USA offers Hawaiian concrete certainty p16

www.aggbusiness.com

15/6/2026 9:0 am

SKIDMARKS

“Our Skidmarks page is highly rated by readers. Your input could help make this page even better. If you come across any amusing road-related stories, pictures or videos, email me at mike.woof@ primeglobalpublishing.com,” Mike Woof

DON’T DRIVE

Police in the US state of Washington recently arrested a driving offender for the 98th time. The man was spotted and pursued at high speed in his pick-up truck, following reports of a theft at a shopping area. Fearing for the safety of other road users due to the speed of the pursuit on local roads, the officers broke off the chase but were able to identify the suspect and arrest him later. During the arrest, an inspection of his vehicle found that he had fitted it with a device allowing him to smoke drugs while driving. He was charged with a series of driving, drugs and theft offences.

UNLIKELY RECORD

A British man has set a new world record and invented a new sport at the same time. He managed to pull a French police car a distance of 40 metres, using a tow rope attached to his male appendage. To make things more difficult, he also set himself on fire at the same time, after spraying lighter fluid onto himself. The man admitted that the experience was somewhat painful. He underwent this uncomfortable experience to raise money for a mental health charity, having previously set his head on fire and pulled a car using a rope attached to his testicles to raise money for the same charity.

FINE RECORD?

A Russian woman living in the UK has managed to caught

speeding in her Porsche sportscar seven times in just 10 months in the UK. The woman was fined and banned from driving for six months. She said that she did not appreciate how the system for accruing penalty points on a driving licence works in the UK. The fine will be of little concern for the wealthy woman although not being allowed to drive may be a temporary inconvenience.

CATCHING AIR

A driver under the influence of drink and drugs attempted to evade police pursuit in the UK recently, with the incident ending in a serious crash. Officers had spotted a BMW being driven erratically and followed the vehicle, with the driver then hitting high speeds of over 220km/h in an attempt to escape. The driver lost control of the car, hitting a roundabout and flying into the air. The car was completely wrecked but the driver only suffered minor injuries in the incident and nobody else was injured luckily. The driver was charged with a series of offences including speeding and DUI.

TOLLING RECORD

A man in Illinois has been charged with evading toll charges for a staggering amount. He managed to rack up nearly $US22,000 worth of toll charges over a twoyear period. The authorities managed to track him down, threatening to seize his truck should he not pay the backlog.

GLOBAL HIGHWAYS 2026 VOL.3

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EDITOR’S PHOTO OF THE MONTH You are being watched!

A NEED FOR FOOD

A driver in Northern Ireland was stopped by police for speeding recently. He had been travelling at up to 216km/h in his highperformance Mitsubishi. The police were taken aback when he said he had been rushing to pick up some food from a Chinese takeaway. The fine and extra insurance costs will possibly make the person think twice about rushing to buy takeout food in future.

ANIMAL TRAFFIC STOP

A police officer in the US state of Ohio received a very unusual call. He was asked to respond to sightings of a man riding a bull in a local Walmart parking area. The bull turned out to be well-trained and properly under the control of its very friendly rider. The bemused officer took photos and petted the bull as well.

SUB-STANDARD DRIVING One of the most unusual car crashes ever occurred in 1961 in Sweden when a driver lost control ran the car off a quayside, colliding with a submarine belonging to the Swedish Navy moored alongside.

This remains the only reported incident of a car colliding with a submarine. The vessel, HMS Bävern (Beaver) was not seriously damaged in the incident and continued in service until 1980. What happened to the car, a sturdy Volvo P544, is not known, although the driver’s insurance claim would have likely made for interesting reading and would no doubt have caused some comment by the claim handlers.

WHAT’S IN A NAME

Police in the UK stopped a car as they suspected the driver was under the influence. They asked the man behind the wheel if he had insurance for the vehicle and asked him for his name. He said the expensive vehicle was indeed insured and he would be foolish not to have insurance on a costly car. He also refused to give the officers his name. Then they noticed his name was tattooed on his neck and after asking him if this was indeed his name, he agreed somewhat reluctantly. The officers had the vehicle seized and charged him with driving without a licence, having no insurance and refusing the test for drug use.

Extended features & latest digital content globalhighways.com

15/6/2026 9:00 am

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