Global Highways Volume 5, Oct 2026 by Prime Group

2026 VOL. 5

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

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2026 VOL.5

DIGITAL INSIGHTS

CONTRAFLOW

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

Rebuilding Nepal

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

“The task ahead is considerable, but rebuilding also presents an opportunity to strengthen Nepal’s infrastructure for the future.”

Editorial

Editor Mike Woof mike.woof@ primeglobalpublishing.com Deputy Editor David Arminas david.arminas@ primeglobalpublishing.com Editorial Contributors Shem Oirere, Kristina Smith, Mauro Nogarin, Eugene Gerden, Partha Basistha and Lucio Garofolo

he floods that struck Nepal earlier this year have left a lasting impact on communities and infrastructure across the country, highlighting the enormous challenges involved in protecting and rebuilding vital transport links in some of the world’s most demanding terrain. Footage showed a wall of water overwhelming buildings, bridges and roads. The country has been improving its transport infrastructure over many years, with new highway and tunnel links, as well as hydropower projects. But the immense floodwaters rushing through deep valleys have wrecked many of these structures, in some cases washing them away entirely. Emergency workers from other nations were brought in to help, along with helicopters able to carry vital equipment. But now the focus for Nepal has to be on rebuilding, as well as providing greater protection to help ensure future floods will be less destructive. Nepal needs assistance from international development bodies and financing firms to organise operations and provide essential funding. Engineering design and construction firms will be needed to rebuild and deliver infrastructure that is more resilient and better protected. According to Global Highways Nepal correspondent Ramkrishna Wagle (see story on page 6), official reports show that dozens of bridges have been affected or washed away. The loss of these structures has consequences beyond transportation. In Nepal’s mountainous terrain, a bridge may provide the only connection between communities and hospitals, schools, markets, government services and emergency-response facilities. When a crossing disappears, an entire settlement can become isolated. The flood has also caused extensive damage to hydropower facilities and other infrastructure along the Trishuli and Bhote Koshi corridors, highlighting the vulnerability of infrastructure located in narrow Himalayan river valleys. The task ahead is considerable, but rebuilding also presents an opportunity to strengthen Nepal’s infrastructure for the future. With international support, engineering expertise and careful planning, the country can hopefully restore vital connections while creating infrastructure better equipped to withstand the challenges posed by its demanding landscape and increasingly extreme weather events.

Operations Chairman John Murphy

Chief Operating Officer – International Andrew Barriball Publisher Paul Hayes Art Director Deborah Pilarinos, Jacqueline Buckmaster Cover image Doka

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CONTENTS 2026 VOL.5

03 CONTRAFLOW

Nepal’s recovery highlights the challenge of rebuilding resilient infrastructure in extreme terrain.

06 KEY PROJECT REPORT

The flooding in Nepal has damaged key infrastructure, creating an opportunity to strengthen the country’s roads, bridges and other critical connections.

18 HIGHWAY

34 EQUIPMENT

MANAGEMENT AND SAFETY

A road incident shows Valtir is committed to Vision Zero; REBLOC combines vehicle restraint and noise protection in a single system; Power Curber delivers high-volume barrier and rail work.

22 BRIDGE AND

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TUNNEL

Doka is helping deliver a major new viaduct in south-eastern Poland.

Liebherr’s latest pile driving development; Wacker Neuson offers remote control trench compactor.

36 DEMOLITION

Indeco’s primary crushing tools; Epiroc’s new hydraulic breaker.

38 ASPHALT PLANTS

Tandem bridge lift with Tadano cranes; Hitachi machines boosting quarry output.

50 SKIDMARKS

Further humorous road-related stories from around the world.

Leica Geosystems, Komatsu, Xwatch and Metso are among the companies advancing technologies in surveying, smart construction, materials processing and AI-enabled infrastructure solutions.

40 ASPHALT PAVING

Vögele technology is helping contractors improve efficiency and precision across a range of applications, from major tunnel projects to spray paving.

14 IRF WASHINGTON

From funding and resilience to digitalisation and automation, the road sector will tackle a rapidly changing set of demands at the IRF 2026 Annual Conference.

46 ENGINES 48 ONSITE

An innovative modular and mobile asphalt batch plant is available from Benninghoven.

TECHNOLOGY

16 IRF GENEVA

Decarbonisation is driving the creation of new additives – and is the inspiration behind a new system to create voluntary carbon credits from green road repairs and preservation.

Engine innovation from Rehlko; BKT’s latest tyre offering.

09 CONSTRUCTION

From road funding and AI to resilience and regional connectivity, IRF Global’s 2026 program has taken its expertise into road markets facing very different challenges.

44 BITUMEN TECHNOLOGY

25 WIRTGEN

The Wirtgen Group outlines innovative products, current trends, experiences and stories of success.

THINK OUT OF THE BOX: When excavated material becomes an asset, every cubic metre counts or costs

42 EARTHMOVING

High performance from Develon’s latest dozer; excavator choice offered by Liebherr.

MICROSURFACING: Rethinking pavement preservation

33 IBTTA

The IBTTA’s María Moreno on how the user-pays principle can provide a sustainable funding model for road networks. GLOBAL HIGHWAYS 2026 VOL.5

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KEY PROJECT REOPRT

Bridges provide vital lifelines for Nepal due to the remote nature of many areas.

NEPAL to rebuild The flooding in Nepal has damaged key infrastructure, creating an opportunity to strengthen the country’s roads, bridges and other critical connections, Ramkrishna Wagle writes. Key road links had to be closed due to landslides or surfaces being washed away.

particularly in a country where steep terrain, powerful river systems and fragile geological conditions present significant engineering challenges. As Nepal works to restore the infrastructure affected by the flooding, the rebuilding effort will also provide an opportunity to strengthen the country’s wider network. Roads, bridges and other critical assets will need to support Nepal’s continued development while being better prepared for the environmental and engineering challenges presented by the country’s terrain and river systems.

Infrastructure damage and recovery

or Nepal, a country in the midst of a major phase of infrastructure development, the recent flooding has brought the resilience of its roads, bridges and other critical infrastructure into sharp focus. The floods caused loss of life and extensive damage to homes and public infrastructure, with preliminary government estimates placing total disaster losses at approximately $2.56 billion. The scale of the damage has created an urgent need to restore key infrastructure while considering how future projects can be made more resilient. The flooding comes as Nepal continues to expand its infrastructure network, with highways, bridges and hydropower projects being developed across the country. The experience is highlighting the importance of building resilience into that expansion,

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The Bhote Koshi–Trishuli flood caused significant damage to highways, bridges, hydropower facilities, settlements and public infrastructure. The damage has been spread widely across Rasuwa, Nuwakot, Dhading and adjoining districts. The flooding has highlighted the vulnerability of Nepal’s rapidly expanding infrastructure network and the need to strengthen resilience as development continues. The Pasang Lhamu Highway, the strategic northern route toward Rasuwa and the Chinese border, was closed following extensive flooding along the Bhote Koshi–Trishuli corridor. The closure affected local communities and disrupted an important national trade and logistics connection. The collapse of the Phurke Khola Bridge in Dhading resulted in the Kalupandey Highway being severed as the bridge was swept away. The government opened an alternative route toward the Dhading district headquarters, and while this has maintained basic connectivity, normal traffic movement has been severely affected. Further north, roads and bridges in Rasuwa and Nuwakot experienced extensive damage, including sections of the Betrawati–Rasuwagadhi corridor. Numerous suspension Extended features & latest digital content globalhighways.com

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KEY PROJECT REPORT

bridges have been washed away, leaving communities isolated and forcing the authorities to provide temporary structures. Among the most affected transport corridors was the Prithvi Highway, one of Nepal’s principal road connections linking capital Kathmandu with the western and central parts of the country. The highway faced serious disruption at vulnerable sections, including Krishna Bhir, Parewa Danda, where it runs close to river banks. Landslides, river erosion, debris and damaged bridges have disrupted transportation along what is one of the country’s busiest highway corridors. Access roads, civil structures and associated infrastructure along the vulnerable river corridors will require detailed technical evaluations to deliver more resilient replacement plans. At Krishnabhir, the Trishuli River scoured the riverbank and removed part of the highway corridor. Severe erosion, slope instability and removal of the road surface brought traffic to a complete halt. The damage represents a combination of hydraulic erosion, loss of embankment support and geotechnical instability. The section had benefited from work providing slope protection and bioengineering, but the scale of the flood overwhelmed the existing measures. Authorities were working to restore the route at time of writing. Hill cutting and clearance were carried out to open an alternative alignment, although unstable slopes, difficult terrain and continuing monsoon conditions made the emergency operation challenging. Official reports suggest that 53 suspension bridges were affected by the flood, including 33 that were washed away entirely. The loss of these structures has consequences beyond transportation. In Nepal’s mountainous terrain, a bridge often provides the only practical connection between communities and hospitals, schools, markets, government services and emergency-response facilities. When a crossing disappears, an entire settlement can become isolated. The flood also caused extensive damage to hydropower facilities and other infrastructure along the Trishuli and Bhote Koshi corridors, highlighting the vulnerability of infrastructure concentrated along narrow Himalayan river valleys.

Building for the future

Nepal is working to strengthen its infrastructure network for the future.

Building infrastructure in Nepal faces many challenges. The mountainous country is the location for eight of the world’s mountains above 8000m (including Mount Everest) and its transport network has evolved slowly due to the engineering challenges posed by construction at high altitudes as well as difficult topography. From the lowlands at around 58m above sea level (Kechana Kawal, Jhapa District) to Mount Everest’s 8848.86m summit, the country rises through steep slopes, deep valleys, fragile geological formations and powerful river systems. The flooding has reinforced the importance of considering resilience as Nepal continues to expand its infrastructure network. It has also raised an important question: how can the country’s rapidly expanding infrastructure network be made more resilient to increasingly extreme natural events? For Nepal, highways and bridges are not just transport structures. They are lifelines for rescue operations, hospitals, food supplies, tourism, trade and economic activity. When a major highway is cut off or a bridge is swept away, entire communities can become isolated. As the nation rebuilds, the current situation should become an opportunity to build a stronger and more resilient national infrastructure network, one capable of supporting its development plans. The immediate priority is to restore connectivity. Emergency road openings, Bailey bridges and temporary crossings are essential, but permanent reconstruction should not just replace what the river has destroyed. Every failed road section, bridge and slope can be treated as an engineering lesson. Permanent reconstruction requires hydrological and hydraulic modelling, river-morphology assessment, scour analysis, geotechnical investigation, slope-stability analysis and structural evaluation. Bridge foundations must account for extreme scour and debris impact, while highway sections require integrated river training, toe protection, retaining structures, drainage, slope stabilisation and appropriate bio-engineering. The road to recovery will be long. Nepal cannot prevent every flood, but it can build roads, bridges, tunnels and hydropower infrastructure capable of better withstanding future flooding and other natural hazards. Nepal needs infrastructure engineered for the Himalayas of tomorrow.

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Images: Prime Global Publishing/Ramkrishna Wagle

The flooding comes at a significant moment in Nepal’s history. The country became a federal democratic republic in 2008 following the political transformation initiated by the 2006 People’s Movement and the peace process that ended the monarchy. Today, a younger political generation is in government with an ambitious development agenda. Recent years have seen Nepal undergoing one of its largest phases of infrastructure development and expansion. Major national highways are being upgraded, new roads and bridges are being constructed, while hydropower projects are expanding across the country, and major connectivity projects are nearing completion. The country also recently reached a major milestone with the opening of the Nagdhunga–Sisnekhola Tunnel, Nepal’s first modern road tunnel, constructed with Japanese assistance through the Japan International Cooperation Agency (JICA). GLOBAL HIGHWAYS 2026 VOL.5

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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 8-13 Construction Tech.indd 8

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CONSTRUCTION TECHNOLOGY New survey technology from Leica Geosystems is designed to improve accuracy and efficiency.

Simplifying everyday surveying The Leica X-PAD portfolio combines field software, selected Leica Geosystems instruments and connected services, bringing workflows previously used by GeoMax customers into the Leica Geosystems portfolio. It includes the Leica GS11 global navigation satellite system (GNSS) smart antenna to support field surveying. Proven and versatile GeoMax workflows are at the core of the new portfolio. The Leica GS11 GNSS smart antenna brings augmented reality guidance and imagebased measurements into fieldwork. Surveyors can navigate to points using a live view of the site, check what they have captured, and take measurements from captured images, including points they cannot reach with a survey pole. “A large part of surveying is the routine fieldwork that needs

to be carried out to professional standards, often by teams with varying levels of experience,” Hexagon’s Geomatics division head of business line surveying Elmar Lenz said. Lenz added that Leica X-PAD is simple and offers a clear workflow through the job. The portfolio expands Leica Geosystems’ existing surveying workflow range: Leica Captivate represents maximum capability across any surveying project; Leica iCON focuses on construction workflows; and Leica X-PAD is the solution for a select set of everyday routine tasks. Field teams can work with survey information in 2D, 3D, map and site views, including drawings, surfaces and building information modelling (BIM) data. With the GS11, the software overlays stakeout guidance

Image: Leica Geosystems

Leica Geosystems has introduced a new surveying portfolio aimed at making routine fieldwork simpler and more connected.

and design or captured data onto live site imagery and allows surveyors to measure additional points from captured images. Teams can see where they need to go and confirm the job is complete before leaving the site, helping to reduce return trips and rework. The software provides a consistent experience across compatible Leica Geosystems instruments. In addition to the GS11, it works with the Leica GS05 GNSS smart antenna and Leica TS13 robotic total station. The connected workflow also extends into the office through Leica X-PAD Fusion.

A new safety connection

Komatsu customers across the UK and Ireland will have a new way to access Xwatch machine safety technology through McHale Komatsu’s dealer network.

Image: Komatsu

Komatsu dealer McHale will now fit machines like the PC130-11 with Xwatch’s sophisticated safety systems.

McHale Komatsu has been named an approved supplier for Xwatch Safety Solutions, giving its Komatsu customers in the

UK and Ireland a new route to machine safety technology. Based in Redditch, Worcestershire, McHale

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Komatsu is the sole distributor for Komatsu construction and utility equipment and Metso crushers in the UK and Ireland. The new relationship means Xwatch systems can be specified through McHale Komatsu’s dealer network. The Xwatch XW5 system is designed for machines working in demanding environments, offering height and slew control alongside rated capacity indication. It provides operators with a practical option to manage machine movement around people, structures, overhead services and other site risks.

Hexagon GeoCloud handles field-to-office data exchange, while Hexagon SmartNet provides GNSS positioning services, creating a link from the first measurement through to the finished deliverable. The new portfolio builds on X-PAD technology that has long been used by GeoMax customers, with development continuing to support both Leica Geosystems and GeoMax instruments. GeoMax products remain available for purchase, while technical service and support continue.

Leica Geosystems: www.leica-geosystems.com

“Becoming an approved supplier for Xwatch Safety Solutions is a strong move for McHale Komatsu and for our customers,” McHale Komatsu territory development and machine control specialist for Northern England Jake Walley said. “Safety technology is becoming an important part of machine specification, particularly for contractors and hire businesses working on busy, restricted sites.” “McHale Komatsu becoming an approved supplier for Xwatch is excellent news and a positive step for customers who want safety systems specified through a trusted machine supplier,” Xwatch Safety Solutions sales and operations manager Jemma Dycer Hopkins said. Komatsu: www.komatsu.com Xwatch: www.xwatch.co.uk

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CONSTRUCTION TECHNOLOGY

Finding the gains

Data is helping earthworks operations identify haul road problems and turn improvements into measurable gains in productivity and fuel efficiency. Data is changing the way construction sites operate, turning once overlooked details into measurable opportunities for profit. From increased maintenance to fleet utilisation, data is taking the guesswork out of improving profitability. Most site managers know where their operations slow down, but few can quantify what those bottlenecks are actually costing or the impact of fixing them. Without clear data, even relatively simple operational changes can feel like an unnecessary risk. That was the situation facing a large-scale earthworks operation, where haul truck cycles were falling short and fuel costs were creeping up. The site team suspected the haul road itself was the problem but was unable to accurately determine where the losses were coming from or whether resurfacing it would be worth the disruption. In a bid to overcome the losses and assess what changes could be made to create impact,

the team invested in technology and audits to understand the site in more detail. Using Komatsu Smart Construction Fleet, the site was able to identify what was slowing its trucks down and sinking profitability. By tracking vehicle speed against location, the technology flagged a haul road too narrow for efficient traffic flow. Running Smart Construction Fleet alongside Smart Construction Dashboard, managers were able to build a digital model of the site, revealing an uneven surface that was costing fuel with every trip. The tools created a clear picture of where cycles were being lost, with Smart Construction Fleet tracking traffic flow and vehicle speed in real time and Smart Construction Dashboard mapping terrain issues. Using geofences and alert zones, the site team monitored traffic flow, managed vehicle speeds and identified

operational issues in real time. Most importantly, the combined data showed where productivity was being lost, allowing the team to prioritise improvements with confidence. Widening the road cut congestion and improved cycle times, while lowering fuel consumption by 3.4%. The productivity gain was notable, increasing daily cycles from 34 to 45. Resurfacing the haul road added a further 9.8–10.6% improvement in fuel efficiency across the standard fleet. Komatsu Smart Construction product manager William Groven described it as a “prime example of how data-driven site adjustments can deliver fuel savings typically associated with next-generation machinery”. “As more sites begin to measure the impact of operational changes, data like this will begin to help site managers make significant improvements that might otherwise be left unidentified,” he said.

“Across construction sites, the pressure of earthworks operations is constant and the difference between an efficient operation and a costly one is often measured in litres of fuel, time of journey and the condition of the roads.” The changes are allowing the client to move an extra 176,000 tonnes of material a year while reducing fuel costs by an estimated €26,520. Smoother haul roads also mean tyre life is likely to be increased, delivering an additional cost benefit. Similarly, wear and tear on the haulers will be reduced, lowering maintenance needs and helping extend machine life, with a further cost benefit to the customer. The data quickly pointed the team to the two biggest operational bottlenecks, allowing simple fixes to be made and the results to be measured almost immediately.

Smart Construction: www.smartconstruction.io

Image: Komatsu

Efficient haulage is helping earthworks operations improve productivity and reduce fuel use.

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CONSTRUCTION TECHNOLOGY

Smart solutions for processing Metso’s new digital tools can optimise materials processing operations. the need for hours of scenario simulations to be able to identify optimal operating settings. Metso Data-driven Performance Analytics is a continuous service that evaluates equipment operation and how effectively machines perform as part of a specific process. It provides daily asset and process performance monitoring, identifies performance gaps and bottlenecks, and prioritises and communicates improvement actions for sustained operational results, enabling higher throughput, improved recovery and a more consistent operational performance.

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Metso’s digital tools are helping processors improve efficiency, performance and safety.

Metso Safety Performance Platform helps organisations improve workplace safety by streamlining reporting of risks, incidents, near misses and best practices from any device for employees and contractors. Artificial

intelligence (AI)-assisted reporting drives greater engagement, improves data quality and consistency, and helps organisations identify risks earlier.

Metso: www.metso.com

GLOBAL HIGHWAYS 2026 VOL.5

Image: Metso

For materials processors, the ability to turn operational data into practical action can make a significant difference to productivity, recovery and safety. Metso is adding three digital solutions to its portfolio aimed at helping customers identify problems earlier, respond faster and improve performance. Metso Digital Production Management helps operations respond to changing material characteristics, process conditions and operational constraints. The solution generates accurate production plans based on site-specific targets and constraints, reducing

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Image: Prime Global Publishing

CONSTRUCTION TECHNOLOGY AI-supported monitoring can help authorities identify changing conditions on roads and drainage networks.

Optimising highway drainage

The use of AI can help to optimise highway drainage. Routine inspections can provide only a snapshot of an asset’s condition, leaving local authorities with limited visibility of what happens between site visits. KaarbonTech said its new SMART Shot AI technology is designed to fill that gap by monitoring how highways and drainage assets change over time.

The artificial intelligence (AI)-supported system combines regular image capture with AI review to identify visible changes and emerging risks. Rather than replacing established inspection regimes or professional judgement, it provides additional evidence that can help teams understand how an asset or location behaves between routine inspections.

According to KaarbonTech, SMART Shot AI can show if debris repeatedly returns after clearance, if water levels rise, if an obstruction becomes more serious or if an issue clears naturally. This creates a more complete picture of changing conditions, helping teams determine when a site visit is needed, where maintenance should be targeted and how an asset is performing over time. Self-running solar-powered units can be deployed at locations where additional visibility would support decision-making, including culverts, trash screens, watercourses, high-risk junctions and other hardto-reach or rapidly changing sites. Configurable image capture, night vision, secure upload and AI-led review allow teams to monitor conditions through a central dashboard and focus attention where it is most needed. For local authorities, the ability to build that picture over time can provide a stronger basis for deciding when and where to intervene. “Local authorities already hold a significant amount of

asset information, but one of the hardest gaps to close is what happens after an inspection team leaves,” KaarbonTech innovation and change manager Conor Holgate said. “SMART Shot AI adds evidence over time, helping teams understand not only what an asset looked like on a particular day but how it reacted, whether risk developed and when intervention could have the greatest impact.” For authorities managing large and varied networks, this visibility can help reduce unnecessary visits while supporting earlier, more targeted intervention. It can also provide stronger evidence for maintenance planning, investigations, funding decisions and scrutiny by showing how conditions developed rather than relying on a single observation. The technology is being deployed across local authority networks, with installations focused on locations where a clearer understanding of change over time can directly support operational decisions.

KaarbonTech: www.kaarbontech.co.uk

Remote bridge strain measurement An innovative technology offers remote strain measurement of civils structures.

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New technology from Ommatidia allows remote strain measurement for bridges.

Image: Prime Global Publishing

bridge behaviour when the Bridge behaviour can now be geometry and structural model assessed remotely, without the are appropriate. need to install sensors directly The technology allows onto the structure, according many points to be measured to Ommatidia LiDAR. Its new simultaneously along the Q-series LDV workflow recovers same visible bridge line. The dense displacement and velocity workflow remains fully remote, profiles along a visible bridge reducing surface preparation line, which can be used to and access work, while derive curvature and surfacedisplacement, curvature and strain indicators on beam-like, strain remain linked in the bending-dominated sections. same interpretation chain. And For such sections, these one-line deployment is efficient displacement profiles can for bending-led spans, while be converted into curvature a second view can be added and surface-strain indicators where axial terms matter. using beam UsingEuler-Bernoulli the latest generation connected Komatsu machines assumptions. Thatthe makes further enhances capabilities of the Smart Construction the workfl ow useful as tools. (Image: Prime Global Publishing) Ommatidia: a fast screening path for www.ommatidia-lidar.com

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ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

From regional challenges to global solutions

From road funding and artificial intelligence to resilience and regional connectivity, IRF Global’s 2026 schedule has taken its expertise into road markets facing very different challenges.

hrough regional congresses, global summits and technical training, International Road Federation (IRF Global) has brought international expertise and practical knowledge to areas facing very different road infrastructure challenges, from finance and digital transformation to safety, resilience and connectivity. IRF Global has connected transportation professionals with international knowledge while keeping the priorities of each market at the centre of the conversation.

Delegates gathered at the 13th IRF Caribbean Regional Congress to discuss resilient transport networks and regional connectivity.

More resilient transport networks in the Caribbean The 13th IRF Caribbean Regional Congress in Guyana addressed the particular infrastructure realities of Small Island Developing States and coastal economies. Extreme weather, geographic constraints and environmental pressures can have an immediate impact on transport networks across the Caribbean. Against this backdrop, road safety, bridge engineering, asset management, maintenance, public transport and regional connectivity formed a central part of the program, with practical approaches to resilient infrastructure and reliable mobility receiving particular attention.

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Images: IRF Global

Road funding takes centre stage The IRF Global Summit on Funding & Leveraging AI Applications for Roadway Innovations, held in Varna, Bulgaria, brought together representatives from more than 30 countries to examine two issues increasingly shaping the future of road networks: infrastructure finance and digital transformation. With ageing assets requiring sustained investment and traditional transport revenues under pressure, discussions covered road user charging, tolling, digital payment systems and alternative funding mechanisms. Alongside these topics, artificial intelligence (AI) applications in asset management, predictive maintenance and traffic operations highlighted how technology can support more effective infrastructure investment and management.

Professionals from across regions gather for IRF Global events.

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ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

Africa turns to AI for road management In Nigeria, IRF Global’s AI Applications for Road Management programme responded to the growing need for practical digital capabilities within road agencies. Computer vision, automated pavement assessment, predictive deterioration modelling, remaining service life forecasting, maintenance prioritisation, drones and digital twins were among the applications examined. The programme also addressed data governance, procurement and professional capacity, helping connect emerging technology with the operational realities of road asset management. Connectivity in Europe and Central Asia The 4th IRF Europe & Central Asia Regional Congress & Exhibition in Tbilisi, Georgia, brought together road leaders and specialists from close to 30 countries. For a region increasingly reliant on efficient transport corridors linking markets across national borders, connectivity was a central concern. Road safety, asset management, digital transformation and resilient transport networks were examined alongside the infrastructure requirements of these evolving corridors. Latin America looks to technology for the next generation More than 1000 transportation professionals attended the 7th IRF Latin America Regional Congress and Exhibition in Mendoza, Argentina. Growing mobility demands, major transport corridors and the need to improve network performance are creating new requirements for road authorities across Latin America. The congress

Road sector representatives explore practical applications of AI for road management.

examined these issues through discussions on AI, intelligent transportation systems, road safety, infrastructure resilience and asset management. Mendoza’s position along the Central Bioceanic Corridor between Argentina and Chile also brought cross-border trade, logistics and regional mobility into focus, reinforcing the importance of reliable road infrastructure to the region’s economic connections. While road challenges may vary across regions, the need for specialised knowledge and practical solutions is shared all over the world. IRF Global connects road agencies, engineers, governments, researchers and industry through congresses, technical training and international forums, bringing global experience closer to local needs and enabling knowledge to move across markets.

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IRF Global brings the industry together to share knowledge and expertise.

Scan the QR code

to connect with IRF Global and stay informed about our global programs, events and opportunities.

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INTERNATIONAL ROAD FEDERATION NEWS

Image: Bogdan Lazar/Dreamstime.com

The IRF 2026 Annual Conference in Geneva will have the theme, ‘The Road Ahead: Trust, Delivery and Innovation’.

The road ahead starts in Geneva From funding and resilience to digitalisation and automation, the road sector will tackle a rapidly changing set of demands at the IRF 2026 Annual Conference.

Building trust This section of the programme will look at how confidence in road investment, planning and delivery can be strengthened, particularly where communities expect clearer evidence of safety, inclusion and value. Sessions will examine how inclusion can be embedded more systematically into planning, design and appraisal, as well as how road

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authorities can move from reactive approaches to more systematic risk diagnosis and targeted safety interventions. Delivering systemic solutions This area will focus more directly on the practical challenges facing road owners and operators. Funding will be a major part of that discussion, including

the structural pressures on existing road funding systems and the potential role of roaduser charging. Other sessions will address how resilience is translated from strategy into networklevel investment decisions, how maintenance strategies are evolving to maximise lifecycle value, and how circularity and sustainability

Image: IRF Geneva

he countdown to the IRF 2026 Annual Conference is well and truly underway. From November 16–18, the global road and mobility community will come together in Geneva for three days of discussion, knowledge exchange and practical insight under the theme, ‘The Road Ahead: Trust, Delivery and Innovation’. The conference comes at a time when the road sector is being asked to deliver more on almost every front: safer networks; greater resilience; lower environmental impacts; more efficient use of existing assets; and a credible response to rapid technological change. At the same time, budgets remain under pressure and expectations around infrastructure performance continue to rise. These challenges and realities provide the backdrop to this year’s programme, which will allow participants to explore three overarching themes:

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ASSOCIATIONS

INTERNATIONAL ROAD FEDERATION NEWS

Innovating for future roads This section will examine how digitalisation and automation are beginning to change infrastructure and operations. A plenary session will consider how road authorities should prepare for increasingly automated mobility, while a series of sessions on digital roads will look at smarter traffic operations, safer traffic systems and the use of digital approaches throughout infrastructure delivery, from planning and design through to construction. The conference will bring together road agency leaders, policymakers, engineers, financiers, researchers and innovators from more than 50 countries representing different regions and parts of the sector. That mix is intended to encourage exchange not only on what different organisations are planning but also on what is already working in practice and where implementation remains difficult. For road professionals, this is perhaps the most useful aspect of the conference. Many of the challenges facing the sector are now closely connected: funding decisions affect maintenance strategies; asset management is increasingly inseparable from resilience; sustainability requirements influence materials and procurement; and digital tools are reshaping road operations and infrastructure delivery. The conference therefore provides an opportunity to compare approaches across markets, hear how road authorities and industry are responding to common pressures, and discuss where technical innovation can genuinely improve delivery rather than simply add another layer of complexity.

Image: IRF Geneva

objectives are influencing materials, procurement and project evaluation.

The road ahead will be shaped by the decisions, technologies and partnerships emerging today. Geneva will provide three days to examine what those changes mean and what the sector needs to deliver.

Finding road safety expertise Within two years of its launch, the IRF’s International Registry for Road Safety Auditors has reached a new stage in its development. Now covering over 350 road safety professionals around the world, the platform introduces new features that make it easier for road authorities, project owners and development partners to identify and engage qualified road safety auditors (RSAs). The latest development turns the registry into an active, practical resource for the road sector. Users can search for registered professionals and contact individual auditors directly through the platform, while auditors benefit from greater international visibility and formal recognition of their qualifications and experience. For road authorities, project owners and development partners, the IRF Road Safety Auditor framework provides a straightforward way to identify verified professionals with recognised qualifications and relevant experience for upcoming projects. For experienced

Global Highways Magazine for industry-related discussion

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RSAs, IRF accreditation offers international professional recognition and greater visibility to organisations looking for auditor expertise. At the same time, engineers wishing to become auditors can follow a structured pathway combining recognised training with progressive levels of professional accreditation. By developing professionals who can independently assess infrastructure, identify risks and recommend appropriate measures, the registry helps to strengthen road safety capacity within the organisations and countries where these professionals work. For more information, visit www.irfofficial.org

A global data update IRF has released the 63rd edition of the IRF World Road Statistics (WRS), providing an updated picture of road and transport trends across the world. The WRS 2026 covers 2019–24, with data spanning more than 200 countries and territories and over 200 indicators across 11 categories. With more than 18,900 new and updated data points, the latest edition provides stakeholders, researchers and policymakers with a broader evidence base for analysing road and transport developments at national, regional and global levels.

The new edition includes 9086 new data points for 2024, with core transport indicators already reported for 122 countries and territories. It also includes nearly 9900 new and updated data points for 2019–23, alongside expanded historical coverage from 2000–18. The database has also undergone methodological improvements, with 5452 historical data points revised to incorporate updated source inputs and strengthen comparability over time. The key areas updated include road accidents, vehicle production and registrations, road networks, and vehicles in use, providing insights into infrastructure, mobility and road safety trends. The WRS draws on IRF’s global survey of national statistical offices and other primary sources. Data is coordinated directly with countries and relevant agencies before it is subjected to verification and validation before being complemented by secondary sources. This latest edition strengthens WRS as a resource for understanding how road transport systems are evolving and for supporting evidence-based research, planning and decision-making. To explore the free WRS 2026 and access the latest global road and transport data, visit https:// worldroadstatistics.org

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HIGHWAYS MANAGEMENT & SAFETY

Images: Valtir

ROAD MARKINGS

‘TODAY, WE SAVED A LIFE’ A recent incident in Switzerland served as an example of how safety barrier manufacturer Valtir is committed to Vision Zero.

CENTRA crash cushion from Valtir proved its worth when it absorbed a serious vehicle impact on Schweizersbild, a main arterial road in Switzerland. Installed close to a year ago by the Swiss Roads Administration in collaboration with distributor FRIKE electronic, the CENTRA system replaced a non-energy-absorbing median barrier end treatment. The upgrade to the CENTRA 110km/h model, which is delivered fully assembled and mounted on a precast raft foundation, aligns with Europe’s Vision Zero mission to eliminate traffic fatalities and serious injuries. Vision Zero was first implemented in Sweden in the 1990s, with the goal of eliminating traffic fatalities and severe injuries while increasing safe, healthy and equitable mobility for all. The ‘vision’ is that it is never ethically acceptable that people lose their lives

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The CENTRA includes an impact head assembly, frontal impact diaphragm and anchor assembly, intermediate diaphragms, and a back-up structure.

or are seriously injured when moving within the road transport system. That approach has long been at the heart of innovation and product development at Valtir, whose next-generation products take a holistic view in support of the Vision Zero mission. During the collision in Switzerland, the CENTRA crash cushion absorbed the vehicle’s impact and redirected it away from the hazard zone, successfully preventing secondary collisions which could have resulted in fatalities. “Today, we saved a life,” Valtir director of sales for the UK and central Europe Miles Boyd said. “The CENTRA continues to surpass our real-world behaviour expectations. Our crash cushion has become the benchmark for value-engineered design without compromising performance.” Post-impact analysis showed the system remained anchored and the head assembly deformed progressively to dissipate energy. And thanks to its modular design, only partial component replacement was needed. Texas-based Valtir has more than 50 years of design and manufacturing excellence. The CENTRA is a redirective, bi-directional crash cushion for hazards up to 610mm wide. It meets testing criteria described in the European Standard EN 1317-3:2010, and is tested to 110km/h, 100km/h and 80km/h performance classes. The CENTRA includes an impact head assembly, a frontal impact diaphragm and anchor assembly, intermediate diaphragms and a back-up structure, all of which are connected via cable assemblies and a series of specially designed thrie-beam panels. Thrie-beam guardrails excel in containing larger vehicles, mitigating the risks of crossover accidents and minimising the chances of vehicles veering off the road. Valtir’s 110km/h CENTRA replaced an existing median double-sided non-energy-absorbing configuration. However, installation at the Schaffhausen Schweizersbild site required full road closure. Valtir’s distributor, FRIKE electronic, offered the Swiss road administration a solution. The CENTRA was to be mounted off-site on a structural precast raft foundation. The entire system was delivered to the Schweizersbild site and positioned in a pre-cut recess in the existing asphalt road surface. The off-site assembly allowed for optimum efficiency in both the quality of the CENTRA build and the concrete strength. The CENTRA’s compatibility with off-site construction meant it could be delivered to the work zone with its associated foundation attached. “This modular delivery style resulted in the installation being complete in a little over two hours,” Boyd said. “Importantly, this included asphalt patching and transitional connection to the existing vehicle restraint system.”

Valtir: www.valtir.com/product/centra Extended features & latest digital content globalhighways.com

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HIGHWAYS MANAGEMENT & SAFETY

HIGHWAY ASSET MONITORING

BRIDGING THE GAP Every metre on a bridge matters, and REBLOC is combining vehicle restraint and noise protection in a single space-saving system.

Images: REBLOC

ridge structures place high demands on vehicle restraint systems (VRS) and noise barriers. This is particularly true in terms of space, structural loads, anchoring, installation and maintenance. Conventional solutions use a standalone VRS positioned between the noise barrier structure and traffic. This requires additional space and can result in higher loads and more complex anchoring to the bridge structure; however, the integrated REBLOC system combines both functions in a single structure. REBLOC’s noise barrier is mounted directly on top of the precast concrete safety barrier, allowing the complete system to be installed immediately adjacent to the roadway. REBLOC said it is the first such combination to be tested on a bridge deck in accordance with EN 1317-2. The system has a height of 4m, consisting of a 1m safety barrier and a 3m aluminium noise barrier panel. It was successfully tested to containment level L2/H2, a working width of 0.95m (W3) and no dynamic deflection. The required anchoring depth is just 120mm. The integrated system is designed to minimise loads on the bridge. One aluminium panel with a length of 5m and a height of 3m weighs in at around 300kg, while the safety barrier weighs about 1400kg per metre. While conventional noise barriers typically transfer wind loads into the bridge deck as concentrated loads through individual posts, the REBLOC system sees forces distributed first through the VRS and then

Testing confirmed the REBLOC system’s L2/H2 containment performance with no dynamic deflection.

transferred into the bridge deck via 12 M16 anchors per 5m element. This results in a more uniformly distributed line load. At the same time, the load is applied nearer the bridge supports, which shortens the lever arm and significantly reduces the bending and torsional stresses on the cantilever. The more even load distribution can also help accommodate wider bridge decks, particularly in new and replacement structures, without increasing structural loads compared with conventional solutions. The space gained can be used for sidewalks and cycle paths. The road safety function is provided entirely by the integrated VRS. Compliance was demonstrated through crash tests conducted in accordance with EN 1317-2 on a representative bridge deck, including measurement of the forces generated during impact and classification according to the collision force classes specified in EN 1991-2. One of the tests, designated TB51 under EN 1317-2, involved a 13-tonne bus impacting the system at 70km/h and an angle of 20°. No damage requiring repair was identified on either the load-bearing base system or its connection to the bridge structure. By integrating the noise barrier into the VRS, the combined solution requires less space than conventional designs. This is an important advantage, particularly for urban bridges where space is limited. The integrated system can be positioned directly adjacent to the roadway, which additionally improves its acoustic effectiveness. Furthermore, vehicles are restrained at an early stage, while pedestrians, cyclists and bridge maintenance staff remain protected behind the integrated noise and safety barrier. The construction also provides protection against spray, dirt, debris and pressure waves from heavy goods vehicles. The integrated design positions the noise barrier nearer the roadway as opposed to the outer bridge edge. This makes it more easily accessible from the pedestrian or maintenance area behind the system. Inspections and maintenance operations are, therefore, simplified. Importantly, with an anchoring depth of only 120mm, the system can be installed without interfering with the bridge waterproofing. Its modularity also minimises road closures and allows installation rates of up to 200m of completed noise barrier per day. The precast concrete barrier can also be used as a temporary safety barrier during the construction phase and later supplemented by the noise barrier for permanent use, reducing material transport, installation effort and construction time.

REBLOC: www.rebloc.com Global Highways Magazine for industry-related discussion

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HIGHWAYS MANAGEMENT & SAFETY

ROAD MARKINGS

Image: Power Curbers

PRODUCTIVITY IN TIGHT SPACES A Power Curber 5704-D MAX is helping deliver high-volume barrier and rail work on a major Texas Department of Transportation project.

hen Austin Bridge & Road secured a significant contract to upgrade the Interstate 635 and US Highway 80 interchange in Mesquite, Texas, the firm knew where to turn for equipment. With the demands of the project, along with pouring an average of 45,720m of barrier and rail each year, the team needed a high-production machine that could deliver consistency while adapting to varying jobsite conditions. The Power Curber 5704-D MAX stood out for its compact size, versatility and 3D capabilities. “The smaller footprint and ability to transfer from left-hand pour to right-hand, and vice versa, really set it apart for us,” Austin Bridge & Road operations superintendent Shane Colley said. These features have allowed crews to work efficiently in tighter areas and, in some cases, reduce the need for night work. And the 5704-D delivered results from the start. “Our daily average production and productivity have increased,” Colley said. The machine’s design has improved efficiency on the jobsite. With the auger positioned closer to the centre, crews are able to work in tighter areas, while the stringless set-up gives finishers more room to work. These features have also helped deliver a smoother workflow and increase productivity. The Texas project involves roughly 50,290m of various types of barrier rail, with more than 39,620m placed on overpasses and interchanges. Tight working conditions, especially in the centre of US 80, make efficiency and flexibility a priority.

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Power Curbers equipment is supporting highvolume barrier and rail construction across Texas.

The 5704-D has proven precise even on demanding pours. While slipping T80 barrier rail, measuring 1.37m high and 610mm wide at the base, the mould ran extremely close to bridge columns. “The mould was so tight to the bridge column you couldn’t fit a piece of paper between the two,” Colley said. The stringless set-up made it easier to maintain accuracy without constantly adjusting stringline. The 3D capability also adds versatility, allowing crews to handle tighter pours while maintaining quality across different applications. Currently in use on multiple projects across north Texas, the 5704-D supports production goals while delivering a consistent, reliable product. Compared to previous competitive machines, the 5704-D is said to be easier to operate and produces a uniform result, giving crews confidence on-site. Looking ahead, Austin Bridge & Road will continue using the machine in barrier and rail applications, while exploring additional tasks for its use. The Austin Bridge & Road team also highly values the relationship with Power Curbers. “Power Curbers has shown that our needs are important,” Colley said, pointing to the company’s customer support. Once complete, the project will span approximately 8.72km, with construction continuing through early 2029. With years of work ahead, the 5704-D will play a key role for the project, helping deliver improvements to one of the busiest highways in north Texas.

Power Curbers: www.powercurbers.com Extended features & latest digital content globalhighways.com

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Koma

Komatsu PW190-11

The new PW190-11 combines power, balanced weight distribution, and precise control for exceptional heavy-duty lifting performance. With the new optional all-wheel steering, a first-in-themarket feature for heavy wheeled excavators, it delivers the ultimate combination of mobility and performance. It comes factory-prepared for use with tilt rotators and 3D machine guidance retrofit systems.

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komatsu.eu 17.09.2026 10:02 14:21:30 14/10/2026 am

Premium Content

BRIDGE AND TUNNEL

RISING

to the challenge Doka is helping deliver a major new viaduct in south-eastern Poland with specialist formwork, engineering and digital planning.

ith piers reaching up to 66m and spans of up to 188m, the Flyover ES-26 is one of Poland’s most demanding bridge projects. Part of the S19 expressway and the wider Via Carpathia north– south corridor, the viaduct combines challenging terrain, exceptional construction heights and balanced cantilever construction. Doka is supporting the contractor consortium with engineered formwork and climbing solutions, modelbased 3D planning and on-site technical services. The S19 Babica–Jawornik section forms part of Via Carpathia, the transnational route linking the Baltic region with south-eastern Europe. The hilly terrain requires several major engineering structures, with the Flyover ES-26 chief among them. As part of this strategic north–south connection, the new section is expected to improve regional accessibility once completed, but steep slopes, exposed working conditions and tight scheduling parameters add to the complexity of construction. Doka’s contribution covers the construction of the tall piers and the balanced cantilever erection of the superstructure. Three sets of the automatic climbing formwork SKE100 are used to execute the pier cycles safely and efficiently. A heavy-duty support solution with UniKit and supporting construction frames enables the construction of the hammerhead segments at heights where ground-supported shoring is no longer practical.

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The hilly terrain requires tall piers and long spans, with construction made difficult because of limited space.

Large-area formwork Top 50, Staxo loadbearing towers and framed formwork Framax Xlife complement the solution across the different structural elements. Starting from the hammerhead segments, five pairs of Doka cantilever form travellers support the balanced cantilever construction of the superstructure. Given the spans reach up to 188m, 10 travellers operate simultaneously on multiple piers, enabling efficient segment-by-segment construction. The cantilever arms gradually advance towards the adjacent spans until they meet at mid-span, completing the bridge deck. To address the complex geometry and the height of the works, including assembly platforms more than 60m above ground, Doka combines DokaCAD and Revit for detailed 3D modelling. The construction sequences are visualised as animations, supporting team coordination and contributing to safe execution in exposed conditions. Pre-assembled components and on-site formwork instruction help streamline the process and maintain quality under tight scheduling constraints. The contractor consortium benefits from the early involvement of Doka’s engineering team and the heavy-duty solution developed for the starting segments. The combination of precise digital planning, tailored climbing and traveller concepts and on-site technical support help coordinate interfaces and maintain progress in challenging terrain and geometry. Extended features & latest digital content globalhighways.com

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Premium Content

BRIDGE AND TUNNEL

According to contractor Intercor, the project ranks among the most demanding bridge construction projects currently underway in Poland. “Constructing the viaducts along the S19 Babica– Jawornik expressway is an engineering challenge that requires innovative construction technologies,” Intercor contract director Sebastian Dobrza ski said. “During peak construction, we are using multiple cantilever form travellers simultaneously on the largest viaducts, enabling efficient progress on spans of up to 188m.” The Babica–Jawornik section of the S19 is scheduled for completion in 2027.

Sustainability in focus Doka’s focus on sustainability extends across its operations, products and services, with the company working to reduce emissions and make greater use of circular practices. Doka has been awarded a silver rating by internationally recognised sustainability rating provider EcoVadis, which provides sustainability ratings and operates a network of more than 150,000 assessed companies. “The EcoVadis silver rating shows that Doka is among the leading companies in the industry when it comes to sustainability,” Doka chief executive Robert Hauser said. “This is an important signal for our customers and partners who are placing increasing importance on transparent and verifiable sustainability performance.” EcoVadis evaluates companies according to international sustainability standards across the areas of environment, labour and human rights, ethics and sustainable procurement, covering a broad range of non-financial management systems. “In the environmental category, Doka achieved an outstanding score of 91 out of 100 points,” Doka head of sustainability Julia Weber said.

Specialist formwork and construction systems are helping deliver the Flyover ES-26 viaduct.

“This places us among the top performers, representing only one per cent of all evaluated companies in our industry. “EcoVadis assesses how consistently sustainability is integrated into processes, and the silver rating shows that we have made significant progress in this area.” A key driver behind the strong environmental performance is Doka’s clear commitment to sciencebased climate targets. The company committed to the Science Based Targets initiative (SBTi) at the end of 2024, sending a strong signal for measurable and transparent climate action. To achieve net-zero emissions by 2040, Doka focuses on two key levers: decarbonisation and the circular economy. This includes expanding renewable energy sources, installing additional photovoltaic systems at its sites, electrifying its vehicle fleet, and continuously reducing emissions across the entire value chain. As part of its circular economy approach, Doka focuses on durable products and an established rental model, including repair and refurbishment services for formwork and scaffolding. This is designed to ensure materials remain in circulation for as long as possible and resources are used efficiently. This approach is also evident in product development. New products such as the Xlife top formwork sheet integrate recycled materials and are designed for reuse on construction sites. As a result, Doka develops products that deliver economic value and contribute measurably to reducing emissions. A key foundation for these measures is consistent data transparency. Doka records its global corporate carbon footprint across all locations and already provides product carbon footprint (PCF) data for more than 7000 products, creating the basis for informed, data-driven decisions, whether internally and for customers.

Doka: www.doka.com

Images: Intercor/Krzysztof Pączkowski studiowizjer.pl

Project snapshot • • • • • •

Project – S19 Babica–Jawornik/Flyover ES-26 Location – south-eastern Poland Type – multi-span flyover/viaduct Construction period – 2024–27 Contractor – Intercor Construction companies – SKABUD; Bojko Mosty; PRI BUDEX • Doka systems – automatic climbing formwork SKE 100, cantilever formwork traveller, UniKit, framed formwork Framax Xlife, large-area formwork Top 50, Staxo load-bearing towers • Doka services –model-based 3D planning, pre-assembly service, formwork instructor

Global Highways Magazine for industry-related discussion

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

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6 12:06

ROAD

THE

The Wirtgen Group Digital Magazine for Road Construction

Project reports. Practical experience. Innovative products, current trends, experiences and stories of success. Where and how advanced solutions generate real added value.

ROCK

THE

The Wirtgen Group Digital Magazine for Materials Processing

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EINLEITUNG

The world of the Wirtgen Group. Advanced technology at work in the real world

Discover THE ROAD and THE ROCK In our digital magazines, THE ROAD and THE ROCK, you can read about how our machines and plants help our customers around the globe to realise their projects reliably, cost-efficiently and successfully with unrivalled quality. You can look forward to finding fascinating project reports, innovative technologies and the latest news and insights from the worlds of road construction and materials processing.

E TG

N AT

HE AR

hear o t t an We w ORIES ST YOUR M FRO JEC TS! PRO

Show us your project

The next Job-Report could be your story The best stories are always found in the real world. Day-in, day-out, our machines

We look forward to receiving YOUR STORY!

and plants work hard on the successful realisation of fascinating projects around the globe. We want to tell our readers the stories of these successful projects. ecome a art of

and

and share your e

eriences

ith

like-minded people across the industry. Have you mastered an extraordinary challenge or gathered valuable insights through the use of our products? Then share your stories with us.

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THE ROAD

At work on project sites around the globe

SOLUTIONS FOR STATE-OF-THEART ROAD CONSTRUCTION A flagship project is revolutionising the Brazilian asphalt market: Did you know that the use of RAP material in Brazil is still in its infancy. A construction and infrastructure concern in the São Paulo region demonstrates how a shift in thinking is taking place and how confidence in recycled asphalt is being established within the industry. Usicity was the first company in South America to begin operations with an RPP 4000 HG from Benninghoven and thus became a pioneer and a role model in Brazilian asphalt production. The advanced technology of the plant achieves highest RAP feed rates and promotes recycling as an alternative to disposal. Read on to discover more about this important milestone. Germany | Rabenleite high-level reservoir

Brazil | Sao Paulo

Discover more online

No ordinary asphalt paving job An extraordinary construction site placing unique demands on man and machine has been realised in Bavaria: Work on the expansion of the Rabenleite Upper Reservoir in Bavaria showed that 40% gradients were not going to get in the way of two battery-electric tandem rollers from Hamm when it comes to delivering top compaction performance. Why this is and how the two machines negotiated the steep sides of the reservoir can be found in our article and a series of spectacular pictures from the project. Discover more online

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4 THE ROAD

Brazil | São Paulo

Mobile asphalt production for 22 communities An asphalt mixing plant that supplies 22 communities ith a road net ork of over

km and can e moved to

wherever it’s needed next on a single low-loader trailer. Currently located in Itirapina, Brazil, it produces high-quality asphalt mix for numerous infrastructure projects in the region. Discover how enormous flexibility, high productivity and the processing of reclaimed asphalt pavement (RAP) helps EIXO in the expansion of the region’s infrastructure.

Discover more online

Japan | Minamiboso

‘Hot to Hot’ paving on a spectacular racing circuit in Japan Motor racing has a long tradition and is extremely popular in a an.

km from okyo three V gele avers and

a material feeder have helped to create a private racing circuit – an asphalt roller-coaster with hairpin bends, fast straights and extreme ups and downs. Read how the wheeled and tracked pavers were instrumental in the successful realisation of the project and worked together to achieve high quality results and a surface that will endure years of racing to come.

Discover more online

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THE ROAD

Switzerland | Niesen

Footpath rehabilitation at an altitude of 2,300 m ectacular de loyment of a

it erland s

Niesen mountain For the reha ilitation of a foot ath and utility road the smallest V gele aver

as trans orted to

the summit station by funicular railway and supplied with asphalt mix by helicopter every four minutes. An extraordinary challenge – also due to the icy temperatures. Read how the team on-site managed to complete the surfacing work, including the paving of the verge, within a period of just two days. Discover more online

On the ancient Roman superhighway It’s already 2,350 years old, and still one of the most im ortant state high ays the Via

ia. No

the

pavement of three sections of the highway close to Miglionico had to be milled off, also over bridges. A Wirtgen W 210 XF at work. The large milling machine was the ideal choice for the job, not only due to smart systems like

and the ohn

eere

erations en-

Germany | Olberode

ter™, but also due to its spacious, ergonomically-designed comfort cabin and the new sweeping unit. Discover how a road with countless cracks was transformed into a freshly milled surface and see how work on the site progressed in our video.

Automated compaction with Smart Compact Pro As the pre-compaction time-window for warm-mix asphalt

Discover more online

is much shorter than for conventional asphalt mixes, perfect timing was absolutely essential during the surface layer compaction of a rural highway in the German state of

Italy | Miglionico

Hesse. The solution: The use of two Hamm tandem rollers equipped with Smart Compact Pro. The system integrates real-time density into the automated compaction process. Our article reveals just how this works, the benefits it brings and what the whole process looks like in the real world.

Discover more online

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6 THE ROCK

Focus on natural resources and construction materials

GLOBAL SUCCESS IN THE MATERIALS PROCESSING SECTOR Working in hard granite in Tanzania Canada | Ontario

That the compact, mobile Kleemann plants are not only effortlessly crunching their way through extremely hard granite, but also impressed with uncomplicated transportability on their adventurous journey to the African hinterland is impressively demonstrated by a project in Tanzania. Thanks to smart line coupling and the Continuous Feed System, the plants are working particularly safely and efficiently in the quarry not far from Lake Victoria. Read on to discover how Sasco Trading is exploring new paths with Kleemann plants and how our service technicians on the ground accompanied the commissioning process.

Tanzania | Lake Victoria

Discover more online

Kleemann technology boosts employment prospects for an Indigenous community Can you believe that a jaw crusher, two cone crushers, two screening plants and a stacker from Kleemann are playing a crucial role in ensuring the economic growth of an Indigenous community in Canada? The production of aggregates in the Garden River First Nation reserve in Ontario, Canada, has become an essential source of income. Powerful and efficient Kleemann technology is guaranteeing the long-term success of Discover more online

their business venture. For example, with aggregates for the rehabilitation of Highway 17 A, which runs through the reserve. You can read the whole story here.

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THE ROCK 7

Brazil | Grajaú

A Wirtgen Surface Miner is breaking new ground in gypsum mining in Brazil In the search for an alternative, modern solution for gy sum mining

arcos Vasconcelos Ferreira

anaging

Director of the Gesso Integral mine in Brazil, made the decision to deploy an SM 220 from Wirtgen. The Surface Miner cuts and crushes the material in a single pass. This means no more drilling and blasting, increased safety on the mining site and outstanding cost-efficiency. How does gypsum mining with modern technology work?

Asphalt recycling with a Kleemann plant train

Discover more online

USA | Connecticut

When it comes to material recycling, the big picture is what matters for construction contractor Kutter. This is why the contractor has opted for massed machine power and digital solutions from the Wirtgen Group. At the heart of it all: a Kleemann plant train that cost-effectively processes the milled material and delivers homogeneous final products. This results in a coherent, efficient cycle from processing to reuse. Discover more about the path from extraction to the final product.

Woman-Power in Connecticut At Pierce Builders, women are leading the way. At the Broad Brook sand and gravel pit, the predominantly Discover more online

female crew uses two mobile screening plants from Kleemann for the processing of sand, gravel and topsoil. ‘We have a great combination here of excellent machines,

Germany | Memmingen

state-of-the-art site logistics, and fast, straightforward support’, reports company owner Alescia Pierce. ‘What more could you ask for?’ Read on to discover how the latest technologies can ensure smooth and seamless production processes on construction sites. Discover more online

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Don’t miss the latest news! Are you familiar with our Newsletter? We'll keep you updated on the latest articles from our digital magazines at regular intervals. Subscribe now to get the latest news from the Wirtgen, Vögele, Hamm, Kleemann, Benninghoven and Ciber product brands fresh from the source. THE ROAD

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THE ROCK

14/10/2026 9: 0 am

IBTTA

Image: SEOPAN

A model for 21st century roads IBTTA international vice president María Moreno examines how the user-pays principle can provide a sustainable funding model for maintaining and modernising road networks.

oad infrastructure is one of the foundations of economic competitiveness, social cohesion, and quality of life. Governments face the common challenge of maintaining, modernising, and expanding increasingly demanding road networks. The question is not how much to invest in transportation infrastructure; it is how to secure the resources necessary to preserve and improve these assets over the long term, and what future mobility should look like. The user-pays principle is relevant as a tool linked to infrastructure use and mobility management. It can enable road networks to be maintained, investment deficits to be addressed, modernisation to be undertaken and mobility flows to be managed. The user-pays principle has become an established component of transportation policy in many parts of the world, such as the US, Australia, Chile, Brazil, South Korea, Colombia, Japan, Saudi Arabia, Israel, South Africa, and much of Europe. A PwC study examining investment needs across Europe’s motorway network found that approximately 73.8% of the network is subject to tolls or other roadcharging systems. The report found that Spain was one of the notable exceptions, with road charging applying to 13% of its motorway network. SEOPAN, the Spanish Association of Construction and Infrastructure Concession Companies, represents companies with experience in the development and management of infrastructure concessions and road-charging models. Spain faces the challenge of maintaining, modernising and managing its mature interurban motorway network. Spain therefore illustrates a wider question for mature road networks: how should governments sustainably fund future maintenance and modernisation? Similar discussions are taking place elsewhere, including Brazil’s concession programme, projects in several US states, road expansion programmes in India, Turkey’s commitment to the Global Highways Magazine for industry-related discussion

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Modern free-flow tolling technology allows efficient collection of toll charges.

IBTTA international vice president and SEOPAN managing director María Moreno. (Image: IBTTA)

model, new sections in Greece, and France’s decision to retain motorway tolling within a redesigned concession framework as existing concessions expire. Countries face similar challenges, including ageing assets, mobility needs, technological transformation, decarbonisation, congestion, and budgetary constraints. There are different ways to address these challenges, but they share the common reality that maintaining and modernising infrastructure requires stable and predictable resources. Technology facilitates implementation through systems that enable efficient, flexible and transparent models. Well-designed road-charging systems support broader policy objectives such as improving road safety, managing congestion, reducing pollution, and addressing inequalities between regions and between different transport modes. The question is, how much does it cost? Yet perhaps it should be, what is the cost of failing to maintain and improve our roads, failing to prevent accidents, failing to reduce congestion, and failing to connect cities? When designed thoughtfully, it can provide a fairer and more transparent connection between infrastructure use and the resources required to maintain it. Those who use roads contribute to the cost of maintaining and improving them. Charging structures can also be designed to reflect broader public-policy objectives, including environmental impacts, supporting the ‘polluter pays’ principle used in Europe and helping the decarbonisation of transport. The debate about fair payment for road use should not focus on how much users pay; rather, it should focus on the mobility model for the future, namely safe, resilient and efficient. Achieving that requires us to recognise the value of infrastructure lies in building it and preserving its performance, reliability and safety.

IBTTA: www.ibtta.org GLOBAL HIGHWAYS 2026 VOL.5

14/10/2026 9:49 am

EQUIPMENT

Highly efficient piling

Liebherr said its new H 10 piling solution offers a combination of versatility, efficiency and low noise operation.

Image: Liebherr

iebherr is combining a new ropesuspended leader with its proven H 10 hydraulic hammer to create a versatile solution for pile driving. Designed for free-standing piles, the system can drive piles vertically or at an inclination while offering the productivity needed for demanding applications. The system combines low operating noise with high-impact energy and can be mounted to a wide range of cranes, including duty cycle machines. This allows piling work to be carried out without a dedicated piling rig, giving contractors greater flexibility across different applications. Piles can be inserted at larger distances or behind obstacles and, with a combined weight of 27 tonnes, the leader and hammer are easily placed over the pile and work can begin immediately. The system is suitable for piles weighing up to 30 tonnes, a maximum diameter of 1.22m, and a pile inclination of up to 1:3. The rope-suspended leader features a modular weight system, which allows the H10 hydraulic hammer to be adapted to a variety of piling requirements, while the maximum piling weight is 10 tonnes. The equipment is said to be quieter than other designs, with four Liebherr hydraulic piling hammers working simultaneously generating the same sound power level as that of a single conventional hammer without noise reduction. In addition to its noise-reducing design, the H 10 offers an efficiency rate of 95%, transferring virtually all of the impact energy to the pile. The hammer model is also compatible with the Liebherr LRB and LRH series piling rigs. By using a customer’s own carrier machines, the rope-suspended leader with hammer offers a cost-effective piling solution that can be installed with minimum effort. Liebherr supplies a stand-alone control system for third-party machines, which provides customers greater flexibility and an efficient solution for demanding piling work.

Liebherr: www.liebherr.com

GLOBAL HIGHWAYS 2026 VOL.5

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Extended features & latest digital content globalhighways.com

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IBTTA

eeping operators out of the trench does not mean giving up control of the compaction process. Wacker Neuson’s new remote-controlled RT trench roller combines radio and infrared control to maintain a connection with the operator while monitoring the direct line of sight. If that connection is interrupted – whether in a deep or winding trench, behind a building or around a corner – the machine stops automatically. All control functions are in the hands of the operator, and an LED display provides information on running time, maintenance and diagnostics. The patented return-tocentre function automatically

resets the roller to straight travel, without any operator intervention, helping to ensure consistent compaction results in long trenches in utility construction applications. The trench roller’s large fuel tank allows for longer operating intervals for continuous compaction work without the need for frequent refuelling. The drive motor and the vibration system are integrated into the drum body and designed to be maintenancefree for the first 1000 operating hours. Together with optimised service access, this helps to minimise downtime on demanding construction sites.

A dual-signal system helps improve safety when operating Wacker Neuson’s latest trench roller.

Image: Wacker Neuson

Safer trench roller

Wacker Neuson: www.wackerneuson.com

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14/10/2026 9:4 am

Image: Indeco

DEMOLITION

Indeco expands IDC series Following the 2025 launch of the IDC 70, Indeco has expanded its range of primary demolition crushers to accommodate machines of different capacities.

he expanded IDC range now covers excavators from 10–120 tonnes, giving contractors more options when matching primary demolition attachments to different machine sizes. Indeco’s first IDC 70 was designed for excavators up to 120 tonnes, with a force at tip of up to 180 tonnes and a jaw opening of up to 1800mm. The series now includes six models, from the IDC 11 to the IDC 70, covering a range of machines from 10–120 tonnes. The new IDC 11, designed for 10-tonne excavators, weighs around 900kg, with a force at tip of 50 tonnes and a jaw opening of 850mm. Meanwhile, the IDC 42 works on 40-tonne machines with a force at tip of 135 tonnes and an opening of up to 1500mm. In between are the IDC 16, IDC 21 and IDC 30 demolition crushers, designed for 13-, 20- and 28-tonne excavators, respectively. The IDC 16 has a force at tip of 75 tonnes and a jaw opening of 1000mm, while the IDC 21 delivers 90 tonnes of force at tip with a 1150mm jaw opening. The larger IDC 30 is designed for 28-tonne excavators and has a force at tip of 110 tonnes and a jaw opening of 1300mm. Primary demolition requires attachments capable of decisive intervention in the early stages of demolition, when reinforced concrete structures, pillars, beams and partitions need to be demolished with strength, precision and reliability. It is precisely in this context that the IDC series finds its natural fit, combining high force with the jaw capacity needed to tackle a range of structural elements. The addition of models for smaller machines broadens the range of applications, particularly on large construction sites and in urban environments where space constraints, accessibility and logistics can favour more compact equipment. This gives contractors greater flexibility when selecting a crusher to match the machine and working conditions.

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An Indeco IDC 70 primary demolition crusher gets its teeth into the job. (Image: Indeco)

The wider range also gives contractors greater flexibility in how they deploy their equipment. Compatibility with machines of different capacities can support fleet management and resource optimisation, while allowing demolition tasks to be matched more closely to the available machinery. Operationally, maximum jaw opening is an important factor, influencing the crusher’s ability to handle structural elements of different sizes. A larger opening can be particularly useful in the initial stages of demolition, allowing the attachment to engage larger sections of a structure and helping maintain an efficient work cycle. On the construction site, this translates into an improved ability to tackle complex configurations, irregular cross-sections and structures that require a wide and secure grip from the first strike. Equally important is the maximum force at tip, which determines how effectively the crusher can concentrate force at the initial point of contact. This influences the attachment’s ability to penetrate and fracture structural materials, including concrete and reinforcing steel, and can affect the speed and efficiency of the demolition cycle. Higher force at tip is therefore especially valuable when tackling demanding structures where effective initial penetration is required. Completing the technical profile of the IDC series are the interchangeable INDECOBITE teeth, which can reduce machine downtime and simplify maintenance of parts most subject to wear. The ability to quickly replace the teeth allows the crusher’s operating efficiency to be maintained over time, preserving its grip and penetration capacity even in particularly harsh working conditions.

Indeco: https://indeco.it/en Extended features & latest digital content globalhighways.com

14/10/2026 9:4 am

DEMOLITION

Image: Epiroc

Epiroc extends breaker life Epiroc has updated its EC 122 hydraulic breaker with features designed to simplify maintenance, reduce downtime and extend service life.

he EC 122 is designed for demolition, rock excavation, quarrying and utility work, with the latest updates focused on making routine maintenance quicker and more straightforward. Epiroc said this is the second update in this range since it presented the new EC 102 breaker at bauma 2025. Maintenance has been streamlined through Epiroc’s new wear insert. The lower wear bush now features a turnable insert, allowing operators to rotate the component to distribute wear evenly and extend its lifespan. This design helps to eliminate the need for special tools and enables quick field replacement, minimising downtime. In addition, the replaceable piston liner enhances repairability, contributing to cost-effective

Global Highways Magazine for industry-related discussion

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The new EC 122 hydraulic breaker is designed for tasks like demolition, rock excavation, quarrying and utility work.

maintenance and longer operational life. The updated EC 122 is 80kg lighter than its predecessor, reducing overall carrier load and improving manoeuvrability. With a service weight of 1.12 tonnes, the EC 122 is designed for carriers in the 15–24-tonne range, making it an ideal choice for operators seeking efficiency without compromising power. The EC 122 integrates hybrid technology with a nitrogen piston accumulator, delivering consistent impact energy and smooth operation. Epiroc’s VibroSilenced Plus system further reduces noise and vibration by isolating the percussion mechanism and sealing all openings, creating a safer and more comfortable working environment. The unit is equipped with an integrated control valve and EnergyRecovery system, which optimises hydraulic efficiency while reducing vibrations. Active percussion chamber ventilation minimises internal wear, helping to ensure the breaker remains in peak condition for extended periods. “The turnable wear insert is a simple yet highly effective solution that saves time and reduces costs for our customers,” Epiroc hydraulic attachment tools vice president Predrag Petrovic said. “By enabling quick field replacement without special tools, we’ve made maintenance easier, reduced downtime and extended the breaker’s lifespan.”

Epiroc: www.epirocgroup.com

GLOBAL HIGHWAYS 2026 VOL.5

14/10/2026 9:4 am

ASPHALT PLANTS

Built around flexibility The new modular CORE asphalt plant from Benninghoven can be adapted to meet changing customer needs.

enninghoven, part of the Wirtgen Group, is expanding its portfolio with the launch of the new CORE asphalt plant, a cost-effective plant that combines a streamlined design, ease of transport and fast assembly with state-of-the-art technology. The plant is designed to minimise total operating costs throughout its lifecycle. Based on proven Benninghoven technology, the plant is designed for worldwide use and is said to offer reliable performance and high asphalt quality throughout its lifecycle, providing long-term investment security. This transportable batch plant can produce high-quality asphalt with versatile mix designs and reclaimed asphalt pavement (RAP) addition rates of up to 40%. The plant can also be retrofitted with additional components in order to meet changing market demands. The CORE is said to keep operating costs as low and transparent as possible. During its development, emphasis was placed on optimising energy use and fuel consumption. Variable frequency drives fitted to the exhaust fan and dryer drum automatically adjust

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The transportable and modular asphalt mixing plant can be adapted to meet the changing needs of plant operators.

performance to match demand, helping reduce energy consumption. The new MULTI JET multi-fuel burner provides additional versatility by enabling the simultaneous use of up to four different fuels. This allows operators to quickly respond to fluctuations in energy prices and fuel availability. The integrated smart weighing system helps to ensure high asphalt quality and consistency. High-precision controls prevent overdosage and maintain tight tolerances, even with varying material flows and temperatures. The CORE features a new design that makes installation more cost-effective and the plant can be assembled using cranes with lifting capacities of up to 90 tonnes. This increases the availability of suitable equipment in the respective regions, enhancing versatility and reducing installation costs for customers. The optimised design enables smaller foundations to be constructed, reducing the materials required and lowering construction costs.

Extended features & latest digital content globalhighways.com

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The modular design allows the plant to be operated in a basic configuration and then expanded to meet additional requirements. Pre-configured interfaces ease upgrades and allow the system to be adapted without extensive modifications, such as when integrating different additive systems. Pre-installed cable trays simplify installation and improve reliability, suiting the CORE to mobile construction sites and projects with short lead times. The plant’s maintenance-friendly design and workplace safety concept, combined with comprehensive safety measures, streamline servicing and operation while ensuring reliable performance. All components are readily accessible via access points. Safety features include attachment points for personal protective equipment, contact protection on the mixer and pneumatic cylinders, fall-back protection systems and optimised lighting. Transport width is kept within limits and maximum transport height is limited to 3m, so the need for special transport arrangements, escort vehicles and additional permits can be reduced or avoided. Intelligent logistics planning for the individual components also reduces the number of transport units required; fewer lorries needed for shipping simplifies logistics handling and reduces costs. With the CORE, Benninghoven offers a new costeffective asphalt mixing plant designed to meet coming requirements. The modular concept allows customers to adapt the plant to changing market conditions and regulatory requirements.

Images: Wirtgen Group

ASPHALT PLANTS

The new concept provides a comprehensive approach to development, technology, logistics, installation and customer support.

Pre-configured interfaces, flexible fuel selection and intelligent control systems support reliable production. At the same time, plant operators can rely on the Wirtgen Group for global support and service.

Benninghoven: www.wirtgen-group.com/en-us/ company/benninghoven/

Bridge Dumanja Jaruga | Janjina, Croatia

All shapes, all scales. From cantilever to cable-stayed bridges, Doka delivers seamless expertise in bridge construction — ensuring safe progress and turning complex ideas into lasting connections across the globe.

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GLOBAL HIGHWAYS 2026 VOL.5

14/10/2026 9:4 am

ASPHALT PAVING

Precision paving across applications Vögele technology is helping contractors improve efficiency and precision across a range of applications, from major tunnel projects to spray paving.

he famous Mont Blanc Tunnel is being upgraded to help boost capacity and safety for drivers. By 2042, the link will have been improved along its complete 12km, boosting transport for the vehicles driving between Chamonix in southeastern France and Courmayeur in north-western Italy. The Mont Blanc Tunnel, which first opened to traffic in the 1960s, is one of the most important north–south corridors in the European road network, carrying heavy traffic volumes throughout the year. It is being modernised in stages, including its safety technology, but given its importance to tourism on the French and Italian sides of the Alps, it can be closed for only a few weeks at a time, or at night. A specialist contractor Cogeis was commissioned to carry out extensive resurfacing work on a 400m section of the tunnel. This presented a challenge due to confined space, darkness, restricted visibility, strict safety requirements and a tight timeline. The aim was to pave the entire section with a 50mm surface course across a width of 6.5m in the course of just one night. The contractor opted to use a latest-generation wheeled paver from Vögele, a SUPER 1803-5 X. With a laydown rate of up to 700 tonnes per hour, the machine is Vögele’s most powerful wheeled paver and can pave widths of up to 8.25m. This enabled the Mont Blanc Tunnel paving crew to use the SUPER 1803-5 X to pave both lanes in a single pass. Being wheeled allows a higher degree of agility than tracked machines, which was important for the job. The Pivot Steer steering brake allows a turning circle of 4.2m, enabling it to manoeuvre in the narrow tunnel. Cogeis also employed a smaller Vögele paver, a SUPER 1303-3i, which was used to pave three emergency stopping and breakdown bays with a total length of 150m and a width of 2.8m parallel to the twolane carriageway.

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The Vögele SUPER 1803-5 X wheeled paver performed efficiently on a road deck resurfacing project in the Mont Blanc Tunnel.

The new Dash 5 systems, including the automatic and comfort functions of the SUPER 1803-5 X, proved useful on this project. The Paver Access Control was particularly helpful when starting up and shutting down the paver, allowing the crew to control all initial steps from the ground: turning on the lights and starting the engine; putting up the hardtop; lowering the screed; and booting up the machine control system. It also enabled operators to switch on integrated lighting in the dark tunnel. The optional Light Package Plus on the Dash 5 paver was also important, helping to provide effective illumination of the working area. The package features additional integrated LED lights in the hardtop and in the control panel cross-member, illumination of the tow point rams, movable headlights and a hardtop extension with powerful LED floodlights. These illuminate the working area to a width of up to 10m and to a distance of up to 4m behind the screed. “This enabled us to set up and prepare the paver quickly without the need for additional lighting,” paver operator Lori Bibe said. Another benefit in the tunnel was the optimised EcoPlus low-emissions package, a drive system that lowered fuel consumption, emissions and noise. “These factors are critical, especially when working in narrow, enclosed spaces like the construction site here in the tunnel,” foreman Antonio Lachi said. The new installation aid for attaching bolt-on screed extensions and the efficient heating of the compacting systems also minimise the set-up time. Efficient material logistics helped to ensure a continuous supply of material and an optimum head of material in front of the screed, allowing the crew to achieve high quality, even though the asphalt had been on the road for around two hours in wintry temperatures before being delivered to the pavers. Extended features & latest digital content globalhighways.com

14/10/2026 9:46 am

Images: Wirtgen Group

ASPHALT PAVING

Expanding the paving toolkit Alongside its latest-generation conventional pavers, a new version of the Vögele spray paver is available from the Wirtgen Group, offering improved performance. The new SUPER 1800-5 X SprayJet offers a spray width of up to 8.25m, as well as precise metering of small quantities of spray. It also has a spray module with optional heating for residual emulsion. The machine benefits from Vögele’s latest Dash 5 technology, making it easier to use, while also offering shorter set-up times and more automated functions. The machine is designed to apply bitumen emulsion and asphalt surface courses in a single pass to optimise bonding between layers, saving time, material and costs. As a standard paver, it offers a paving width of up to 9.25m, while as a spray paver, it offers a spraying width of up to 8.25m. The spray module’s insulated emulsion tank has a capacity of 2100L, while an optional additional emulsion tank increases the capacity to 7100L. The engine delivers 129kW and the machine features a laydown rate of 700 tonnes per hour, making the SUPER 1800-5 X SprayJet highly productive. The ability to be used as either a conventional road paver or as a spray paver allows the unit to be utilised as a specialised machine in the local authority sector and for motorway refurbishment projects. Vögele has fitted the latest ErgoPlus 5 operating system, with the Paver Access Control, an optional Lighting Package Plus, and automation solutions such

The Wirtgen Group is now offering an improved version of its Vögele spray paver.

A LONG WAY

TOGETHER

as the Smart Pave digital paver control system and digital site documentation with WPT Paving. The machine is fitted with five spray bars between, behind and to the sides of the tracks, which allows emulsion to be applied when paving width varies. The spray nozzles operate in pulse mode at a maximum pressure of three bar and are available as 07, 10 and 16 nozzles. Optimised calibration is designed to ensure precise application across the spray width, even with small quantities of emulsion. To maintain the temperature of small quantities of emulsion – less than 300L – the new model is available with an additional heater, allowing residual emulsion to be used completely, even with a low spray rate and at low outside temperatures.

Vögele: www.wirtgen-group.com/en-de/ company/voegele/

EARTHMAX AX SR 51 AX 1 For the toughest and most complex tasks in the mining and earthmoving sectors, BKT comes up with an All Steel radial tyre designed to efﬁciently handle all load and levelling applications with dozers and loaders. EARTHMAX SR 51 (L-5) is the ideal solution for heavy-duty operations because of its superior cut and chip resistance. Another distinctive feature of this high-performance tire is its outstanding traction.

Discover the BKT K Range KT

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GLOBAL HIGHWAYS 2026 VOL.5

14/10/2026 9:46 am

EARTHMOVING

A revamped earthmoving range

New crawler excavators and a dozer are among the latest additions to Develon’s expanding earthmoving range.

evelon is continuing to expand its earthmoving range with new excavators and dozers, building on recent updates to its wheeled loaders and articulated dump trucks (ADTs). The wheeled loaders feature advanced CVT transmissions, while the updated ADTs incorporate redesigned cab layouts. Develon’s 37-tonne DX360LC-9 and 42-tonne DX400HD-9 excavators benefit from the firm’s latest full electronic hydraulic (FEH) technology and integrated artificial intelligence (AI). These machines share features with the 23-tonne DX230LC-9 and 26-tonne DX260LC-9 introduced in 2025. The DX360LC-9 is powered by a Develon DX08V engine rated at 227kW, with a maximum digging depth of 7.5m and a maximum digging reach of 11.113m. The same engine powers the DX400HD-9, where it is rated at 254kW and replaces the previous Scania diesel. These next-generation excavators benefit from smart technologies designed to boost productivity, with fuel efficiency said to be improved by 10%. Develon’s FEH technology and integrated AI are designed to optimise performance and efficiency. The company has also upgraded the engines and hydraulic systems, while improving operator comfort. An innovative development for the excavators is the E-Stop technology, which features a new smart around view monitor (SAVM) camera system that uses AI to detect people within the working area. Combined with a new radar system capable of detecting objects up to 6m away, the machine can automatically trigger an intelligent E-Stop to slow down and/or stop rotation and movement if any personnel are detected. Meanwhile, Develon said its new DD100 dozer offers high power for its weight class. Designed for

The DX400 excavator from Develon is a heavy-duty machine delivering high output.

Develon’s DD100 bulldozer offers precision and power.

duties such as road construction, the DD100 suits fine grading applications. Its high power-to-weight ratio and improved tractive effort also boost productivity. Power comes from a 3.4L D34 diesel engine, which meets Stage V emissions standards and delivers 91kW. An ECO mode can reduce fuel consumption by up to 5% in lighter operating conditions. Additional features such as auto idle and auto engine shutdown further reduce fuel use. The six-way variable angle pitch blade allows operators to lift, tilt and angle the blade for precise grading. Customers can choose between a standard 2.22m3 or an optional 2.58m3 capacity blade. Two-way mechanical blade pitch adjustment provides better control over digging angle, while a blade shake feature helps clear material build-up. The DD100 has a 2D grading system option for precision grading, while 3D machine guidance and control options are available for higher precision applications. Customers can select Trimble, Leica Geosystems or Topcon options with GPS technology and an additional in-cab monitor to deliver enhanced grading performance. Electrohydraulic controls are standard, allowing operators to customise responsiveness to match their preference. The machine has an operating weight of 11.6 tonnes in low ground pressure (LGP) format when equipped with a ripper, features a blade height of 1085mm, blade widths of 2770–3280mm, a drawbar pull of 16 tonnes of force and a top travel speed of 9km/h.

Images: Develon

Develon: https://global.develon-ce.com/en

GLOBAL HIGHWAYS 2026 VOL.5

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EARTHMOVING

Triple excavator launch

Liebherr is taking a novel approach to the 50-tonne excavator segment with the launch of three new Generation 8 models.

excavation equipment and specialist options for optimising extraction operations. All three feature reinforced structures of high-strength steels and castings, and are designed to maximise uptime and minimise downtime, and ensure straightforward maintenance. The units have a service platform for easy engine access, plus an automatic central lubrication system to protect components and extend service life. Liebherr offers a range of equipment options and chassis configurations, allowing customers to adapt the machines to a specific operation. The hydraulic systems are based on Liebherr Technology Positive Control and deliver fast and precise control.

Liebherr assistance systems increase efficiency: the Power Efficiency package helps to reduce fuel consumption by up to 10%; the Bucket Fill Assist system automates the process of filling the bucket; the Modetronic function adjusts parameters to any application, regardless of operating conditions. All three models are fitted with an integrated passive 2D control system, developed in collaboration with Leica Geosystems, as standard. This is complemented by a built-in dynamic weighing system that provides 500 machine hours to facilitate precise and controlled loading. An optional 3D control solution can be expanded with semi-automated functions for

greater precision. The machines are fitted with Liebherr’s latest-generation emCAB operator cabs, combined with the INTUSI operating interface to make operation more intuitive and customisable. The cab’s ergonomic design and simplified access to machine functions help reduce fatigue, while electric joysticks provide smooth control of machine movements. With camera assistance systems as standard, the new machines offer an improved view of the working area. Maintenance is also said to be safer due to easy-to-reach access points, clear views of fluid levels and low-lying refuelling and filling positions.

Image: Liebherr

iebherr is offering the R 948 G8, R 952 G8 and R 958 G8 models with differing excavator solutions to meet a range of applications. The three different chassis, a wide choice of equipment, and increased engine power mean the crawler excavators deliver high productivity in diverse operating conditions. The R 948 G8 is aimed at earthmoving duties and features an LC chassis and specialist equipment, and is optimised to deliver low fuel consumption without compromising power. The R 952 G8 is said to offer exceptional versatility, while the R 958 G8 has been developed for challenging extraction applications. The latter features a robust S-HD chassis, mass

Liebherr’s R 948 G8 is optimised for earthmoving applications and fuel efficiency.

Liebherr: www.liebherr.com

www.rebloc.com

Integrated Noise & Safety Barrier on Bridges > H2/W3 acc. to EN 1317-2 > anchoring depth only 120 mm > measured impact forces acc. to EN 1991-2 > standard height 4 m > modular elements for every situation Global Highways Magazine for industry-related discussion

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Decarbonisation drives change

Image: Thermal Road Repairs

BITUMEN TECHNOLOGY

Decarbonisation is driving the creation of new additives – and is the inspiration behind a new system to create voluntary carbon credits from green road repairs and preservation.

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Thermal Road Repairs’ established pothole repair system is being prepared to generate voluntary carbon credits through CarbonVault-IQ.

Image: Thermal Road Repairs

lthough regular surface treatments or pavement preservation interventions have been shown to extend a road’s life and lower whole life costs and carbon emissions, highway authorities often don’t have the budget to make those interventions. Gary Cook is director and founder of Asphalt-IQ, which provides digital carbon management, data recording, and quality control solutions for the road construction and highway maintenance industry. He believes he can make preservation – and other lower carbon road technologies – viable by creating voluntary carbon credits from them. To that end, Asphalt-IQ has developed CarbonVaultIQ, which collects all relevant information digitally at the point of application and uses it to generate voluntary carbon credits. Revenue from those credits could then be used to boost road maintenance budgets or invested into new equipment, according to Cook. “The barrier to more green or sustainable road construction is usually financial,” he said. “If there’s a financial incentive to go green, it’s almost impossible for the industry to walk away from it.” Contractors in the US already generate voluntary carbon credits through using foammix or cold recycled asphalt rather than hot mix. Asphalt-IQ’s approach is designed to simplify that process by capturing the required information digitally at the point of installation, allowing credits to be generated without a separate datacollection process.

Asphalt-IQ director and founder Gary Cook believes financial incentives can help drive more sustainable road construction.

CarbonVault-IQ’s credits will also be issued dynamically for interventions like surface treatment. “A significant percentage of the credit will be issued straight away, but the dynamic approach means that contractors will have to prove that their treatments perform over time,” Cook said. With CarbonVault-IQ launching in the UK, Cook plans to roll out CarbonVault-IQ globally. Organisations buying voluntary carbon credits could then help fund improvements to local roads, using more sustainable approaches and delivering wider economic and social benefits in their own countries. Asphalt-IQ has already launched the CarbonVaultIQ app, which records carbon saved by deploying greener road maintenance or preservation techniques. CarbonVault-IQ links to the app, using the data captured digitally in the field to create independently verified carbon credits. Cook aims to launch CarbonVault-IQ for surface dressing in spring 2027, followed by other treatments such as asphalt preservation and rejuvenation. However, CarbonVault-IQ is already fully developed for a thermal repair method for fixing potholes. The first UK road and pothole repair carbon credits could be created with this process before the end of October. Asphalt-IQ and Thermal Road Repairs have already worked together to create Thermal-IQ, a bespoke digital system that allows carbon savings to be calculated and captured on the spot by crews carrying out repairs. This was launched back in 2022. Thermal Road Repairs managing director Aidan Conway believes CarbonVault-IQ has huge potential. Extended features & latest digital content globalhighways.com

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“Our customers, both in the UK and particularly those in Europe, are very excited that they could create carbon credits,” he said. “We have been providing significant carbon savings to our client base for some time. This is a watershed moment as those savings turn into something tangible and hopefully tradeable. “Carbon credits could have significant future value, and the fact that CarbonVault-IQ can store them securely in a blockchain is phenomenal. This allows for accurate and auditable carbon reporting.” Cook believes one of the strengths of the CarbonVault-IQ system is the rigorous and accurate way in which it collects data, given many voluntary carbon credit schemes are currently based on estimates and assumptions. “That is probably the biggest innovation, but it is also where you have to be extremely rigorous,” he said. Asphalt-IQ has engaged independent verification body Carbon Check to validate the methodology and the integrity of the data used for each repair or preservation method for which CarbonVault-IQ is rolled out. This has already been applied to Thermal Road Repairs’ technology. One question that may need consideration, and possible contractual changes, is who owns the carbon credits created during a road repair or maintenance intervention. “My personal opinion is that the people who pay us to do the work own the credits,” Conway said. Cook suggests another option. “Other contractors may choose to use the revenue from carbon credits to subsidise the costs of their products or services and offer discounted rates to their clients which could make public sector road maintenance budgets go further,” he said.

Image: Thermal Road Repairs

Additives for the next generation of asphalt

Image: Iterchimica

BITUMEN TECHNOLOGY

Multifunctional additives for asphalt mixes will be widely needed if highways authorities are to meet their fast-approaching decarbonisation goals, according to Iterchimica civil engineer and senior researcher Shahin Eskandarsefat. The only way to achieve significant reductions in the embodied and whole-life carbon associated with roads is to combine warm mix asphalt technology with high proportions of recycled asphalt pavement (RAP), Eskandarsefat said. But to do so requires a cocktail of additives to act on the aged bitumen in the RAP, prevent stripping, and allow the asphalt to be made at lower temperatures. “I believe all the technologies will be required, which is why multifunctional additives are becoming a new trend,” Eskandarsefat said. Adding multiple additives at the asphalt plant, however, can be problematic. The producer has to adapt the plant to feed in the various additives separately, and the different additives can react adversely with each other, possibly forming a gel within the mix or preventing each other from working properly. These challenges are becoming increasingly important as road authorities and governments push

Thermal Road Repairs’ Aidan Conway says carbon credits could turn carbon savings into something tangible and tradeable.

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Iterchimica’s Shahin Eskandarsefat says multifunctional additives will be needed to increase the use of warm mix asphalt and RAP

for lower-carbon asphalt and higher levels of recycled material. The drive to produce lower-carbon asphalt is a result of carbon commitments made by countries around the world. European Union (EU) countries, for example, have signed up to some challenging carbon reduction targets: to reduce greenhouse gas emissions by 55% by 2030 compared to 1990 levels, and to reach carbon net zero by 2050. Requirements for higher proportions of RAP are now being mandated in some EU countries, according to Eskandarsefat. In Iterchimica’s home country of Italy, for example, the government updated its CAM Strade regulations, which set minimum environmental standards for roads, to allow higher proportions of RAP in 2024. “Instead of having a maximum percentage of RAP you can use, there is now a minimum,” Eskandarsefat said. “The Italian government allows you to produce up to 100% RAP pavements, without any obstacles.” The minimum percentages vary, depending on the layer of the road, with thresholds set lower for polymer modified bitumen. Serbia has a similar approach to Italy, setting minimum quantities of RAP. “I think it is a really historic time,” Eskandarsefat said. “Regulations and specifications are changing rapidly. They are increasing the ability to use higher proportions of RAP.” In parallel, European countries are mandating the use of warm mix asphalt (WMA). From January 1, 2027, WMA will become mandatory for road construction in Germany. In the UK, National Highways, which is responsible for England’s strategic road network, switched from hot mix to warm mix asphalt as the default across the network in 2021. Whereas hot mix asphalt is produced at temperatures between 140–180°C, WMA is made between 110–130 °C, reducing associated carbon emissions. WMA can also improve the durability of an asphalt mix when used in mixes containing RAP. This is because the aged bitumen is not heated to as high a temperature, so it is not further oxidised and stiffened, which can lead to cracking. Iterchimica launched its own multifunctional additive, Iterwarm RAP Eco, which enables high proportions of RAP to be used in a warm mix asphalt and also acts as an anti-stripping agent. Since its launch in October 2024, Iterwarm RAP Eco has been used in Italy and Ireland, and its use is now spreading, with product development underway in the UK, US and Germany. Even when regulations and specifications do change, one of the barriers to using more than 20% RAP is that existing hot mix asphalt plants must be adapted or replaced. This requires significant investment from asphalt producers, which can only be justified with sufficient levels of demand. Changes in regulations and specifications that push the minimum levels of RAP required higher may help to make those investment decisions viable.

Thermal Road Repairs: www.thermalroadrepairs.com/ Iterchimica: https://iterchimica.it/en GLOBAL HIGHWAYS 2026 VOL.5

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ENGINES AND COMPONENTS

More power from compact engines

Rehlko is expanding its compact engine range with a new high-power KDI variant, while its KSD platform continues to gain traction with construction machinery manufacturers.

ore power does not always have to mean a bigger engine. Rehlko is demonstrating that with a new high-power version of its KDI engine, delivering up to 50kW while retaining the same block and much of the component commonality of its existing units. The KDI 1903 TCR HP produces up to 50kW, compared with 40kW for the existing KDI 1903 TCR, while delivering 220Nm of torque at 1000rpm. According to Rehlko, this enables the engine to power machines efficiently while reducing fuel consumption compared with other engines in the same class. Maximum torque is 250Nm at 1500rpm. The high level of parts commonality with existing KDI engines is another advantage, potentially reducing the number of different components customers are required to hold when operating multiple variants.

“It’s based on the proven KDI technology and is an ideal workhorse that improves machine competitiveness,” Rehlko product manager for diesels Abhiroop Garg said. This three-cylinder engine is said to deliver the same performance as many competing four-cylinder units but with a high power density, according to Garg. “What we’re pushing for is more work done with this engine,” he said. The benefit for original equipment manufacturer (OEM) customers is with the availability of a compact, three-cylinder diesel that can slot easily into a machine chassis, leaving plenty of space for service access. The short block, for example, means that it can be installed transversely in machines, still allowing plenty of room for a cooling system. According to Garg, the compact engine size helps OEM customers when slotting

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the power unit into machines in other respects, allowing it to be mounted further back and reducing the size of counterweight needed. As with the existing KDI engines, the new unit offers low fuel consumption and fast response times, as well as meeting the Stage V/Tier 4 final emissions requirements. Also of note is the fact service schedules have been extended to 500 hours, which Garg said is twice as long other units, allowing a further reduction in owning and operating costs. While the new KDI is focused on delivering more power from a compact package, Rehlko is also seeing strong demand for its smaller KSD platform. The latest version of the KSD 1403 is available in three variants: naturally aspirated; turbocharged; and turbocharged with an aftercooler. Rehlko said the turbocharged version with the aftercooler is now the most popular unit with customers due to its high power density. This variant is also able to operate at higher altitudes without experiencing a loss of power or risking overheating.

As with the KDI units, the KSD engines offer a low cost of ownership due to long service intervals and low fuel consumption. The aftercooler unit offers a combination of high performance for its size with lower running costs than earlier generation engines. “It’s a versatile engine that can go into any installation,” Garg said. “It’s the first fully electronic engine in the sub-19kW market.” Telematics also provide OEMs a greater insight into machine performance, Rehlko said, while maintenance times are also low. And with no need for a diesel particulate filter, maintenance needs are further reduced. “We don’t only produce engines; we can partner with OEMs to offer specific solutions,” Garg said. The Rehlko engines are designed on modular lines, allowing a wide range of variants to suit an array of customer needs, and the units are achieving strong demand with construction machinery OEMs such as Cormichi, MDB, Palfinger, Vermeer and Wacker Neuson.

Rehlko: www.rehlko.com

Images: Prime Global Media

Rehlko’s new-generation engines offer increased performance for compact machine installations.

The compact block for Rehlko engines allows them to be mounted further back in the chassis.

Extended features & latest digital content globalhighways.com

14/10/2026 9:4 am

ENGINES AND COMPONENTS

Tyres tailored to the job

BKT’s EARTHMAX range meets a number of requirements in the off-highway machinery market.

yre maker BKT continues to expand its EARTHMAX range, which is designed for heavyduty off-highway applications. Two of the latest variants are the EARTHMAX SR 51 SP and EARTHMAX SR 30 M, allsteel radial tyres designed for medium-sized wheel loaders but tailored to different applications. EARTHMAX SR 51 SP was developed for heavy-duty conditions in extraction operations, where loading, dozing, and load-and-carry operations require a robust structure and high resistance to mechanical stress.

The EARTHMAX SR 30 M is said to be a solution for loading, unloading and transport operations of medium-sized loaders used at industrial and construction sites, combining fuel efficiency and driving comfort without compromising on traction. These benefits stem from an enhanced and versatile tread design that is designed to ensure performance on any surface and from reduced rolling resistance. Another recent variant is the EARTHMAX SR 45 M in the new 21.00 R 33 size, an all-steel radial tyre designed for rigid haul trucks and ideal for long-

Global Highways Magazine for industry-related discussion

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distance transport operations, particularly in open-pit mines. For applications involving loaders, articulated dump trucks, and dozers, the EARTHMAX SR 41 is said to offer extended performance, durability and reliability in highintensity environments. The EARTHMAX SR 45 H2 is designed for rigid haul trucks that require traction, stability, and control under demanding conditions. Meanwhile, the EARTHMAX SR 43 all-steel radial tyre is designed for wheel loaders operating in severe conditions. The BKT SR 43 is useful for large wheel loaders

Image: BKT

BKT is adding new variants to its EARTHMAX range, giving operators more options for extraction, construction and material-handling applications.

working on heavy-duty roadconstruction projects where significant quantities of earth or other materials need to be hauled away. BKT said the SR 43’s novel tread design offers high traction and stability, plus durability and resistance to punctures for a long service life.

BKT: www.bkt-tires.com

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Image: Tadano

ONSITE

Effective communications between site personnel played a key role in delivering the bridge lifting job.

LIFTING PRECISION Two 32-tonne bridge elements have been lifted into position 64m above ground as part of a major bridge project in Germany. The Neckartal Bridge is located in northern Baden-Württemberg and connects the Heilbronn and Neckarsulm areas. It is 667m long, 65m high and, as an extradosed bridge, technically sophisticated in its design and construction. For the lifting of two bridge elements weighing 32 tonnes each at a height of 64m, crane service provider Wiesbauer relied on a tandem lift with its new Tadano AC 7.450-1. The second crane was provided by partner company AKM from Munich.

“We configured our new Tadano for this lift with a 76m main boom and 120 tonnes of counterweight,” Crane operator Jannik Weigle said. “As with any tandem lift, the challenge was ensuring that both cranes lifted in synchronicity so that the load was always precisely balanced on the hook.” The teams coordinated beforehand and had effective communications during the lift, connected via radio. The spotter and the two crane operators communicated during the lift to maintain full control over the load. “The lifting concept developed by our team beforehand proved to be effective,” Weigle said.

“We lifted the two 24m-long structural elements as planned and positioned them with centimetre precision at a height of 64m.” Weigle was also satisfied with the crane’s first deployment. “The AC 7.450-1 is large, powerful, and yet compact for its class. It was simply the best crane for this job,” he said. “With a smaller model, we would have had to install a jib, and with a larger crane with a sufficiently long boom, we would have run into space problems on the construction site.”

Tadano: www.tadano.com

Increasing quarry productivity

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GLOBAL HIGHWAYS 2026 VOL.5

A new Hitachi 90-tonne excavator is proving productive for a quarry site in the UK.

The Hitachi ZX890LCR-7 BER is a highperformance 90-tonne crawler excavator (Stage V) designed specifically for quarrying and heavy construction projects. It features a powerful 382kW Isuzu engine, up to 5m3 bucket capacity, and high-pressure HIOS V hydraulic systems.

The machine prioritises productivity, fuel efficiency and operator comfort, supported by a reinforced and robust structure.

Hitachi Construction Machinery Europe: www.hitachicm.com

Image: Hitachi Construction Machinery Europe

Heritage Quarry Group (north) is an independent quarry business with four separate sites in the UK: Rollright Quarry, Daglingworth Quarry, Great Tew Quarry and the new Greenfield Quarry in Skillington. Steve Johnson, who oversees the northern site, knew that selecting the right machinery would be critical to meeting the demands of the business. With the support of the team at Hitachi Construction Machinery UK, he opted for the Hitachi ZX890LCR-7 BER. According to Johnson, the power and performance of the ZX890LCR-7 have exceeded expectations. He highlighted the breakout force and fuel economy. The machine supplied is a ZX890LCR-7 BER specification, fitted with a 7.1m BER boom and a 2.95m BER dipper, a configuration that delivers maximum strength and exceptional breakout force for demanding quarry applications. Additional performance is offered by using an HSM bucket, specially designed to maximise productivity and durability.

Extended features & latest digital content globalhighways.com

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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 later identify the suspect and arrest him. 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.

FINE RECORD?

A Russian woman living in the UK has managed to get caught speeding in her Porsche sportscar seven times in just 10 months. The woman, who was fined and banned from driving for six months, explained that she did not appreciate how the system for accruing penalty points on a driving licence works in the UK. The fine will likely be of little concern for the wealthy woman, though not being allowed to drive may be a temporary inconvenience.

CATCHING AIR

A driver under the influence of alcohol and drugs recently attempted to evade police

pursuit in the UK, with the incident ending in a serious crash. Officers had spotted a BMW being driven erratically and followed the vehicle, You are being watched! with the driver then hitting high speeds of over 220km/h in an attempt to escape. The driver takeaway. The fine and extra lost control of the car, hitting insurance costs will possibly a roundabout and flying into make the person think twice the air. The car was completely about rushing to buy takeaway wrecked but the driver only food in future. suffered minor injuries in the incident, and luckily nobody AN ANIMAL else was hurt. The driver was TRAFFIC STOP charged with a series of offences A police officer in the US state including speeding and DUI. of Ohio received a very unusual call during which he was asked to respond to sightings of a man TOLLING RECORD riding a bull in a local Walmart A man in Illinois has been parking area. The bull turned out charged with evading toll to be well-trained and properly charges for a staggering amount. under the control of its very He managed to rack up nearly friendly rider. The bemused $22,000 worth of toll charges officer took photos and petted over a two-year period. The the bull as well. authorities managed to track him down, threatening to seize his truck should he not pay HARD STOP the backlog. A police officer in the UK has lost his job following a A NEED FOR FOOD traffic incident. The officer was driving a police car when A driver in Northern Ireland he spotted a cyclist throwing was recently stopped by police away a sandwich. Enraged at for speeding, travelling at this littering, the officer drove up to 216km/h in his highthrough a red light and then performance Mitsubishi. The rammed the cyclist from his police were reportedly taken bicycle. The cyclist was injured aback when the man explained and the bicycle damaged by he had been rushing to pick the impact. Having then noted up some food from a Chinese

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EDITOR’S PHOTO OF THE MONTH that the cyclist was not seriously injured, the officer (and the two others in the vehicle) drove away without reporting the incident. The officer lost his job as a result while the other two were given official reprimands.

SUB-STANDARD DRIVING

One of the most unusual car crashes ever occurred in 1961 in Sweden when a driver lost control and 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.

Extended features & latest digital content globalhighways.com

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