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10 July 2025
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Jul 10, 2025Highways Today - Road
In a defining moment for Peru’s transport infrastructure, PROINVERSIÓN, the country’s Private Investment Promotion Agency, has announced it will award the monumental Longitudinal Highway of the Sierra Section 4 project this July.
This colossal undertaking, structured as a Public-Private Partnership (PPP), is pegged at a staggering US$1.582 billion of project finance and is poised to breathe new life into one of Peru’s most rugged and logistically challenging regions.
Stretching a total of 965.2 kilometres through the heart of the Andes, this project is far more than just a highway upgrade. It’s a transformative corridor that promises to boost regional trade, enhance rural connectivity, and deliver safer, more efficient transport across the country’s highland spine.
The Longitudinal Highway project isn’t a one-size-fits-all fix. It consists of three distinct components, each tailored to tackle different challenges along the route:
The project’s lifespan is set at 25 years, encompassing everything from financing and construction to operation and ongoing maintenance. This long-term commitment reflects a holistic view of infrastructure development that favours durability and lifecycle cost-efficiency over short-term fixes.
Eight heavyweight consortia and companies have thrown their hats into the ring, each bringing a wealth of experience and international expertise:
The strong interest from both local and global players underscores the strategic significance of this corridor. It also reflects investor confidence in Peru’s commitment to transparent, well-structured PPP project finance.
The Sierra spine is no easy terrain. Rugged, elevated, and often underserved by modern road networks, the central highlands of Peru present significant mobility challenges. This corridor is essential not just for local communities, but for linking major economic nodes across the nation.
By improving access and reliability, the project is expected to:
The US$1.5+ billion investment is structured to attract private sector capital under a PPP model that shares risk across public and private partners. According to PROINVERSIÓN, the project will be governed by a performance-based payment scheme, ensuring that the concessionaire is incentivised to maintain high standards throughout the 25-year lifecycle.
“This PPP model allows the Peruvian State to promote efficient, sustainable infrastructure by relying on private-sector experience and resources,” stated a PROINVERSIÓN spokesperson.
The payment scheme also includes availability payments, tying compensation directly to the road’s performance, rather than traffic volumes. This ensures that public service remains the priority, regardless of fluctuations in demand.
In light of Peru’s vulnerability to climate-related disruptions, the project incorporates a strong emphasis on environmental and geotechnical resilience. Design specifications will address issues such as landslides, seismic activity, and seasonal flooding, which frequently plague the Andean region.
Furthermore, there is a push to integrate low-carbon construction methods and modern monitoring systems. These include smart sensors for structural health monitoring and intelligent traffic management systems, which could pave the way for smarter infrastructure policy across Peru.
Peru’s infrastructure gap has long been a bottleneck to broader development. According to the World Bank, the country needs to invest at least 4.5% of its GDP annually to bridge the deficit. Projects like the Longitudinal Highway are vital steps in this direction.
Improved road networks, especially in hard-to-reach highland areas, can unleash economic potential by lowering trade costs, boosting tourism, and enabling decentralised industrial growth.
“Better roads mean better lives,” as one local mayor put it during a public consultation event. “This highway isn’t just asphalt. It’s access to opportunity.”
The final award of the concession is expected in July, with financial close projected shortly after. Construction and mobilisation will begin thereafter, although timelines will depend on permitting and environmental compliance procedures.
Given the scale of the project, it could take several years before all segments are fully delivered, but milestones will be closely tracked by PROINVERSIÓN and the Ministry of Transport and Communications.
With an eye on inclusive growth and sustainable development, the Longitudinal Highway of the Sierra Section 4 is more than just a ribbon of road across Peru’s highlands. It’s a lifeline for isolated communities, a catalyst for rural prosperity, and a clear signal that Peru is serious about infrastructure-led development.
If executed with the transparency, efficiency, and foresight promised, this megaproject may very well become a benchmark for future PPPs across Latin America.
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Italy Greenlights A $15.5 Billion Project To Build Bridge Linking Sicily To The MainlandMILAN — A long-delayed and debated bridge linking the Italian mainland with Sicily cleared a major hurdle Wednesday, allowing work to begin on what would be the world’s longest suspension bridge, despite concerns over earthquakes, environmental impacts and the threat of mafia interference.
An interministerial committee with oversight of strategic public investments approved the 13.5 billion euro ($15.5 billion) project, the Transport Ministry said in a statement. Transport Minister Matteo Salvini said the project will be “an accelerator for development” in southern Italy.
Preliminary work could begin later this summer with construction expected to start next year.
The Strait of Messina Bridge has been approved and canceled multiple times since the Italian government first solicited proposals in 1969, and was most recently revived by Premier Giorgia Meloni’s administration in 2023. The notion of constructing a link between Sicily and the mainland dates back to ancient Rome.
The decision marks a political victory for Salvini, who has made the realization of the bridge a hallmark of his tenure, saying it would be “a revolution” for southern Italy by bringing jobs and economic growth.
The Strait of Messina Bridge would measure nearly 3.7 kilometers, with the suspended span reaching 3.3 kilometers (more than two miles), surpassing Canakkale Bridge in Turkey, currently the longest, by 1,277 meters (4,189 feet). With four lanes of traffic flanked by a double-track railway, the bridge would have the capacity to carry 6,000 cars an hour and 200 trains a day.
The project could provide a boost to Italy’s commitment to raise defense spending to 5% of GDP targeted by NATO, as the government has indicated it would classify the bridge as defense-related, helping it to meet a 1.5% security component. Italy argues that the bridge would form a strategic corridor for rapid troop movements and equipment deployment to NATO’s southern flanks, qualifying it as a “security-enhancing infrastructure.”
A group of more than 600 professors and researchers signed a letter earlier this summer opposing the military classification, noting that such a move would require additional assessments to see if it could withstand military use. Opponents also say the designation would potentially make the bridge a target.
Environmental groups have lodged additional complaints with the EU, citing concerns that the project will impact migratory birds, noting that environmental studies had not demonstrated that the project is a public imperative and that any environmental damage would be offset.
The original government decree reactivating the bridge project included language giving the Interior Ministry control over anti-mafia measures. But Italy’s president insisted that the project remain subject to anti-mafia legislation that applies to all large-scale infrastructure projects in Italy out of concerns that the ad-hoc arrangement would weaken controls.
The project has been awarded to a consortium led by WeBuild, an Italian infrastructure group, which initially won the bid to build the bridge in 2006 before the project was canceled in 2013. WeBuild constructed the Canakkale Bridge, which is currently the longest suspension bridge at 2 kilometers and 23 meters (about a mile and a quarter).
The Canakkale Bridge, which opened in 2022, was built using the engineering model originally devised for the Messina Bridge, with a wing profile and a deck shape that resembles a fighter jet fuselage with openings to allow wind to pass through the structure, according to WeBuild.
Addressing concerns about building the bridge over the Messina fault, which triggered a deadly quake in 1908, WeBuild has emphasized that suspension bridges are structurally less vulnerable to seismic forces. It noted that such bridges have been built in seismically active areas, including Japan. Turkey and California.
WeBuild CEO Pietro Salini told investors this month that the Messina Bridge “will be a game-changer for Italy.”
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06 August 20254 min readItaly Greenlights A $15.5 Billion Project To Build Bridge Linking Sicily To The Mainland
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06 August 2025
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Pmrda To Build 50 Km Concrete Road Along Pune Metro 3Not available
Construction World
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05 August 20251 min readPmrda To Build 50 Km Concrete Road Along Pune Metro 3
Construction World
05 August 2025
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Welsh Government Readies A494 River Dee Bridge Replacement Job As Value Jumps To £145MThe Welsh Government has advanced the much-needed replacement of the A494 River Dee Bridge, announcing a preliminary market engagement notice that sets out the framework for the forthcoming procurement process.
The bridge, a critical artery connecting north Wales with the north-west of England and further afield, is in poor structural condition and urgently requires replacement to ensure continued cross-border connectivity for people, communities and businesses.
The contract value is now estimated at £145M excluding VAT (£174M including VAT), up from the £130M that was advertised in the prior information notice published in January.
The new bridge would be located southeast of the existing A494 River Dee Bridge. As well as constructing the new bridge, the scheme will include improvements to the existing A494 to the east of where the road passes under the North Wales Coast Railway Line. This would include introducing a new hard shoulder in each direction connecting to the existing hard shoulders to the east of the River Dee.
A new access/exit to leave the A494 towards the Riverside area just past the river crossing will also be built, as well as up to 3km of new and improved walking and cycling routes, connecting to the Wales Coast Path, National Cycle Network Route 568, Queensferry and Garden City.
Another major part of the project is the diversion of the the Queensferry Drain (a Natural Resources Wales main river), which is situated on the southeast side of the A494 and currently flows in a culvert beneath it. As part of the works, new sections of open channel would be provided either side of the railway with a section of existing culvert beneath the railway line being retained.
Overview of the A494 River Dee bridge replacement scheme
Procurement approach
The Welsh government will adopt the Competitive Flexible Procedure as per the Procurement Act 2023. This process will unfold in two major stages: an initial selection stage to shortlist approximately five bidders, followed by a tender stage to appoint a winning contractor. The estimated timeline sets the contract duration from 4 May 2026 to 1 February 2030, with the tender notice expected to be published on 13 August 2025.
The initial supplier engagement that began in January invited written submissions that have since influenced the scheme’s procurement and design. This early industry involvement has not only led to an increased contract value but also helped shape a more efficient and balanced approach to the delivery model and contractual framework.
Notably, the Welsh Government will employ a two-stage Early Contractor Involvement (ECI) delivery model combining an NEC4 Professional Services Contract (PSC) for the first stage with an NEC4 Engineering and Construction Contract (ECC) for the subsequent design and build phase. The Employer’s Design route will be discarded and NEC4 ECC’s Option X22 will not be used. Payment options include NEC4 PSC Option E for the initial ECI stage and NEC4 ECC Option C for the design and build phase.
Artist impression of the new A494 River Dee Bridge
Market feedback has been pivotal in refining the approach, particularly in removing barriers to bidding. Suppliers advocated for reasonable security levels, a manageable number of shortlisted bidders, balanced commercial terms, and a fair weighting between price and quality. All these considerations have been integrated into the current procurement strategy.
Additionally, climate change considerations will be embedded within the contract. The likely inclusion of Option X29 from NEC4 ECC will help support decarbonisation initiatives, with specific targets agreed upon during the first ECI stage rather than being fixed at tender. An incentivisation mechanism focusing on cost management between the submission of the Initial Target Cost and the final Target Cost at the completion of Welsh Government’s Key Stage 4 will also be included.
Price and quality scoring will be nuanced, utilising both relative and average scoring mechanisms. Importantly, social value will feature significantly, carrying a minimum 10% weighting within the quality assessment – a reflection of the increasing emphasis on projects delivering community and environmental benefits alongside traditional construction outcomes.
The respective durations for the procurement stages have been outlined, with bidders expected to have 30 days to prepare submissions at the selection stage and three months for the tender stage, allowing ample time for comprehensive proposals.
As Wales looks to future-proof this vital infrastructure link, the project exemplifies the government’s commitment to a transparent, collaborative procurement approach that balances commercial rigour with social and environmental responsibility. The replacement of the A494 River Dee Bridge promises to enhance regional connectivity and economic resilience for years to come.
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04 August 20254 min readWelsh Government Readies A494 River Dee Bridge Replacement Job As Value Jumps To £145M
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04 August 2025
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Pmrda Plans 50-Km Road Upgrade Along Pune Metro Line 3Not available
Construction World
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31 July 20251 min readPmrda Plans 50-Km Road Upgrade Along Pune Metro Line 3
Construction World
31 July 2025
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York To Phase Delivery Of Outer Ring Road Upgrade As Cost Jumps To £164MCity of York Council has agreed to phase the delivery of its Outer Ring Road project as the anticipated cost has jumped by almost £100M.
The plan, drawn up by Pell Frischmann, is for upgrades along the York Outer Ring Road (YORR) from the A19 Shipton Road to the A1036 Little Hopgrove roundabout and would see improvements to six sections of the northern York Outer Ring Road, including 5 roundabouts at Clifton Moor, Haxby Road, Monks Cross, Strensall Road and Wigginton Road.
As part of the plans, the existing single-carriageway road will be widened to dual-carriageway roads in both directions to reduce congestion.
The upgrade of the road and the roundabouts aims to reduce congestion and journey times, encouraging traffic out of the city centre and onto larger roads where flows can be managed effectively.
York Outer Ring Road scheme overview
This month, council’s Executive considered a comprehensive update on the YORR project, outlining current progress, funding status and the proposed phased delivery approach aimed at unlocking housing development and enhancing regional connectivity. The report underscored the scheme’s critical role in meeting the city’s local plan infrastructure needs, supporting economic growth and advancing environmental objectives.
The YORR project, central to the Council Plan 2023-2027, is designed to deliver significant transport improvements by upgrading junctions and expanding active travel routes, thereby easing local congestion and providing better access to employment opportunities.
A CGI image of an example roundabout for the scheme
The phased delivery strategy ensures investments prioritise areas with the greatest need, particularly those unlocking new housing in line with the recently adopted Local Plan, which anticipates 3,557 new homes. Active travel infrastructure included in the scheme supports York’s Climate Change Strategy by encouraging walking and cycling, thus contributing to a target of reducing carbon emissions from transport by 71% by 2032.
However, the ambitious project faces substantial financial challenges. Initial budget estimates of £67.4M have ballooned to approximately £164M due to rising construction costs, inflation, regulatory requirements and additional technical demands.
Key cost drivers identified include a 35% inflation impact (£23.6M), requirements following the government’s LTN1/20 guidance which expanded cycling and pedestrian infrastructure (£8.7M), environmental and archaeological considerations, technical roundabout evaluations (£44.4M) and utility (£7.4M) and landscape works (£2.75M).
The original £67.4M funding was made up of £4.3M from the council, £25.1M from the Department for Transport and £38M from West Yorkshire Combined Authority.
The council has proposed to make up the funding gap through a combination of existing budgets, grant funding from bodies such as the York & North Yorkshire Mayoral Combined Authority (YNYCA), borrowing and developer contributions.
To manage financial risks, the council has agreed to delivering YORR in four phases, beginning with the Clifton Moor roundabout – an essential junction for unlocking housing development. The phased approach aligns expenditure with available budgets while maintaining delivery momentum. The council plans to utilise grant funding before committing to borrowing where possible, aiming for greater cost efficiency.
The Executive has also approved key recommendations, including renegotiating existing grant agreements, procuring contractors and specialist services for timely delivery and applying for additional funding bids. Delegated authority is proposed for the Director of City Development, in consultation with governance and finance directors, to manage contracts and funding arrangements within approved budgets.
Notably, the project also emphasises lessons learned and proposes a formal review process post-completion of Phase 1 to refine future delivery and risk management. It is believed that the phased approach will support York’s broader vision for a healthier, more accessible and sustainable city while unlocking critical housing and infrastructure pivotal to meeting growing demand.
The Executive’s agreement will thus facilitate the completion of a major transport and regeneration project, aligning economic growth and environmental sustainability while carefully managing financial exposure amid a challenging economic climate for construction and development.
City of York Council executive member for transport Kate Ravilious said: “Improving York’s Outer Ring Road will bring many benefits including enabling the construction of new homes, increasing sustainable travel links and providing opportunities to reduce traffic congestion in the city centre.
“We remain committed to delivering improvements to York’s Outer Ring Road. Last week the council’s executive approved proposals brought forward to deliver the project in four phases, ensuring progress can be made with existing funding available.
“This approach will give priority to those sections of the route where highways improvements are needed to enable delivery of new homes outlined in York’s Local Plan, starting at Clifton Moor, and for the sustainable travel links needed to support those developments.”
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25 July 20254 min readYork To Phase Delivery Of Outer Ring Road Upgrade As Cost Jumps To £164M
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25 July 2025
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55M-Wide Land Bridge Takes Shape At £23M Stockton Waterfront Urban ParkStockton-on-Tees is witnessing a significant development in its long-term regeneration plan with the recent installation of key structural elements for a new land bridge connecting the town centre to the riverside.
Contractor Esh Construction, working on behalf of Stockton-on-Tees Borough Council, has completed the placement of 47 precast concrete beams that will form the base of the land bridge – an integral feature of the £23M urban park initiative. The bridge will span over the A1305 Riverside Road, providing uninterrupted pedestrian access between the High Street and the River Tees.
47 precast beams were installed in total
The installation involved 45 standard beams measuring 21.5m and two larger edge beams each weighing 35t, all manufactured by Shay Murtagh Precast in Ireland and featuring environmentally advanced concrete that has 40% GGBS replacement of Portland cement. The beams were lifted into place over four days using a 200t crane, with the heaviest lifts carried out at an 11m radius. Reinforced concrete specialists BEMAC Construction provided additional support during this phase.
This infrastructure milestone will enable further construction activities, including casting a concrete deck and laying varied paving materials such as porphyry, resin, and granite. The land bridge is designed to be 55m wide and will be anchored to the existing Millennium footbridge, which itself will be extended as part of the project.
Esh Construction will now move onto pouring 170m3 of concrete to cast the bridge deck, followed by the installation of 163m2 of porphyry paving, 420m2 of resin and 75m2 of granite paving to create the public realm open space.
The wider urban park, scheduled for completion in phases over the coming years, aims to revitalise Stockton’s waterfront area, creating green, flexible spaces for community events and distinctive play areas. Planned features include an amphitheatre and enhanced landscaping in the lower park, as well as a new play park in the upper section. The bridge and associated public realm works are Phase One, followed by further developments to the oval lawn, new gardens, and play facilities.
Work will now move on to pouring the concrete for the bridge deck
The development forms a cornerstone of Stockton-on-Tees Borough Council’s 25-year blueprint to boost the town’s appeal as a place to live, work and visit. By reconnecting the High Street with the river through a seamless public space, the project intends to transform the area’s urban landscape and provide residents with increased recreational opportunities.
Procured through the North East Procurement Organisation (Nepo), the scheme is being delivered in partnership with design firms Ryder Architecture and Billinghurst George & Partners. Construction activity is ongoing, with visible progress expected over the coming months as landscaping and amphitheatre installation begins.
The Stockton Waterfront urban park is poised to become a landmark project for the region, reflecting broader efforts to regenerate waterfronts in former industrial towns across the UK.
Visualisation of completed Stockton Waterfront urban park, featuring 55m-wide land bridge
Esh Construction contracts manager David Player said: “The bridge beam installation is a key milestone in the Stockton Waterfront project and a testament to the collaborative planning and engineering expertise of all involved.
“With the beams in place, we can now move forward with casting the bridge deck and progressing the next phase of public realm works that will bring the land bridge to life.”
Stockton-on-Tees Borough Council cabinet member for regeneration and housing Richard Eglington said: “It’s very exciting to see the progress of the transformation of the Stockton Waterfront site taking place and this important milestone helps make the vision of reconnecting the High Street to the river more of a reality.
“The scale of change will also be felt across the entire Borough. Stockton Waterfront is set to be the catalyst for further regeneration work across Central Stockton and North Thornaby and we are looking to build on this success to create a thriving place for our communities and businesses.”
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24 July 20254 min read55M-Wide Land Bridge Takes Shape At £23M Stockton Waterfront Urban Park
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24 July 2025
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Over $2B For West Sydney Road UpgradesThree major arterial roads in Western Sydney have received a joint funding commitment of $2.24 billion from the Federal and New South Wales Governments to prepare for an anticipated airport boom.
The massive infrastructure investment, with the Federal and State Government each providing half of the committed funding, will deliver safer, faster journeys for Western Sydney communities as new employment zones drive unprecedented growth and Western Sydney International (Nancy Bird Walton) Airport nears completion.
Transport for NSW is inviting experienced contractors to register their interest in designing and constructing upgrades to Elizabeth Drive, Mamre Road Stage 2, and Garfield Road East – key arterial routes that will transform connectivity.
Elizabeth Drive: $800 million transformation
More than 28,000 vehicles use Elizabeth Drive daily, with the current single-lane road under traffic pressure.
The upgrade will deliver a two-lane dual carriageway to priority sections between Devonshire Road and Western Road, with upgraded intersections providing safer access to Kemps Creek, Badgerys Creek, Luddenham and the emerging Bradfield city.
Mamre Road Stage 2: $1 billion employment corridor
Continuing the work currently underway on Stage 1, this $1 billion investment will upgrade the road from Erskine Park Road through to Kerrs Road, supporting the rapidly expanding employment zones along this critical corridor.
Investigation works are already underway between Erskine Park Road and Kerrs Road.
Garfield Road East: $440 million growth enabler
This key sub-arterial route between Piccadilly Street and Windsor Road will be converted to a two-lane dual carriageway, dramatically improving amenity for communities in the North West Growth Area as housing development accelerates.
Environmental assessments for all projects will be publicly displayed later this year, with construction expected to commence following community consultation.
Industry submissions must be submitted to Transport for NSW at: GREU_Procurement@transport.nsw.gov.au
New South Wales Minister for Roads, Jenny Aitchison, said, “With more than 28,000 vehicles using Elizabeth Drive every day, we have worked with our federal colleagues to secure the funding to turn the priority sections of the current single lane road, which is stressed by the traffic using it into a dual lane, dual carriageway which will mean safer trips and less congestion for road users and locals.
“For communities like Kemps and Badgerys Creek, it will mean safer access in and out of those villages along with access to other facilities such as sporting fields in the area,” Aitchison said.
“For Mamre and Garfield roads, we are improving these roads to cater for growth in the area. These projects will drastically improve community amenity as these suburbs continue to grow.”
New South Wales Acting Minister for Western Sydney, Courtney Houssos, said, “By investing in these arterial roads, we’re making sure local residents spend less time stuck in traffic and more time at home with their families.”
Infrastructure Magazine
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14 July 20253 min readOver $2B For West Sydney Road Upgrades
Infrastructure Magazine
14 July 2025
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$1.4 Billion Via15 Project To Bridge Infrastructure Gaps Across The NetherlandsThe Netherlands is about to plug a critical gap in its road network with the ground-breaking ViA15 project – a game-changing infrastructure venture that aims to bridge the missing link between the A15 and the A12 near the German border. With a contract value of US$1.4 billion (EUR 1.2 billion), this massive initiative is being delivered through a project finance based Public-Private Partnership (PPP) by the GelreGroen joint venture, led by HOCHTIEF and BESIX, and supported by Dura Vermeer, Van Oord, and infrastructure investor John Laing.
What makes this particular stretch of road so significant? In short, it unlocks a strategic east-west corridor that will drastically improve mobility, not just for the Netherlands, but for trans-European freight routes as well. Once completed, the ViA15 will provide a seamless connection between Rotterdam’s bustling port and Germany’s industrial heartlands.
The ViA15 project will see the extension of the A15 motorway by 12 kilometres and the widening of a further 23 kilometres of the A12 and A15 near Arnhem and Zevenaar. These improvements are set to transform one of the most congested and logistically important regions in the country.
Beyond just easing traffic jams, the project has broader ambitions. According to Rijkswaterstaat, the Dutch government agency overseeing infrastructure: “This missing link is essential for ensuring smoother logistics, greater road safety, and future-proof transport between our major ports and neighbouring economies.”
Crucially, the road upgrade aims to bolster freight transport by creating a more efficient route from the Port of Rotterdam to the German hinterland. Given that Rotterdam is Europe’s largest port, the ripple effects of this project will be felt far beyond Dutch borders.
Procured under a DBFM model (Design, Build, Finance, Maintain), the ViA15 project is a prime example of how the public and private sectors can collaborate to deliver complex infrastructure with long-term benefits. Construction is set to begin in early 2026, with completion targeted for 2031. After that, the project enters a 20-year maintenance phase, during which the consortium will be responsible for keeping the infrastructure in top shape.
The delivery model ensures risk-sharing across all phases, with private partners taking the lead on financing, design, and execution, while the government focuses on regulatory oversight and strategic alignment.
Perhaps the most visually striking feature of the ViA15 development is the planned 2.5-kilometre bridge over the Pannerdensch Canal. But this isn’t just another crossing – it’s set to be a regional icon.
Designed with cyclists and pedestrians in mind, the bridge includes separate lanes for non-motorised traffic, as well as a central viewing platform offering panoramic views of the Dutch waterway landscape. This multipurpose structure will connect communities while also becoming a popular stop for locals and tourists alike.
In total, the ViA15 scheme will feature:
At the heart of this mega-project is the GelreGroen consortium. Its unique ownership and delivery structure provides a well-balanced combination of financial muscle, engineering expertise, and local knowledge.
The project ownership breakdown is as follows:
Meanwhile, the delivery of the DBFM obligations is split evenly among HOCHTIEF, Dura Vermeer, BESIX, and Van Oord, each holding a 25% share of the operational responsibilities.
John Laing plays a pivotal financial role in the venture. As a veteran PPP investor, the firm brings decades of experience in long-term infrastructure financing. “We’re proud to be part of a transformative project that will improve lives, boost trade, and set a benchmark for future infrastructure,” stated a spokesperson for John Laing.
While the numbers are impressive, it’s the technical sophistication and sustainable design that set this project apart. From eco-friendly construction practices to climate-resilient road surfaces, ViA15 is designed with the future in mind.
Smart mobility features are expected to be integrated into the route, including intelligent traffic systems, real-time monitoring, and digital signage to improve road safety and reduce bottlenecks. These additions reflect the Netherlands’ forward-thinking approach to transport infrastructure, one that embraces digital transformation and environmental stewardship.
Furthermore, the inclusion of active transport lanes on the new bridge aligns with the country’s broader goals of encouraging sustainable, multimodal travel.
Community involvement has been a core part of the project planning process. Extensive public consultations were held to gather input on noise pollution, environmental impact, and access concerns. The result is a design that aims to minimise disruption and maximise benefits for residents.
The project is also set to deliver an economic boost to the region, with hundreds of jobs expected during the construction phase, followed by long-term employment for operations and maintenance.
“We see this as more than just a road,” said a Dura Vermeer project lead: “It’s a catalyst for regional growth, sustainability, and improved quality of life.”
As infrastructure needs continue to grow across Europe, the ViA15 project serves as a template for delivering ambitious projects that blend public benefit with private efficiency.
Its strategic use of the DBFM model, cross-sector collaboration, and attention to sustainability and smart technology demonstrate how modern infrastructure can tick all the boxes – from economic and environmental to social and operational.
With spades expected to hit the ground in 2026 and ribbon-cutting by 2031, this motorway promises to reshape the way the Netherlands connects with itself and the rest of Europe.
The ViA15 isn’t merely a motorway; it’s a symbol of what can be achieved when innovation, collaboration, and foresight align. The project not only plugs a literal gap in the Dutch road network but also marks a step toward a smarter, greener, and more connected future for Europe.
Highways Today - Road
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10 July 20255 min read$1.4 Billion Via15 Project To Bridge Infrastructure Gaps Across The Netherlands
Highways Today - Road
10 July 2025
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Transforming Peru’S Highlands With A Billion-Dollar Ppp Road DealIn a defining moment for Peru’s transport infrastructure, PROINVERSIÓN, the country’s Private Investment Promotion Agency, has announced it will award the monumental Longitudinal Highway of the Sierra Section 4 project this July.
This colossal undertaking, structured as a Public-Private Partnership (PPP), is pegged at a staggering US$1.582 billion of project finance and is poised to breathe new life into one of Peru’s most rugged and logistically challenging regions.
Stretching a total of 965.2 kilometres through the heart of the Andes, this project is far more than just a highway upgrade. It’s a transformative corridor that promises to boost regional trade, enhance rural connectivity, and deliver safer, more efficient transport across the country’s highland spine.
The Longitudinal Highway project isn’t a one-size-fits-all fix. It consists of three distinct components, each tailored to tackle different challenges along the route:
The project’s lifespan is set at 25 years, encompassing everything from financing and construction to operation and ongoing maintenance. This long-term commitment reflects a holistic view of infrastructure development that favours durability and lifecycle cost-efficiency over short-term fixes.
Eight heavyweight consortia and companies have thrown their hats into the ring, each bringing a wealth of experience and international expertise:
The strong interest from both local and global players underscores the strategic significance of this corridor. It also reflects investor confidence in Peru’s commitment to transparent, well-structured PPP project finance.
The Sierra spine is no easy terrain. Rugged, elevated, and often underserved by modern road networks, the central highlands of Peru present significant mobility challenges. This corridor is essential not just for local communities, but for linking major economic nodes across the nation.
By improving access and reliability, the project is expected to:
The US$1.5+ billion investment is structured to attract private sector capital under a PPP model that shares risk across public and private partners. According to PROINVERSIÓN, the project will be governed by a performance-based payment scheme, ensuring that the concessionaire is incentivised to maintain high standards throughout the 25-year lifecycle.
“This PPP model allows the Peruvian State to promote efficient, sustainable infrastructure by relying on private-sector experience and resources,” stated a PROINVERSIÓN spokesperson.
The payment scheme also includes availability payments, tying compensation directly to the road’s performance, rather than traffic volumes. This ensures that public service remains the priority, regardless of fluctuations in demand.
In light of Peru’s vulnerability to climate-related disruptions, the project incorporates a strong emphasis on environmental and geotechnical resilience. Design specifications will address issues such as landslides, seismic activity, and seasonal flooding, which frequently plague the Andean region.
Furthermore, there is a push to integrate low-carbon construction methods and modern monitoring systems. These include smart sensors for structural health monitoring and intelligent traffic management systems, which could pave the way for smarter infrastructure policy across Peru.
Peru’s infrastructure gap has long been a bottleneck to broader development. According to the World Bank, the country needs to invest at least 4.5% of its GDP annually to bridge the deficit. Projects like the Longitudinal Highway are vital steps in this direction.
Improved road networks, especially in hard-to-reach highland areas, can unleash economic potential by lowering trade costs, boosting tourism, and enabling decentralised industrial growth.
“Better roads mean better lives,” as one local mayor put it during a public consultation event. “This highway isn’t just asphalt. It’s access to opportunity.”
The final award of the concession is expected in July, with financial close projected shortly after. Construction and mobilisation will begin thereafter, although timelines will depend on permitting and environmental compliance procedures.
Given the scale of the project, it could take several years before all segments are fully delivered, but milestones will be closely tracked by PROINVERSIÓN and the Ministry of Transport and Communications.
With an eye on inclusive growth and sustainable development, the Longitudinal Highway of the Sierra Section 4 is more than just a ribbon of road across Peru’s highlands. It’s a lifeline for isolated communities, a catalyst for rural prosperity, and a clear signal that Peru is serious about infrastructure-led development.
If executed with the transparency, efficiency, and foresight promised, this megaproject may very well become a benchmark for future PPPs across Latin America.
Highways Today - Road
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10 July 20254 min readTransforming Peru’S Highlands With A Billion-Dollar Ppp Road Deal
Highways Today - Road
10 July 2025
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Italy To Reclassify 3.6Km £11Bn Sicily Bridge As Defence Spending To Meet Nato ObjectivesItaly has revealed plans to re-classify its long-awaited €13.5bn (£11bn) bridge across the Strait of Messina as defence spending in order to meet Nato targets.
Last week, Nato members agreed to spend 3.5% of GDP on core military capabilities by 2035 with an added 1.5% allocated to strategic resilience, including essential infrastructure.
Now, Italy’s prime minister Georgia Meloni has announced plans to include the price of the Strait of Messina bridge as a part of its defence spending to help with meeting this target. It is also hoped that it will be able to attract European Commission funding for the project by making it align with EU’s Military Mobility Action Plan.
The bridge has long been mooted. It would stretch across the Strait of Messina between mainland Italy and the island of Sicily and at around 3.6km it would be the longest suspension bridge in the world.
Matteo Salvini, Italy’s infrastructure minister, has designated about €13.5bn (£11bn) towards the project, which is set to begin construction this summer.
The Italian government is now plotting to re-brand this significant public infrastructure project as a “dual use” defence assets. Supporters argue that significantly improve military efficiency, including the shifting of military equipment and troops to Sicily.
However, others argue that the reclassification may not be accepted by Nato. Rome only contributed 1.49% of its GDP towards its military last year, making it one of Nato’s smallest military spenders, so reclassifying the bridge is seen as a ploy to artificially inflate this figure.
Additionally, for it to receive European Commission funding it must meet three requirements: it must be essential, lack viable alternatives and include compensatory environmental measures.
The Messina bridge between Sicily and the mainland has been a consideration since Roman times, but was brought to the table officially in 1998 when Italy’s government approved the plans “in principal”. A multi-billion Euro contract was awarded to a consortium led by Impreligo (now WeBuild) in 2006, but later cancelled when the country faced a recession. The project has been on-again, off-again several times since then, but was firmly put back on the table in 2023 when the Italian government officially ordered the restart of the planning procedure.
Webuild engineering director Michele Longo has previously said: “The Bridge over the Strait of Messina is a highly innovative project. It will be the longest suspension bridge in the world at 3,660 metres, with a span of 3,300 metres.
“The project will have a strong impact on the economy and employment in the region. It is expected to boost the national GDP by €2.9bn [£2.5bn] a year, equal to 0.17% of the national GDP. It would involve about 300 suppliers, especially small- and medium-sized businesses from the region. More than 100,000 people would potentially be employed during the life of the project, including in the local economy. Most of these people would come from the regions of Sicily and Calabria where there the rates of unemployment are high.”
Critics of the plan have pointed out that the Strait of Messina is one of Europe’s most seismically active locations, as it is right on a faultline. The current of the water between Sicily and the mainland is also notoriously strong, adding complications. Longo said that the bridge will have structural integrity to withstand a quake measuring 7.5 on the Richter scale, which is greater than the last earthquake on the faultline that occurred in 1908.
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New Civil Engineer (Bridge)
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01 July 20253 min readItaly To Reclassify 3.6Km £11Bn Sicily Bridge As Defence Spending To Meet Nato Objectives
New Civil Engineer (Bridge)
01 July 2025
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Hs2 Completes Three-Day Slide Of 220M-Long Viaduct Deck In NorthamptonshireHigh Speed 2 (HS2) engineers have successfully slid the 1,300t deck of the Lower Thorpe viaduct into place near the village of Thorpe Mandeville in Northamptonshire.
The 220m steel and concrete structure, which will carry high-speed trains across Banbury Lane, was moved into position over the course of three days.
Set in a valley, the viaduct is designed not only to support the new railway but also to help manage flood risk by allowing rainwater to continue draining into existing watercourses. Its distinctive russet-coloured weathering steel is intended to blend with the surrounding countryside.
The deck was slid sideways into place using special pads coated with polytetrafluoroethylene (PTFE), a low-friction material similar to that found on non-stick frying pans. These pads reduced friction between the deck and temporary steel bearings atop five concrete piers, allowing precise and efficient positioning.
This installation marks the completion of the last of five viaducts employing this sliding technique in the central section of HS2, constructed by contractor EKFB, a joint venture of Eiffage, Kier, Ferrovial Construction and Bam Nuttall, with specialist input from Eiffage Metal.
Aerial view of Lower Thorpe Viaduct looking along the deck during the slide, June 2025
With the steelwork now positioned, engineers will next lower the deck by 600mm onto permanent bearings before progressing to work on the concrete deck and parapets.
EKFB is responsible for delivering 15 major viaducts for HS2 between the Chilterns and South Warwickshire. The five sliding viaducts share a “double composite” design, which incorporates steel beams along the sides with reinforced concrete layers above and below, creating stronger yet more material-efficient spans than traditional pre-stressed concrete beams.
This design innovation is said to reduce the viaducts’ carbon footprint by between 39% and 59%, compared to conventional construction methods that typically involve solid concrete beams lifted into place by cranes. The hollow spans also allow for longer spans and shallower beams, offering engineering advantages.
The other four viaducts built with this method – Wendover Dean, Small Dean, Westbury and Turweston – are at more advanced stages of construction.
At Westbury, near Brackley, work is underway on the concrete deck using a cantilever formwork traveller, a mobile mould that enables the concrete to be poured in sections efficiently without cranes. This technique also enhances safety by improving access and reducing the risk of accidents.
Issues with the HS2 project came to a head last week when a pair of reports revealed the scale of slippage in the work on the high-speed railway so far. The government has now confirmed that the line will not open by 2033.
HS2 Ltd chief executive Mark Wild is currently reviewing and resetting the whole project and aims to set a new benchmark in 2026, a move aimed at delivering the overall project at the lowest reasonable cost.
Reacting to the successful deck slide on the Lower Thorpe viaduct, HS2 Ltd project manager Sam Arrowsmith said: “It’s great to see the viaduct deck in position and I’d like the thank everyone who’s helped get us to where we are today. The slide may only have taken three days, but it was the culmination of four years of work – developing the design, completing the groundworks and the piers and assembling the enormous steelwork.”
EKFB technical director Janice McKenna said: “The strategic design approach applied to these double composite structures has been a game-changer in how we’re building these viaducts. The double composite solution can be applied to multiple structures in different locations, and we have five across EKFB’s 80km route that are all well into construction.
“The philosophy was to design the viaducts with architectural input to 'blend' the structures into their respective landscapes and reduce the visual impact on the environment. We also required a solution that offered specific delivery benefits too, from saving embedded carbon in the materials we use, to enhancing productivity on site and reducing safety risk.”
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24 June 20254 min readHs2 Completes Three-Day Slide Of 220M-Long Viaduct Deck In Northamptonshire
New Civil Engineer (Bridge)
24 June 2025
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Adept Welcomes Government’S £1 Billion Investment In Vital Road StructuresAngela Jones, President of ADEPT, has welcomed the recent announcement of £1 billion in government funding to repair and renew Britain’s ageing road structures.
“This investment is desperately needed and represents a significant step forward in addressing the infrastructure crisis facing local authorities across the country,” she said.
“ADEPT has been warning for years about the deteriorating state of road structures. The government’s acknowledgment that approximately 3,000 bridges cannot support the heaviest vehicles aligns with ADEPT’s own data showing that 3,090 bridges – 4.3% of the 71,925 bridges maintained by local authorities – are currently substandard1.
“In 2023, the RAC Foundation and ADEPT’s joint 2023 Bridge Maintenance study estimated that the one-time cost to clear the maintenance backlog on all 71,925 bridges across the country would be £5.861 billion. This bridges backlog sits within the broader infrastructure challenge highlighted by the latest AIA’s ALARM survey report 20252, which shows a £16.81 billion total backlog for bringing the entire local road network to ideal conditions.
“While today’s £1 billion investment is a significant first step, it underscores the magnitude of the infrastructure deficit that has built up over years of underinvestment. This is not just a technical issue – it’s an economic and social problem that affects communities, businesses and emergency services daily. Our infrastructure is under increasing pressure from extreme weather events and climate change and the government’s commitment to making transport infrastructure more resilient to these challenges is crucial for futureproofing our networks.
“The publication of the Infrastructure Strategy provides an important opportunity to understand the government’s long-term vision for addressing the UK’s infrastructure challenges – we look forward to receiving more detail about how this will support local authorities in delivering essential improvements to our transport networks when it is published.”
(Pic: ADEPT)
Highway News
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18 June 20252 min readAdept Welcomes Government’S £1 Billion Investment In Vital Road Structures
Highway News
18 June 2025
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