After a few years of the coexistence of the building information modelling (BIM) methodology with the architecture, engineering, and construction professions, its main uses are often limited to 3D modelling and collision checking between different disciplines. However, while this way of working demonstrates opportunities for optimization and clear benefits, there is still much potential for the BIM methodology to be explored. In the scope of a particular underground work, the Arnotegi tunnels of the Bilbao Metropolitan Southern Bypass, a specific contractual framework favouring the collaboration among stakeholders has been defined to implement the use of this methodology by the main participants in the project, encouraging more advanced uses, such as the use of the model as an integrator of the information contained in the common data environment. Due to the very essence of tunnel construction and the relative geotechnical uncertainty of the terrain, the tunnel model evolves day by day during the course of the work, with information being shared in real time between all those involved. This approach has made it possible to improve the quality of decisions and the perception of important information by presenting it in a transparent and easily interpretable way.

ObjectiveRoadwork zones represent a hazardous place within the highway system, with higher crash rates and injury severity, often due to excessive speed and noncompliance with speed limits. On freeways, a common layout is to close a full roadway and to divert traffic onto the opposite roadway, with one lane closed to accommodate the redirected traffic, by driving through the median strip. In this scenario, the second chicane can be a hazardous point if it is not correctly signaled. This paper examines the need to install a speed monitoring display (SMD) before the returning chicane on a bypass.MethodsA two-phase study was conducted on a Spanish freeway where a roadway was temporarily closed. Two measurement points were established on the bypass, one in the middle and one at the end, prior to the return chicane through the median strip. During Phase 1, the portable SMD was installed and during Phase 2, it was removed. The average and the 85th percentile of the speed distribution at each point during both phases were compared. Additionally, mean difference tests were conducted and a speed prediction model was developed.ResultsWith the SMD, drivers reduced their speed from the midpoint to the returning chicane, within the range of 7-10 km/h. Conversely, upon removal of the SMD, motorists increased their speed while driving through the bypass, resulting in excessive speed at the most hazardous point, the chicane leading back to the original roadway. The difference in mean speed between the two phases was 18 km/h at the returning chicane.ConclusionsIn addition to the traffic calming measures implemented prior to entering roadwork zones on freeways, which are conveniently established in the standards; it is necessary to evaluate potentially dangerous areas of the layout and implement additional measures where required. Specifically, in the case of final chicanes of bypasses with reduced radii, it is recommended that a speed monitoring display be installed as a mandatory element in order to inform drivers of this challenging segment. Highway administrations around the world should maintain a SMD at the returning chicane of a bypass while roadworks last.

One year on from the outbreak of the global COVID-19 pandemic, EU policies have defined recovery instruments that enhance the transition towards a more circular economy, making European industries more sustainable, resilient, digital and innovative. The underground work industry is no exception and must crystallise the trends in innovation that have been developing in recent years, which will undoubtedly contribute to achieving better safety and efficiency parameters in tunnel construction, with the economic impact that this means. This work shows different innovation strategies along the design and construction of the Arnotegi tunnel, as part of the extension works of the Bilbao South Metropolitan Bypass. These strategies have been the implementation of the BIM methodology in the underground works, the use of environmental sensors and the optimisation of the shotcrete placement and the positioning of machinery inside the tunnel. The implementation of these strategies has allowed improved collaboration between agents and a time saving of 6.60% with respect to the initially planned deadline.

El presente artículo describe las obras de estabilización de la antigua cantera de Punta Lucero en las instalaciones de la Autoridad Portuaria de Bilbao. Estas obras han sido necesarias para acabar con la caída ocasional de piedras y bloques que amenazaban diversas instalaciones con depósitos de combustibles implantadas en la plataforma portuaria. La actuación se ha concebido considerando la oportunidad de aprovechar los materiales para un proyecto en sus proximidades, las obras del Proyecto de Espigón Central de la ampliación del Puerto de Bilbao. Por otra parte, la operación de excavación se ha organizado mediante banqueo descendente y el transporte ha sido realizado a través de pozo-túnel. Este método presenta múltiples ventajas, tanto desde el punto de vista de la seguridad como desde la perspectiva ambiental y de emisión de gases de efecto invernadero. El empleo de este sistema no tiene precedentes en obras de estabilización de laderas.

Roadwork zones are high-risk environments where sudden geometric changes, narrowed lanes, and driver unfamiliarity frequently lead to inappropriate speeds. Ensuring safe vehicle speeds in roadwork zones remains a priority due to drivers’ limited perception of risk and frequent non-compliance with temporary limits. This study evaluates the effectiveness of a speed monitoring display (SMD) installed in a nighttime, four-day motorway roadwork site involving a temporary median crossing, where traffic was diverted through a single lane and a chicane-type re-entry. Speed data were collected at two points, 100 and 50 m before the median crossing, labelled as P1 and P2, respectively, during two phases: with standard work zone signage only (Phase 1) and with an SMD added (Phase 2). Results show statistically significant reductions in mean speed after SMD installation at both measurement points, including decreases of 7.09 km/h at P1 and 4.69 km/h at P2, with a greater reduction among heavy vehicles. The percentage of speeding vehicles fell from 95.4% to 81.9% upstream and from 63.4% to 35.7% near the chicane, indicating improved compliance in the most critical section (P2). These findings demonstrate that SMDs can effectively reduce speeds and variability even in very short-term work zones, supporting their integration as low-cost safety measures.