nordic road and transport research 2-2010
DESCRIPTION
A joint publication with the latest research findings of six public research organisations in Denmark, Finland, Iceland, Norway and Sweden.TRANSCRIPT
NORDICROAD AND TRANSPORT RESEARCH | NO.2 | 2010 WWW.NORDICROADS.COM
Road safety, public transportation and international cooperation
The future has a Nordicflavour
2 | NORDIC NO. 2 2010 NORDIC NO. 2 2010 | 3www.nordicroads.com
News from Contents
Swedish National Road andTransport Research Institute (VTI)
VTI is an independent, internationally establishedresearch institute which is engaged in the transportsector. Our work covers all modes, and our core com-petence is in the fields of safety, economy, environ-ment, traffic and transport analysis, public transport,behaviour and the man-vehicle-transport system inte-raction, and in road design, operation and maintenan-ce. VTI is a world leader in several areas, for instancein simulator technology.
Danish Road Directorate (DRD)Danish Road Institute (DRI)
The Road Directorate, which is a part of TheMinistry of Transport, Denmark, is responsible fordevelopment and management of the nationalhighways and for servicing and facilitating traffic onthe network. As part of this responsibility, theDirectorate conducts R&D, the aim of which is tocontribute to efficient road management and to thesafe use of the network. The materials researchcomponent is carried out by the Danish RoadInstitute.
Technical Research Centreof Finland (VTT)
VTT Technical Research Centre of Finland is a con-tract research organisation with a staff of 2,800. Inthis joint publication, the VTT expertise areas coverresearch and development of transportation, logis-tics and road structures. The work is carried out infive research groups employing a staff of 60.
Icelandic RoadAdministration (ICERA)The ICERA's mission is to provide the
Icelandic society with a road system in accordancewith its needs and to provide a service with the aimof smooth and safe traffic. The number of employe-es is about 340. Applied research and developmentand to some extent also basic research concerningroad construction, maintenance, traffic and safety isperformed or directed by the ICERA. Developmentdivision is responsible for road research in Iceland.
Norwegian Public Roads Administration (NPRA)
The Norwegian Public Roads Administration is oneof the administrative agencies under the Ministry ofTransport and Communications in Norway. TheNPRA is responsible for the development and mana-gement of public roads and road traffic, as well as theVehicle Department. This responsibility includesresearch and development of all areas related to roadtransport and the implementation of R&D results.
Institute of Transport Economics (TØI),
NorwayThe Institute of Transport Economics
is the national institution for transport researchand development in Norway. The main objectives ofthe Institute are to carry out applied research andpromote the application and use of results throughconsultative assistance to public authorities, thetransport industry and others. The Institute is anindependent research foundation employing aboutone hundred persons.
Editorial notesNordic Road & Transport Research is a joint publi-cation of six public road and transport researchorganisations in the Nordic countries, Denmark,Finland, Iceland, Norway, and Sweden. The mainobjective of the publication is to disseminate re-search results and news from the institutions, espe-cially to researchers and decision makers. Each insti-tution is responsible for the selection and presenta-tion of the material from its own scope of activities.
Nordic Road & Transport Research is publishedthree times a year. It is regularly sent out, free ofcharge, to recipients selected by the six jointpublishers. Free sample copies are also sent out onspecial request.
Reproduction and quotation of the texts are allow-ed if reference is made to the author and source.However, legislation regulates and restricts the rightto reproduce the illustrations. Please contact therespective publishing institution for information.
Advertising is not accepted.Correspondence about the contents of the publi-
cation:
Please write to the author or to the respectivepublishing organisation.
Requests for back issues, and notification of add-ress changes:
Readers outside the Nordic countries: please writeto the Editor-in-chief at the VTI in Sweden.
Readers in the Nordic countries: please contactthe publishing institution of your country.
Addresses: see back cover.
The Editorial Board consists of the following representatives of the publishing institutions
Editor-in-Chief, SwedenKatarina Ljungdahl, [email protected]
DenmarkHelen Hasz-Singh, [email protected]
FinlandKari Mäkelä, [email protected]
IcelandG. Pétur Matthiasson, [email protected]
NorwayThorbjørn Chr. Risan, [email protected] Aas, TØI [email protected]
Graphic DesignJohnny Dahlgren Grafisk produktion AB,
Linköping, Sweden
Issue 3,900
ISSN 1101-5179
CoverKatja Kircher, VTI
Friction insights … when tyres meet ice on the road | p6
Research to cut collisions with wild animals | p7
The future has a Nordic flavour | p8
Road traffic noise research – the European needs | p8
Technology behind technology | p9
Logistics costs in Norway– In line with other countries | p10
Safe and green agency vehicles | p11
Can roundabouts decrease traffic noise? | p11
Opera Tunnel is the keystone to “Fjord City”How 675 metres of tunnel can change the face of a city | p12
Public transport’s challenges | p13
Tracking down the rail bonus | p14
A way to predict flooding on major roads ... | p15
Road safety programme for Stockholm | p16
Tiredness at the wheel – research status | p17
Elderly should train being exposed to hazardous situations | p18
Knowledge production for transport policies in the information society | p19
2 | NORDIC NO. 2 2010 NORDIC NO. 2 2010 | 3www.nordicroads.com
News from Contents
Swedish National Road andTransport Research Institute (VTI)
VTI is an independent, internationally establishedresearch institute which is engaged in the transportsector. Our work covers all modes, and our core com-petence is in the fields of safety, economy, environ-ment, traffic and transport analysis, public transport,behaviour and the man-vehicle-transport system inte-raction, and in road design, operation and maintenan-ce. VTI is a world leader in several areas, for instancein simulator technology.
Danish Road Directorate (DRD)Danish Road Institute (DRI)
The Road Directorate, which is a part of TheMinistry of Transport, Denmark, is responsible fordevelopment and management of the nationalhighways and for servicing and facilitating traffic onthe network. As part of this responsibility, theDirectorate conducts R&D, the aim of which is tocontribute to efficient road management and to thesafe use of the network. The materials researchcomponent is carried out by the Danish RoadInstitute.
Technical Research Centreof Finland (VTT)
VTT Technical Research Centre of Finland is a con-tract research organisation with a staff of 2,800. Inthis joint publication, the VTT expertise areas coverresearch and development of transportation, logis-tics and road structures. The work is carried out infive research groups employing a staff of 60.
Icelandic RoadAdministration (ICERA)The ICERA's mission is to provide the
Icelandic society with a road system in accordancewith its needs and to provide a service with the aimof smooth and safe traffic. The number of employe-es is about 340. Applied research and developmentand to some extent also basic research concerningroad construction, maintenance, traffic and safety isperformed or directed by the ICERA. Developmentdivision is responsible for road research in Iceland.
Norwegian Public Roads Administration (NPRA)
The Norwegian Public Roads Administration is oneof the administrative agencies under the Ministry ofTransport and Communications in Norway. TheNPRA is responsible for the development and mana-gement of public roads and road traffic, as well as theVehicle Department. This responsibility includesresearch and development of all areas related to roadtransport and the implementation of R&D results.
Institute of Transport Economics (TØI),
NorwayThe Institute of Transport Economics
is the national institution for transport researchand development in Norway. The main objectives ofthe Institute are to carry out applied research andpromote the application and use of results throughconsultative assistance to public authorities, thetransport industry and others. The Institute is anindependent research foundation employing aboutone hundred persons.
Editorial notesNordic Road & Transport Research is a joint publi-cation of six public road and transport researchorganisations in the Nordic countries, Denmark,Finland, Iceland, Norway, and Sweden. The mainobjective of the publication is to disseminate re-search results and news from the institutions, espe-cially to researchers and decision makers. Each insti-tution is responsible for the selection and presenta-tion of the material from its own scope of activities.
Nordic Road & Transport Research is publishedthree times a year. It is regularly sent out, free ofcharge, to recipients selected by the six jointpublishers. Free sample copies are also sent out onspecial request.
Reproduction and quotation of the texts are allow-ed if reference is made to the author and source.However, legislation regulates and restricts the rightto reproduce the illustrations. Please contact therespective publishing institution for information.
Advertising is not accepted.Correspondence about the contents of the publi-
cation:
Please write to the author or to the respectivepublishing organisation.
Requests for back issues, and notification of add-ress changes:
Readers outside the Nordic countries: please writeto the Editor-in-chief at the VTI in Sweden.
Readers in the Nordic countries: please contactthe publishing institution of your country.
Addresses: see back cover.
The Editorial Board consists of the following representatives of the publishing institutions
Editor-in-Chief, SwedenKatarina Ljungdahl, [email protected]
DenmarkHelen Hasz-Singh, [email protected]
FinlandKari Mäkelä, [email protected]
IcelandG. Pétur Matthiasson, [email protected]
NorwayThorbjørn Chr. Risan, [email protected] Aas, TØI [email protected]
Graphic DesignJohnny Dahlgren Grafisk produktion AB,
Linköping, Sweden
Issue 3,900
ISSN 1101-5179
CoverKatja Kircher, VTI
Friction insights … when tyres meet ice on the road | p6
Research to cut collisions with wild animals | p7
The future has a Nordic flavour | p8
Road traffic noise research – the European needs | p8
Technology behind technology | p9
Logistics costs in Norway– In line with other countries | p10
Safe and green agency vehicles | p11
Can roundabouts decrease traffic noise? | p11
Opera Tunnel is the keystone to “Fjord City”How 675 metres of tunnel can change the face of a city | p12
Public transport’s challenges | p13
Tracking down the rail bonus | p14
A way to predict flooding on major roads ... | p15
Road safety programme for Stockholm | p16
Tiredness at the wheel – research status | p17
Elderly should train being exposed to hazardous situations | p18
Knowledge production for transport policies in the information society | p19
NORDIC NO. 2 2010 | 54 | NORDIC NO. 2 2010 www.nordicroads.com
Contact: Sonja Forward, [email protected]
For more information: http://www.cast-eu.org/ For more information: http://www.eranetroad.org/
Read more: www.nordicroads.com.
More information: www.EPS2011.no.
Correction inNordic No. 12010 The article entitled Persuade – a New EUNoise Project inadvertently contained anumber of errors regarding the authors’names. From the Danish Road Directorate,Tine Damkjær was mistakenly named asone of the authors, instead of Emine CelikChristensen. From VTI in SwedenUlf Sandberg is participating in the project.
Time scheduleJanuary 2011 Announcement and call for abstracts1 June 2011 Deadline submission of abstracts1 September 2011 Notification to authors1 February 2012 Deadline submission of papers1 May 2012 Notification to authors15 May 2012 Preliminary program on website, registration opens1 August 2012 Final program5-7 September 2012 Conference
The 4th EPAM, European Pavement and Asset Management Conference, will bearranged in Malmö, Sweden, 5–7 September 2012 by VTI, The Swedish National Roadand Transport Research Institute. For more information visit www.vti.se/EPAM4 or con-tact [email protected].
EPAM 2012 – Meet the challenges of roadinfrastructure asset managementThe effects of increasing traffic, climatechange and need of safety as well as theneed of well-being have to be met by evenmore effective road management. A holis-tic approach covering a lifetime view ofroad keeping (e.g. LCA) and preserving theassets is essential. The challenge Europeis facing is to use environmentally friendlymaterials and technologies providing a
sustainable and safe road infrastructuresystem.
The EPAM 2012 conference will coverall aspects of the road infrastructureincluding the sub-assets pavements, engi-neering structures and road furniture andequipment. Papers are expected for thefollowing conference objectives:
How to succeedwith your roadsafety campaignThere is great room for improvementwhen it comes to designing campaignsintended to change people’s behaviour.This is proved by the now concludedresearch project CAST, which stands forCampaigns and Awareness-raisingStrategies in Traffic Safety. The study hasamong other things resulted in two booksabout road safety campaigns. These cannow be ordered.
The books give both a theoretical reviewof road safety campaigns based on a num-ber of European examples that have beenstudied, and guidance for designing a cam-paign. The books can be downloaded free ofcharge from the CAST website, see below.
FOTO
: PH
OTO
S.C
OM
The 4th international conference on geofoam (EPS)blocks in construction applicationsUsing geofoam blocks as a lightweight fillmaterial has become a competitive met-hod globally in constructing roads andrailways and other structures on steepslopes or on soft ground in order to solvebearing capacity, horizontal pressure andsettlement problems. In some cases iteven provides the only solution. As the
idea has spread across the globe, moreapplications have developed like solutionsrelated to seismic hazards, protectingstructures from rockfall hazards etc.
Previously three international conferen-ces have been arranged on this subject, Oslo1985, Tokyo 1996, and Salt Lake City 2001.The 4th International Conference on Geofoam(EPS) Blocks in Construction Applicationswill take place at Thon Hotel Arena,Lillestrøm, Norway from the 6th to the 8th ofJune next year organized by the NorwegianPublic Roads Administration and Tekna.
DVS-DRI Super quiet trafficInternational search for pavement providing 10 dB noise reductionThe Dutch Centre for Transport andNavigation (DVS) and the Danish RoadInstitute/Road Directorate (DRI) have car-ried out a joint project to clarify availablepavement solutions yielding 10 dB of traf-
fic noise reduction when applied on highspeed roads. DVS-DRI invited the SwedishNational Road and Transport ResearchInstitute (VTI) also to take part in the project.
VTI will be participating in three researchprojects that have recently been grantedfunding within the European collaborativeconsortium ERA-NET ROAD. The first pro-ject began during the summer and allthree will run for two years.
In ERA-NET ROAD, 11 national roadadministrations collaborate to promote,develop and facilitate collaborative researchby programming, financing and procuringtransnational road research.
Road condition statusVTI is coordinating the Heroad (Holistic eva-luation of road assessment) project. Theproject will begin in January 2011 and willcompile different countries’ ways of descri-bing the condition of their roads. It will lookat the factors that are used in the descrip-tions, what goals there are and if they can bevaluated. This will among other thingsinvolve investigating pavement, road struc-ture, road equipment, environmental impact
FOTO
: PH
OTO
S.C
OM
VTI to participate in three new European research projects
and how these affect climate change,increased traffic loads and new materials.How the various elements can be combinedin a common value assessment will also bedescribed. The project budget is approxima-tely SEK 4.5 million.
Methods for road managers to handleroad-users’ viewsAutumn 2010 will see the start of Expect,(Stakeholder expectations and percep-
tions of the future road transport system).This project will develop methods thatroad managers can use to handle road-users’ views concerning the road net-work’s condition when planning and takingdecisions. The project budget is approx-imately SEK 4 million.
Road objects, road equipment, mainte-nance planning, operation contracts andlinks to strategiesAscam, (Asset service condition assess-ment methodology) will give a picture of thewhole chain of road objects and road equip-ment, maintenance planning and operationcontracts and how these are linked to stra-tegies. The project has a budget of approx-imately SEK 3.6 million and is being coordi-nated by TNO, Netherlands Organisationfor Applied Scientific Research.
NORDIC NO. 2 2010 | 54 | NORDIC NO. 2 2010 www.nordicroads.com
Contact: Sonja Forward, [email protected]
For more information: http://www.cast-eu.org/ For more information: http://www.eranetroad.org/
Read more: www.nordicroads.com.
More information: www.EPS2011.no.
Correction inNordic No. 12010 The article entitled Persuade – a New EUNoise Project inadvertently contained anumber of errors regarding the authors’names. From the Danish Road Directorate,Tine Damkjær was mistakenly named asone of the authors, instead of Emine CelikChristensen. From VTI in SwedenUlf Sandberg is participating in the project.
Time scheduleJanuary 2011 Announcement and call for abstracts1 June 2011 Deadline submission of abstracts1 September 2011 Notification to authors1 February 2012 Deadline submission of papers1 May 2012 Notification to authors15 May 2012 Preliminary program on website, registration opens1 August 2012 Final program5-7 September 2012 Conference
The 4th EPAM, European Pavement and Asset Management Conference, will bearranged in Malmö, Sweden, 5–7 September 2012 by VTI, The Swedish National Roadand Transport Research Institute. For more information visit www.vti.se/EPAM4 or con-tact [email protected].
EPAM 2012 – Meet the challenges of roadinfrastructure asset managementThe effects of increasing traffic, climatechange and need of safety as well as theneed of well-being have to be met by evenmore effective road management. A holis-tic approach covering a lifetime view ofroad keeping (e.g. LCA) and preserving theassets is essential. The challenge Europeis facing is to use environmentally friendlymaterials and technologies providing a
sustainable and safe road infrastructuresystem.
The EPAM 2012 conference will coverall aspects of the road infrastructureincluding the sub-assets pavements, engi-neering structures and road furniture andequipment. Papers are expected for thefollowing conference objectives:
How to succeedwith your roadsafety campaignThere is great room for improvementwhen it comes to designing campaignsintended to change people’s behaviour.This is proved by the now concludedresearch project CAST, which stands forCampaigns and Awareness-raisingStrategies in Traffic Safety. The study hasamong other things resulted in two booksabout road safety campaigns. These cannow be ordered.
The books give both a theoretical reviewof road safety campaigns based on a num-ber of European examples that have beenstudied, and guidance for designing a cam-paign. The books can be downloaded free ofcharge from the CAST website, see below.
FOTO
: PH
OTO
S.C
OM
The 4th international conference on geofoam (EPS)blocks in construction applicationsUsing geofoam blocks as a lightweight fillmaterial has become a competitive met-hod globally in constructing roads andrailways and other structures on steepslopes or on soft ground in order to solvebearing capacity, horizontal pressure andsettlement problems. In some cases iteven provides the only solution. As the
idea has spread across the globe, moreapplications have developed like solutionsrelated to seismic hazards, protectingstructures from rockfall hazards etc.
Previously three international conferen-ces have been arranged on this subject, Oslo1985, Tokyo 1996, and Salt Lake City 2001.The 4th International Conference on Geofoam(EPS) Blocks in Construction Applicationswill take place at Thon Hotel Arena,Lillestrøm, Norway from the 6th to the 8th ofJune next year organized by the NorwegianPublic Roads Administration and Tekna.
DVS-DRI Super quiet trafficInternational search for pavement providing 10 dB noise reductionThe Dutch Centre for Transport andNavigation (DVS) and the Danish RoadInstitute/Road Directorate (DRI) have car-ried out a joint project to clarify availablepavement solutions yielding 10 dB of traf-
fic noise reduction when applied on highspeed roads. DVS-DRI invited the SwedishNational Road and Transport ResearchInstitute (VTI) also to take part in the project.
VTI will be participating in three researchprojects that have recently been grantedfunding within the European collaborativeconsortium ERA-NET ROAD. The first pro-ject began during the summer and allthree will run for two years.
In ERA-NET ROAD, 11 national roadadministrations collaborate to promote,develop and facilitate collaborative researchby programming, financing and procuringtransnational road research.
Road condition statusVTI is coordinating the Heroad (Holistic eva-luation of road assessment) project. Theproject will begin in January 2011 and willcompile different countries’ ways of descri-bing the condition of their roads. It will lookat the factors that are used in the descrip-tions, what goals there are and if they can bevaluated. This will among other thingsinvolve investigating pavement, road struc-ture, road equipment, environmental impact
FOTO
: PH
OTO
S.C
OM
VTI to participate in three new European research projects
and how these affect climate change,increased traffic loads and new materials.How the various elements can be combinedin a common value assessment will also bedescribed. The project budget is approxima-tely SEK 4.5 million.
Methods for road managers to handleroad-users’ viewsAutumn 2010 will see the start of Expect,(Stakeholder expectations and percep-
tions of the future road transport system).This project will develop methods thatroad managers can use to handle road-users’ views concerning the road net-work’s condition when planning and takingdecisions. The project budget is approx-imately SEK 4 million.
Road objects, road equipment, mainte-nance planning, operation contracts andlinks to strategiesAscam, (Asset service condition assess-ment methodology) will give a picture of thewhole chain of road objects and road equip-ment, maintenance planning and operationcontracts and how these are linked to stra-tegies. The project has a budget of approx-imately SEK 3.6 million and is being coordi-nated by TNO, Netherlands Organisationfor Applied Scientific Research.
6 | NORDIC NO. 2 2010 www.nordicroads.com NORDIC NO. 2 2010 | 7
When driving a car, we rely on the friction created between thetyres and the road. We need this friction for accelerating, brakingand steering. During winter time, motorists in the Nordic countriesare likely to encounter snow or ice on the road. As this reducesthe available friction level significantly, it is important to have aproper understanding of tyre-ice friction. Recent studies on icefriction give some new insights into how friction is created.
Alex Klein-Paste,Norwegian University ofScience and Technology,Norway (NTNU)
Friction is the result of a complex inter-action between the rubber tyre, the
pavement, other substances present in thecontact area (such as snow, ice, water, sand,or dust), and finally the air layer in whichthe interaction takes place. There are manyprocesses occurring simultaneously whichall constitute the total friction force.Indeed, the complexity of tyre-pavementfriction can be overwhelming. Althoughthe tyre is in continuous contact with theroad, a fixed point on the road is only incontact for a few milliseconds, dependingon the speed of travel. What happens inthis spit second, in a contact area of lessthan 0.25 m
2, determines whether or not
we can make that turn safely.The friction of materials on ice is a hea-
vily debated issue in the scientific literature.For more than 50 years it has been widelyaccepted that ice sliding friction is gover-ned by the formation of a thin meltwaterlayer that lubricates the contact area. Thereason is that in most practical situations,the ice is very close to its melting point.Heat that is produced during friction is suf-ficient to melt a fraction of the ice surface.
Friction insights… when tyres meet ice on the road
More recent research in surface physics hasyielded the insight that melting actuallystarts already many degrees before the mel-ting point is reached. During this pre-mel-ting phase, the molecules at the surface arebecoming more active and start to behavemore like a viscous fluid.
Much remains to be learned about icefriction. What has been poorly recognisedis that when a material is very close to themelting point, it deforms much more easily.This means that although the tyres are incontact with the ice for only a few millise-conds, this is actually long enough to causedeformation within the ice. This was revea-led in both field and laboratory studies per-formed in Norway. Ice surfaces were inves-tigated by etching and replicating afterhaving been subjected to sliding friction.This is a special technique used to analyseice surfaces in great detail. It was foundthat after passage of the tyre, the surface
was full of small scratch marks. Thesescratch marks also occurred at near-mel-ting conditions. So the ice itself was defor-med even when it was likely that a lubrica-ting water film was present. A material willalways resist being deformed; this is one ofthe fundamental origins of the frictionforce.
These observations give new insightsinto how friction is created and suggestthat the contamination of the tyre withsmall particles such as road dust plays animportant role in determining the level ofavailable friction.
Contact: Alex Klein-Paste, NTNU, [email protected]
Read more: Klein-Paste, A. Sinha, N.K. (2010),
Microstructural investigation of ice surfaces after
rubber–ice and sand–ice sliding friction tests,
Tribology International, Volume 43, Issues 5-6, pp
1151-1157. Available at: www.sciencedirect.com
Investigation of the ice on therunway of Tromsø Airport,northern Norway. A replica ofthe ice has been made fordetailed microscopic analysis.Photo: Gaute Bruvik.
Collisions with wild animals are increasing every year and causefatalities, physical injury and expensive damage. A number ofresearch projects on collisions with wild animals are currentlyunder way at VTI. The aim of the projects is to determine if forexample changes in the road environment can reduce the num-ber of collisions.
VTI is investigating various aspects ofcollisions with wild animals in three
separate projects. One is looking at chan-ges in the road environment as a way ofpreventing accidents. Such changes mightfor example include clearing vegetation orfinding plants that act as deterrents to wild-life. In addition to changes in the road
Research to cut collisions with wildanimals
environment, the project is also studyinghow people and animals behave when theymeet on the road and what happens to acar in a collision with an elk.
A collision with an elk often causesextensive damage, but this will naturallyvary depending on speed and car model.
– The elk problem is not unique toSweden, but exists in the whole ofScandinavia and also in the northern USA,Canada and Russia, says Tomas Karlsson atVTI. Australia and Arab countries have similar
problems with other animals.By running into VTI’s dummy elk with a
modern car at two different speeds, compa-risons can be made to investigate the effectof speed. This will hopefully increase awa-reness in society of the importance of keep-ing to the right speed. The project may per-haps also contribute to the development ofa classification of which cars are the safestin a collision with an elk.
Real accidents are studied in the investi-gation of people’s and wild animals’ beha-viour. VTI also simulates accident situa-tions and tests possible measures in thefield. The simulator study is also investiga-ting the driver’s reaction to wildlife war-ning signs and environments where elksoccur. The simulator environment alsomakes it possible to test which support sys-tems are most effective for avoiding colli-sions with animals.
Contact: Road environment changes: Annika
Jägerbrand, VTI, [email protected]
Collision project: Tomas Karlsson, VTI,
Simulator: Annika Jägerbrand, VTI,
Hans Antonson, VTI, [email protected]
Magdalena Green,VTI, Sweden
Collision with VTI’s dummy elk. The dummy is made of rubber, weighs about 350 kg, and to all intents and pur-poses resembles a real elk.
PHO
TO:
VTI/
JAN
WEN
ÄLL
PHO
TO:
VTI/
JAN
WEN
ÄLL
6 | NORDIC NO. 2 2010 www.nordicroads.com NORDIC NO. 2 2010 | 7
When driving a car, we rely on the friction created between thetyres and the road. We need this friction for accelerating, brakingand steering. During winter time, motorists in the Nordic countriesare likely to encounter snow or ice on the road. As this reducesthe available friction level significantly, it is important to have aproper understanding of tyre-ice friction. Recent studies on icefriction give some new insights into how friction is created.
Alex Klein-Paste,Norwegian University ofScience and Technology,Norway (NTNU)
Friction is the result of a complex inter-action between the rubber tyre, the
pavement, other substances present in thecontact area (such as snow, ice, water, sand,or dust), and finally the air layer in whichthe interaction takes place. There are manyprocesses occurring simultaneously whichall constitute the total friction force.Indeed, the complexity of tyre-pavementfriction can be overwhelming. Althoughthe tyre is in continuous contact with theroad, a fixed point on the road is only incontact for a few milliseconds, dependingon the speed of travel. What happens inthis spit second, in a contact area of lessthan 0.25 m
2, determines whether or not
we can make that turn safely.The friction of materials on ice is a hea-
vily debated issue in the scientific literature.For more than 50 years it has been widelyaccepted that ice sliding friction is gover-ned by the formation of a thin meltwaterlayer that lubricates the contact area. Thereason is that in most practical situations,the ice is very close to its melting point.Heat that is produced during friction is suf-ficient to melt a fraction of the ice surface.
Friction insights… when tyres meet ice on the road
More recent research in surface physics hasyielded the insight that melting actuallystarts already many degrees before the mel-ting point is reached. During this pre-mel-ting phase, the molecules at the surface arebecoming more active and start to behavemore like a viscous fluid.
Much remains to be learned about icefriction. What has been poorly recognisedis that when a material is very close to themelting point, it deforms much more easily.This means that although the tyres are incontact with the ice for only a few millise-conds, this is actually long enough to causedeformation within the ice. This was revea-led in both field and laboratory studies per-formed in Norway. Ice surfaces were inves-tigated by etching and replicating afterhaving been subjected to sliding friction.This is a special technique used to analyseice surfaces in great detail. It was foundthat after passage of the tyre, the surface
was full of small scratch marks. Thesescratch marks also occurred at near-mel-ting conditions. So the ice itself was defor-med even when it was likely that a lubrica-ting water film was present. A material willalways resist being deformed; this is one ofthe fundamental origins of the frictionforce.
These observations give new insightsinto how friction is created and suggestthat the contamination of the tyre withsmall particles such as road dust plays animportant role in determining the level ofavailable friction.
Contact: Alex Klein-Paste, NTNU, [email protected]
Read more: Klein-Paste, A. Sinha, N.K. (2010),
Microstructural investigation of ice surfaces after
rubber–ice and sand–ice sliding friction tests,
Tribology International, Volume 43, Issues 5-6, pp
1151-1157. Available at: www.sciencedirect.com
Investigation of the ice on therunway of Tromsø Airport,northern Norway. A replica ofthe ice has been made fordetailed microscopic analysis.Photo: Gaute Bruvik.
Collisions with wild animals are increasing every year and causefatalities, physical injury and expensive damage. A number ofresearch projects on collisions with wild animals are currentlyunder way at VTI. The aim of the projects is to determine if forexample changes in the road environment can reduce the num-ber of collisions.
VTI is investigating various aspects ofcollisions with wild animals in three
separate projects. One is looking at chan-ges in the road environment as a way ofpreventing accidents. Such changes mightfor example include clearing vegetation orfinding plants that act as deterrents to wild-life. In addition to changes in the road
Research to cut collisions with wildanimals
environment, the project is also studyinghow people and animals behave when theymeet on the road and what happens to acar in a collision with an elk.
A collision with an elk often causesextensive damage, but this will naturallyvary depending on speed and car model.
– The elk problem is not unique toSweden, but exists in the whole ofScandinavia and also in the northern USA,Canada and Russia, says Tomas Karlsson atVTI. Australia and Arab countries have similar
problems with other animals.By running into VTI’s dummy elk with a
modern car at two different speeds, compa-risons can be made to investigate the effectof speed. This will hopefully increase awa-reness in society of the importance of keep-ing to the right speed. The project may per-haps also contribute to the development ofa classification of which cars are the safestin a collision with an elk.
Real accidents are studied in the investi-gation of people’s and wild animals’ beha-viour. VTI also simulates accident situa-tions and tests possible measures in thefield. The simulator study is also investiga-ting the driver’s reaction to wildlife war-ning signs and environments where elksoccur. The simulator environment alsomakes it possible to test which support sys-tems are most effective for avoiding colli-sions with animals.
Contact: Road environment changes: Annika
Jägerbrand, VTI, [email protected]
Collision project: Tomas Karlsson, VTI,
Simulator: Annika Jägerbrand, VTI,
Hans Antonson, VTI, [email protected]
Magdalena Green,VTI, Sweden
Collision with VTI’s dummy elk. The dummy is made of rubber, weighs about 350 kg, and to all intents and pur-poses resembles a real elk.
PHO
TO:
VTI/
JAN
WEN
ÄLL
PHO
TO:
VTI/
JAN
WEN
ÄLL
NORDIC NO. 2 2010 | 98 | NORDIC NO. 2 2010 www.nordicroads.com
The Nordic road administrations havemany common challenges. History has
shown that it is a good idea to deal withthese challenges together through jointprojects, because it gives more value forresearch funds. It also makes it possible forthe most highly qualified staff across natio-nal borders to work together. ThusNordFoU, Nordic R&D, was formed. Thishas been proven to be rather successful.
The future has a Nordic flavour
Brian Gross Larsen,Secretary General, NordFoU
Hans Bendtsen, DRI/DRD,Denmark
Contact: Brian Gross Larsen, [email protected]
In order to see the full article, please go to
www.nordicroads.com.
Contact: Hans Bendtsen, DRI/DRD, [email protected]
More information: www.nordicroads.com
Road traffic noise research – the European needs
Anew report has been published by theConference of European Directors of
Roads (CEDR). The report describes theresults provided by a survey on knowledgegaps in noise assessment and abatementtechniques as seen by the national roadadministrations in Europe. The survey wasconducted by the noise group establishedunder CEDR. The status on the need fornoise research within Europe was investiga-ted by sending a questionnaire to twentyfive national road administrations inEurope which all are CEDR members. Thequestionnaire aimed to find out prioritythemes common to the European coun-tries and to identify a shared approach tothe noise problem to promote nationaland joint future research projects. As manyas seventeen countries responded.
The questionnaire included fourteenmain thematic domains based on recentpublications on research visions and scien-tific articles on specific subjects related.Each thematic domain comprises a groupof subjects connected to the particulardomain. In order to identify the items thatrequire in-depth study, research and deve-lopment, a priority value was to be assignedto the domains and items. The top fiveroad noise research themes are prioritisedin the following:1. Rolling noise (noise reducing pave-
ments and tyres)2. Advanced noise reduction technologies
between source and receivers (impro-ved noise barriers)
3. Improved regulations related to noiseemission from vehicles and tyres (inclu-ding test methods) and noise controlmanagement
4. Traffic management (traffic flow, speed,ITS etc.)
5. Improved or new socio-economic instru-ments to promote efficient noise abate-ment (tools to integrate noise in road,traffic and urban planning)In particular, the priority list reconfirms
the common opinion that noise must bereduced first at source (rolling noise) andthen by using barriers between source andreceivers. The questionnaire on knowledgegaps has been produced by PatriziaBellucci from ANAS S.p.A CentroSperimentale Stradale in Italy who has alsodrafted the report on the results with inputfrom many road administrations in Europe.
Carson City is a new test laboratory where active safety systemscan be tested in as realistic a traffic environment as possible.This "city" represents a lot of work, and VTI has had an importantpart in its development.
On the streets of Carson City, pedestriandummies walk about and automated
soft balloon cars drive on them. In this newtest facility, different critical situations inconjunction with driving in an urban envi-ronment can be evaluated in a safe and rea-listic way. The road to Autoliv's Carson Cityhas been long, and VTI has played animportant role in this journey.
Driving robotAs early as 2004, VTI developed a drivingrobot to drive a bus into a road barrier.
In 2007, in collaboration with Autoliv,VTI began further development of the sys-tem with brake and accelerator so that,among other facilities, two cars could bemanoeuvred into a frontal collision.
The most important and perhaps thegreatest challenge was to develop afunction for synchronising two or morevehicles, i.e. to get two vehicles to be at acertain place at a certain time. The solu-tion we developed was to fit all the robotsinvolved with a GPS clock to which everyrobot sets its clock when the test commen-ces. This provides very high accuracy at thepoint of collision.
Soft balloon carsFor the development of active safety sys-tems for cars, safe methods and equip-ments are needed. VTI was thereforeinvolved in starting the project ScenarioBased Testing of Pre-Crash Systems.
The project focused on systems that
actively brake or issue a warning when avehicle or some other object is in the riskzone in front of the vehicle. These systemsuse radar, vision and laser to detect objectsin their surroundings. In this type of test itis necessary to make large series of tests –in view of this, collisions cannot take placebetween real cars as this would be bothexpensive and difficult. Soft balloon carsare instead used as target vehicles. Thesecan stand up to repeated collisions withoutbeing destroyed.
Balloon cars are nothing new in thistype of tests, but what was needed was anautonomous balloon car, i.e. a robot drivenballoon car. In these tests it is essential tobe able to determine the positions of vehic-
les and also to measure the relative distan-ce. In view of this, the existing robot sys-tems of VTI and Autoliv were highly sui-table since they already have positionalaccuracy.
The already developed driving robotshad good positional accuracy, the differen-ce now was that it was necessary to developa driving system for moving the ballooncar. Another requirement was that the bal-loon car was not to weigh more than 50kilograms. If it is heavier, this may be dang-erous for the driver of the test vehicle.
The result is a balloon car that is drivenby an electric motor from a model planeand a position sensor that measures the dis-tance it travels along a rail. The motor anddriving wheel of the car are situated in themiddle of the vehicle. Today, the ballooncar has the same precision as the drivingrobots, but those involved in the projectalready see new possibilities in the rapiddevelopment in e.g. the field of GPS tech-nology.
Technology behind technology
Contact: Håkan Andersson, VTI,[email protected]
Magdalena Green,VTI, Sweden
PHO
TO:
VTI
PHO
TO:
VTI
NORDIC NO. 2 2010 | 98 | NORDIC NO. 2 2010 www.nordicroads.com
The Nordic road administrations havemany common challenges. History has
shown that it is a good idea to deal withthese challenges together through jointprojects, because it gives more value forresearch funds. It also makes it possible forthe most highly qualified staff across natio-nal borders to work together. ThusNordFoU, Nordic R&D, was formed. Thishas been proven to be rather successful.
The future has a Nordic flavour
Brian Gross Larsen,Secretary General, NordFoU
Hans Bendtsen, DRI/DRD,Denmark
Contact: Brian Gross Larsen, [email protected]
In order to see the full article, please go to
www.nordicroads.com.
Contact: Hans Bendtsen, DRI/DRD, [email protected]
More information: www.nordicroads.com
Road traffic noise research – the European needs
Anew report has been published by theConference of European Directors of
Roads (CEDR). The report describes theresults provided by a survey on knowledgegaps in noise assessment and abatementtechniques as seen by the national roadadministrations in Europe. The survey wasconducted by the noise group establishedunder CEDR. The status on the need fornoise research within Europe was investiga-ted by sending a questionnaire to twentyfive national road administrations inEurope which all are CEDR members. Thequestionnaire aimed to find out prioritythemes common to the European coun-tries and to identify a shared approach tothe noise problem to promote nationaland joint future research projects. As manyas seventeen countries responded.
The questionnaire included fourteenmain thematic domains based on recentpublications on research visions and scien-tific articles on specific subjects related.Each thematic domain comprises a groupof subjects connected to the particulardomain. In order to identify the items thatrequire in-depth study, research and deve-lopment, a priority value was to be assignedto the domains and items. The top fiveroad noise research themes are prioritisedin the following:1. Rolling noise (noise reducing pave-
ments and tyres)2. Advanced noise reduction technologies
between source and receivers (impro-ved noise barriers)
3. Improved regulations related to noiseemission from vehicles and tyres (inclu-ding test methods) and noise controlmanagement
4. Traffic management (traffic flow, speed,ITS etc.)
5. Improved or new socio-economic instru-ments to promote efficient noise abate-ment (tools to integrate noise in road,traffic and urban planning)In particular, the priority list reconfirms
the common opinion that noise must bereduced first at source (rolling noise) andthen by using barriers between source andreceivers. The questionnaire on knowledgegaps has been produced by PatriziaBellucci from ANAS S.p.A CentroSperimentale Stradale in Italy who has alsodrafted the report on the results with inputfrom many road administrations in Europe.
Carson City is a new test laboratory where active safety systemscan be tested in as realistic a traffic environment as possible.This "city" represents a lot of work, and VTI has had an importantpart in its development.
On the streets of Carson City, pedestriandummies walk about and automated
soft balloon cars drive on them. In this newtest facility, different critical situations inconjunction with driving in an urban envi-ronment can be evaluated in a safe and rea-listic way. The road to Autoliv's Carson Cityhas been long, and VTI has played animportant role in this journey.
Driving robotAs early as 2004, VTI developed a drivingrobot to drive a bus into a road barrier.
In 2007, in collaboration with Autoliv,VTI began further development of the sys-tem with brake and accelerator so that,among other facilities, two cars could bemanoeuvred into a frontal collision.
The most important and perhaps thegreatest challenge was to develop afunction for synchronising two or morevehicles, i.e. to get two vehicles to be at acertain place at a certain time. The solu-tion we developed was to fit all the robotsinvolved with a GPS clock to which everyrobot sets its clock when the test commen-ces. This provides very high accuracy at thepoint of collision.
Soft balloon carsFor the development of active safety sys-tems for cars, safe methods and equip-ments are needed. VTI was thereforeinvolved in starting the project ScenarioBased Testing of Pre-Crash Systems.
The project focused on systems that
actively brake or issue a warning when avehicle or some other object is in the riskzone in front of the vehicle. These systemsuse radar, vision and laser to detect objectsin their surroundings. In this type of test itis necessary to make large series of tests –in view of this, collisions cannot take placebetween real cars as this would be bothexpensive and difficult. Soft balloon carsare instead used as target vehicles. Thesecan stand up to repeated collisions withoutbeing destroyed.
Balloon cars are nothing new in thistype of tests, but what was needed was anautonomous balloon car, i.e. a robot drivenballoon car. In these tests it is essential tobe able to determine the positions of vehic-
les and also to measure the relative distan-ce. In view of this, the existing robot sys-tems of VTI and Autoliv were highly sui-table since they already have positionalaccuracy.
The already developed driving robotshad good positional accuracy, the differen-ce now was that it was necessary to developa driving system for moving the ballooncar. Another requirement was that the bal-loon car was not to weigh more than 50kilograms. If it is heavier, this may be dang-erous for the driver of the test vehicle.
The result is a balloon car that is drivenby an electric motor from a model planeand a position sensor that measures the dis-tance it travels along a rail. The motor anddriving wheel of the car are situated in themiddle of the vehicle. Today, the ballooncar has the same precision as the drivingrobots, but those involved in the projectalready see new possibilities in the rapiddevelopment in e.g. the field of GPS tech-nology.
Technology behind technology
Contact: Håkan Andersson, VTI,[email protected]
Magdalena Green,VTI, Sweden
PHO
TO:
VTI
PHO
TO:
VTI
NORDIC NO. 2 2010 | 1110 | NORDIC NO. 2 2010 www.nordicroads.com
The estimated cost of logistics as a per-centage of turnover among Norwegian
manufacturing and wholesale industries isin line with results from similar studies inother countries. The total cost of logisticsfor Norway is to 14.7 percent of theNorwegian mainland Gross domestic pro-duct GDP.
Drawback of distance One of the main goals in the Norwegiancommunication and transport policy is toreduce the drawback of distance. Norway islocated in the periphery of Europe, faraway from the main marketplaces. Thedrawback of geography enhances theimportance of cost efficient logistics.Norwegian exports are to a large extentraw materials and semifinished products.This means that Norwegian companies areoften parts of a bigger supply chain. The rela-tive cost level in Norway compared to othercountries is high, giving Norwegian exportindustry a drawback in the price competi-tion. These are factors that underline theimportance of a cost efficient logistics ope-ration in Norwegian export industry.
Transportation the largest componentThe survey was conducted during the fallof 2008. The survey shows that the costs oflogistics constitute on average 14.2 percentof the turnover. The costs of transportationrepresent the largest cost component,about 45 percent of the total logistics costs.Warehousing and capital cost amount to a
further 36 percent, while the other costcomponents sum up to 20 percent of thetotal cost of logistics. From Figure I we seethat the wholesale trade has the highest costshares, while building and constructionhave the lowest cost share in the survey.
International comparisonsThe methodology chosen for the survey
enables us to compare the results with simi-lar studies from other countries. In particu-lar the results from “Finland–State of logis-tics” and LogOnBaltic.
– LogOnBaltic shows a cost of logistics inmanufacturing industries of between 11 and15 percent of turnover, when excluding the
extreme values of West Mecklenburg andLithuania. The corresponding result from theNorwegian study LIN is 12.8 percent and inline with the results from the Baltic Sea region.
The other results for wholesalers in theLogOnBaltic study vary between 13 and 17percent of turnover. In Norwegian wholesa-le trade the share is 16.7 percent of turnover,and hence in the upper region compared tothe results from the Baltic Sea region.
Inger Beate Hovi, TØI,Norway
A survey on the costs of logistics in Norwegian manufacturingand wholesale trade shows logistics costs that on average con-stitute 14.2 percent of the turnover. The cost share is 16.7 per-cent of turnover for the wholesalers and 13.7 percent of turnoverfor the manufacturing industries. The building and constructionindustry have the lowest logistics cost share in the survey.
Read more: Logistics costs in Norway. Key figu-
res and international comparisons. TØI report
1052/2010. Authors: Inger Beate Hovi and Wiljar
Hansen. Language: Norwegian with English sum-
mary. www.toi.no
Contact: Inger Beate Hovi, [email protected]
Contact: Hans D. Skjelbred, NPRA,
Logistics costs in Norway– In line with other countriesLogistics costs in Norway– In line with other countries
Figure I: Cost of logis-tics in percentage ofturnover, decomposedinto cost components,by main industries. Allresults are weighted byindustry structure andcompany size, exceptthe category “Other*”.
Figure II: Logisticscost shares for manu-facturing industriesfrom LogOnBaltic com-pared to results fromLIN. Manufacturinghere includes buildingand construction.Source: TØI-report1052/2010
Congestion problems exist even in sparsely populated countrieslike Norway. Near the big cities, increasing traffic causes dailyqueues. Although the Norwegian Public Roads Administration(NPRA) considers decreasing accessibility to be a problem, thereis also a keen focus on safety and the environment.
Safe and green agency vehicles
Bob Hamel, on exchange atNPRA, Norway, fromRijkswaterstaat, Netherlands
The focus on safety is evident in the choiceof agency vehicles for the NPRA. These
vehicles must have earned four stars in EuroNCAP crash tests; raising this requirement to5 stars is currently under consideration.Further, all NPRA vehicles are equipped withan alcohol test and lock system. In addition,a pilot using Intelligent Speed Adaptationand a Lane Departure Warning Assistant isbeing conducted. If approved, these systemswill also become standard for NPRA vehicleswhen the trial period ends.
Photo showing the main road leading out of the citycentre of Trondheim where buses, taxis and electricvehicles have their own lane. (Photo: Bob Hamel,Rijkswaterstaat)
Contact: Gilles Pigasse, [email protected], Hans
Bendtsen, [email protected]
Furter details on this subject can be found in a
longer article on www.nordicroads.com. There is
also a link to the final report.
There are on-going discussions about the implications for trafficnoise to establish or modify roundabouts. Roundabouts are oftenused as a way to reduce traffic speeds and thereby improve roadsafety. The reduced velocity and the change in driving pattern canalso have an impact on noise.
Can roundabouts decrease traffic noise?
On roads where traffic is moving at regularspeed, the rolling noise coming from thecontact between the tyres and the road isthe dominating source of noise.
At crossings, the picture is slightly morecomplicated. For vehicles with constantspeed through the crossing this tyre/roadnoise will still be dominating. For vehiclesthat slow down and accelerate the propul-sion noise will dominate. It is not clear howthe modification of a crossing into a roun-
Gilles Pigasse and Hans Bendtsen, DRI/DRD, Denmark
Roundabout at Willumsens Vej before (left) and after (right) its enlargement.
PHO
TO:
DAN
ISH
RO
AD IN
STI
TUTE
dabout or the extension of an existingroundabout affect their noise emission. Inan attempt to further elucidate this issuethe Danish Road Institute looked at a num-ber of concrete projects. A report presentsthe result from two of these roundabouts.
And what about the focus on the envi-ronment? All NPRA vehicles in Trondheimare either hybrid or electric. The electricityhas been generated by hydropower, whichmeans that it is 100 percent green.Moreover, users of electric cars enjoy easieraccess to the town centre. They are allowedto use the bus lane and do not need to payfor a parking space.
NORDIC NO. 2 2010 | 1110 | NORDIC NO. 2 2010 www.nordicroads.com
The estimated cost of logistics as a per-centage of turnover among Norwegian
manufacturing and wholesale industries isin line with results from similar studies inother countries. The total cost of logisticsfor Norway is to 14.7 percent of theNorwegian mainland Gross domestic pro-duct GDP.
Drawback of distance One of the main goals in the Norwegiancommunication and transport policy is toreduce the drawback of distance. Norway islocated in the periphery of Europe, faraway from the main marketplaces. Thedrawback of geography enhances theimportance of cost efficient logistics.Norwegian exports are to a large extentraw materials and semifinished products.This means that Norwegian companies areoften parts of a bigger supply chain. The rela-tive cost level in Norway compared to othercountries is high, giving Norwegian exportindustry a drawback in the price competi-tion. These are factors that underline theimportance of a cost efficient logistics ope-ration in Norwegian export industry.
Transportation the largest componentThe survey was conducted during the fallof 2008. The survey shows that the costs oflogistics constitute on average 14.2 percentof the turnover. The costs of transportationrepresent the largest cost component,about 45 percent of the total logistics costs.Warehousing and capital cost amount to a
further 36 percent, while the other costcomponents sum up to 20 percent of thetotal cost of logistics. From Figure I we seethat the wholesale trade has the highest costshares, while building and constructionhave the lowest cost share in the survey.
International comparisonsThe methodology chosen for the survey
enables us to compare the results with simi-lar studies from other countries. In particu-lar the results from “Finland–State of logis-tics” and LogOnBaltic.
– LogOnBaltic shows a cost of logistics inmanufacturing industries of between 11 and15 percent of turnover, when excluding the
extreme values of West Mecklenburg andLithuania. The corresponding result from theNorwegian study LIN is 12.8 percent and inline with the results from the Baltic Sea region.
The other results for wholesalers in theLogOnBaltic study vary between 13 and 17percent of turnover. In Norwegian wholesa-le trade the share is 16.7 percent of turnover,and hence in the upper region compared tothe results from the Baltic Sea region.
Inger Beate Hovi, TØI,Norway
A survey on the costs of logistics in Norwegian manufacturingand wholesale trade shows logistics costs that on average con-stitute 14.2 percent of the turnover. The cost share is 16.7 per-cent of turnover for the wholesalers and 13.7 percent of turnoverfor the manufacturing industries. The building and constructionindustry have the lowest logistics cost share in the survey.
Read more: Logistics costs in Norway. Key figu-
res and international comparisons. TØI report
1052/2010. Authors: Inger Beate Hovi and Wiljar
Hansen. Language: Norwegian with English sum-
mary. www.toi.no
Contact: Inger Beate Hovi, [email protected]
Contact: Hans D. Skjelbred, NPRA,
Logistics costs in Norway– In line with other countriesLogistics costs in Norway– In line with other countries
Figure I: Cost of logis-tics in percentage ofturnover, decomposedinto cost components,by main industries. Allresults are weighted byindustry structure andcompany size, exceptthe category “Other*”.
Figure II: Logisticscost shares for manu-facturing industriesfrom LogOnBaltic com-pared to results fromLIN. Manufacturinghere includes buildingand construction.Source: TØI-report1052/2010
Congestion problems exist even in sparsely populated countrieslike Norway. Near the big cities, increasing traffic causes dailyqueues. Although the Norwegian Public Roads Administration(NPRA) considers decreasing accessibility to be a problem, thereis also a keen focus on safety and the environment.
Safe and green agency vehicles
Bob Hamel, on exchange atNPRA, Norway, fromRijkswaterstaat, Netherlands
The focus on safety is evident in the choiceof agency vehicles for the NPRA. These
vehicles must have earned four stars in EuroNCAP crash tests; raising this requirement to5 stars is currently under consideration.Further, all NPRA vehicles are equipped withan alcohol test and lock system. In addition,a pilot using Intelligent Speed Adaptationand a Lane Departure Warning Assistant isbeing conducted. If approved, these systemswill also become standard for NPRA vehicleswhen the trial period ends.
Photo showing the main road leading out of the citycentre of Trondheim where buses, taxis and electricvehicles have their own lane. (Photo: Bob Hamel,Rijkswaterstaat)
Contact: Gilles Pigasse, [email protected], Hans
Bendtsen, [email protected]
Furter details on this subject can be found in a
longer article on www.nordicroads.com. There is
also a link to the final report.
There are on-going discussions about the implications for trafficnoise to establish or modify roundabouts. Roundabouts are oftenused as a way to reduce traffic speeds and thereby improve roadsafety. The reduced velocity and the change in driving pattern canalso have an impact on noise.
Can roundabouts decrease traffic noise?
On roads where traffic is moving at regularspeed, the rolling noise coming from thecontact between the tyres and the road isthe dominating source of noise.
At crossings, the picture is slightly morecomplicated. For vehicles with constantspeed through the crossing this tyre/roadnoise will still be dominating. For vehiclesthat slow down and accelerate the propul-sion noise will dominate. It is not clear howthe modification of a crossing into a roun-
Gilles Pigasse and Hans Bendtsen, DRI/DRD, Denmark
Roundabout at Willumsens Vej before (left) and after (right) its enlargement.
PHO
TO:
DAN
ISH
RO
AD IN
STI
TUTE
dabout or the extension of an existingroundabout affect their noise emission. Inan attempt to further elucidate this issuethe Danish Road Institute looked at a num-ber of concrete projects. A report presentsthe result from two of these roundabouts.
And what about the focus on the envi-ronment? All NPRA vehicles in Trondheimare either hybrid or electric. The electricityhas been generated by hydropower, whichmeans that it is 100 percent green.Moreover, users of electric cars enjoy easieraccess to the town centre. They are allowedto use the bus lane and do not need to payfor a parking space.
NORDIC NO. 2 2010 | 1312 | NORDIC NO. 2 2010 www.nordicroads.com
Opera Tunnel is the keystone to“Fjord City”How 675 metres of tunnel can change the face of a city
King Harald the 5th of Norway opened the Opera Tunnel in Osloon September 17th, signalling not only the opening of a new traf-fic system, but also the most significant urban renewal of Oslosince the great fires of 1624. The Opera Tunnel is both a pieceof impressive traffic engineering in its own right and the keystoneof change which will transform Oslo into “the Fjord City”.
The Fjord City Plan is the result of a four-year process of planning and collabora-
tion, which among others provides thegroundwork for environmentally friendlytransportation systems and ensures generalaccess to the waterfront. The total FjordCity area comprises 225 hectares, fromFrognerstranda in the west to Ormsund inthe southeast. It is a comprehensive vision.It is multi-faceted. It is ambitious. And itfaces severe challenges.
The main challenge concerns the har-bour area of Bjørvika in central Oslo. Thissmall strip of land, squeezed in betweenthe fjord and the railroad tracks leadinginto Oslo Central Station, is not only pack-ed with container-ports and ship traffic ser-vices – it carries the E18 motorway, the lar-gest traffic artery in the country. Every day,existing tunnels in both ends allow 100 000vehicles to surface and move throughBjørvika. This traffic lies as a barrier betweenthe city and the fjord. In order for “theFjord City” to become a reality, the traffichas to be teased out from Bjørvika and rou-ted through someplace else.
The Opera Tunnel consists of threeintersecting tunnels running, for a total ofsix kilometres, from east to west below thecity. It is the midmost of these, the Bjørvikatunnel, which is the keystone to “FjordCity” as it removes the barrier – the surface
traffic of the E18 motorway – and places itin an immersed tunnel running beneaththe fjord. Although the sub sea elements ofthe Bjørvika Tunnel consist of only 675metres, it links up with the existing tunnelsat both ends of the fjord. This allows themain brunt of the traffic to pass underOslo through a six kilometre long tunnelsystem, allowing the existing E18 motorwayto be torn down. This then provides roomfor the new borough of Bjørvika as the portand harbour services are pushed southwards.
The new structures of Bjørvika boroughare now replacing the dilapidated harbourstructures and the soon-to-be rubble of theold E18 highway. Offering 5,000 apartmentsand 20,000 workplaces in what is becomingthe most attractive part of Oslo, Bjørvikawill boast the same size as that of an avera-ge Norwegian city. Located immediatelynext to the public transport node at Oslo
Central Station, the brunt of the new traf-fic generated by the new borough will becarried by buss, train and tram.
Oslo is now undergoing its largest trans-formation since the great fires of the seven-teenth century. The old barriers of roadand harbour are giving way, and the city isreclaiming its access to the fjord which hasbeen lost for almost half a millennium.Over an increasingly large stretch of primeestate, the vision of the “Fjord City” is slow-ly manifesting itself in concrete, steel andglass. The lynchpin of it all is the six kilo-metres long Opera Tunnel. And the mostcrucial part of the Opera Tunnel consistsof the 675 metres of immersed concrete weknow as the Bjørvika Tunnel.
Carl Chr. Gabrielsen,NPRA, Norway
More information on:http://www.vegvesen.no/Vegprosjekter/Bjorvika/
In+English
Sustainable transportation is a key concept in the EU’s transportpolicy. Many consumers around Europe nonetheless have a lowopinion of the quality of public transport and are demandingimprovements in various respects. The EU has therefore initiatedtwo projects, called SPUTNIC and LINK.
Public transport is facing many challen-ges. It is important to improve its bad
reputation, to get municipal administra-tions to make substantial shake-ups and toscrap functioning vehicles to achieve a“reasonably modern” level. These challen-ges and many more have been studied in aproject called SPUTNIC, an acronym forStrategies for Public Transport in Cities.
Much appreciated recommendationsSPUTNIC has resulted in a number ofrecommendations that have been wellreceived by the public transport sector. Therecommendations may prove useful sincethe new EU Regulation no. 1370/2007 con-cerning public passenger transport by railand road demands the public transportsector to be modernised.
Among other things, SPUTNIC propo-ses public transport planning to be coordi-nated with community planning and that
legislation should promote integration bet-ween different forms of public transport.Regardless of whether services are procu-red in competition or not, clients and pro-viders should always have an incentive con-tract. A further recommendation is that afare system should be developed to impro-ve cost coverage and that new sources offunding should be sought, in particular forinvestments.
One ticket – several modesIn Sweden and some of our neighbours,people are accustomed to travelling by bus,coach, train and air on the same ticket.Many other countries, however, have verydivided responsibilities with rigid barriersbetween the players.
The LINK project, i. e. the EuropeanForum on intermodal passenger travel, hasbeen working to get different modes oftransport, including cars, cycles and motor-cycles to work better together for long-dis-tance journeys. In LINK, VTI’s main taskhas been to create a so-called virtual libra-ry for intermodal research and draw upproposals for future research in the field.
The work done within the LINK projecthas resulted in a number of recommenda-tions for intermodal journeys in Europe.The EU’s policies and legislation apply inall 27 member states but the different prac-tical prerequisites require players to learnfrom each other.
Exchange of experienceBoth SPUTNIC and LINK have had 16 diffe-rent partners collaborating. The Internatio-nal Association of Public Transport, UITP,has led SPUTNIC in a consortium whileLINK was coordinated by ILS, Institut fürLandes- und Stadtentwicklungsforschung,in Dortmund. Both projects have been so-called Coordination Actions, which meansthat practitioners, consultants, researchersand politicians have taken part in works-hops and seminars in order to share theirexperience.
Bertil Hylén, VTI, Sweden
Contact: Bertil Hylén, VTI, [email protected]
Read more: www.sputnicproject.eu,
www.linkforum.eu
The Harbour and the E18motorway separate thecity from the fjord. Theharbour is moved south-wards and the E18 motor-way is directed throughthe immersed tunnel run-ning beneath the fjord,allowing the new boroughof Bjørvika to be develo-ped on the waterfront.(Photo: NPRA, Norway)
Public transport’s challenges
Public transport has a bad reputationthat must be improved if it is to conti-nue to be a functioning alternative inthe future.
FOTO: MATTON
NORDIC NO. 2 2010 | 1312 | NORDIC NO. 2 2010 www.nordicroads.com
Opera Tunnel is the keystone to“Fjord City”How 675 metres of tunnel can change the face of a city
King Harald the 5th of Norway opened the Opera Tunnel in Osloon September 17th, signalling not only the opening of a new traf-fic system, but also the most significant urban renewal of Oslosince the great fires of 1624. The Opera Tunnel is both a pieceof impressive traffic engineering in its own right and the keystoneof change which will transform Oslo into “the Fjord City”.
The Fjord City Plan is the result of a four-year process of planning and collabora-
tion, which among others provides thegroundwork for environmentally friendlytransportation systems and ensures generalaccess to the waterfront. The total FjordCity area comprises 225 hectares, fromFrognerstranda in the west to Ormsund inthe southeast. It is a comprehensive vision.It is multi-faceted. It is ambitious. And itfaces severe challenges.
The main challenge concerns the har-bour area of Bjørvika in central Oslo. Thissmall strip of land, squeezed in betweenthe fjord and the railroad tracks leadinginto Oslo Central Station, is not only pack-ed with container-ports and ship traffic ser-vices – it carries the E18 motorway, the lar-gest traffic artery in the country. Every day,existing tunnels in both ends allow 100 000vehicles to surface and move throughBjørvika. This traffic lies as a barrier betweenthe city and the fjord. In order for “theFjord City” to become a reality, the traffichas to be teased out from Bjørvika and rou-ted through someplace else.
The Opera Tunnel consists of threeintersecting tunnels running, for a total ofsix kilometres, from east to west below thecity. It is the midmost of these, the Bjørvikatunnel, which is the keystone to “FjordCity” as it removes the barrier – the surface
traffic of the E18 motorway – and places itin an immersed tunnel running beneaththe fjord. Although the sub sea elements ofthe Bjørvika Tunnel consist of only 675metres, it links up with the existing tunnelsat both ends of the fjord. This allows themain brunt of the traffic to pass underOslo through a six kilometre long tunnelsystem, allowing the existing E18 motorwayto be torn down. This then provides roomfor the new borough of Bjørvika as the portand harbour services are pushed southwards.
The new structures of Bjørvika boroughare now replacing the dilapidated harbourstructures and the soon-to-be rubble of theold E18 highway. Offering 5,000 apartmentsand 20,000 workplaces in what is becomingthe most attractive part of Oslo, Bjørvikawill boast the same size as that of an avera-ge Norwegian city. Located immediatelynext to the public transport node at Oslo
Central Station, the brunt of the new traf-fic generated by the new borough will becarried by buss, train and tram.
Oslo is now undergoing its largest trans-formation since the great fires of the seven-teenth century. The old barriers of roadand harbour are giving way, and the city isreclaiming its access to the fjord which hasbeen lost for almost half a millennium.Over an increasingly large stretch of primeestate, the vision of the “Fjord City” is slow-ly manifesting itself in concrete, steel andglass. The lynchpin of it all is the six kilo-metres long Opera Tunnel. And the mostcrucial part of the Opera Tunnel consistsof the 675 metres of immersed concrete weknow as the Bjørvika Tunnel.
Carl Chr. Gabrielsen,NPRA, Norway
More information on:http://www.vegvesen.no/Vegprosjekter/Bjorvika/
In+English
Sustainable transportation is a key concept in the EU’s transportpolicy. Many consumers around Europe nonetheless have a lowopinion of the quality of public transport and are demandingimprovements in various respects. The EU has therefore initiatedtwo projects, called SPUTNIC and LINK.
Public transport is facing many challen-ges. It is important to improve its bad
reputation, to get municipal administra-tions to make substantial shake-ups and toscrap functioning vehicles to achieve a“reasonably modern” level. These challen-ges and many more have been studied in aproject called SPUTNIC, an acronym forStrategies for Public Transport in Cities.
Much appreciated recommendationsSPUTNIC has resulted in a number ofrecommendations that have been wellreceived by the public transport sector. Therecommendations may prove useful sincethe new EU Regulation no. 1370/2007 con-cerning public passenger transport by railand road demands the public transportsector to be modernised.
Among other things, SPUTNIC propo-ses public transport planning to be coordi-nated with community planning and that
legislation should promote integration bet-ween different forms of public transport.Regardless of whether services are procu-red in competition or not, clients and pro-viders should always have an incentive con-tract. A further recommendation is that afare system should be developed to impro-ve cost coverage and that new sources offunding should be sought, in particular forinvestments.
One ticket – several modesIn Sweden and some of our neighbours,people are accustomed to travelling by bus,coach, train and air on the same ticket.Many other countries, however, have verydivided responsibilities with rigid barriersbetween the players.
The LINK project, i. e. the EuropeanForum on intermodal passenger travel, hasbeen working to get different modes oftransport, including cars, cycles and motor-cycles to work better together for long-dis-tance journeys. In LINK, VTI’s main taskhas been to create a so-called virtual libra-ry for intermodal research and draw upproposals for future research in the field.
The work done within the LINK projecthas resulted in a number of recommenda-tions for intermodal journeys in Europe.The EU’s policies and legislation apply inall 27 member states but the different prac-tical prerequisites require players to learnfrom each other.
Exchange of experienceBoth SPUTNIC and LINK have had 16 diffe-rent partners collaborating. The Internatio-nal Association of Public Transport, UITP,has led SPUTNIC in a consortium whileLINK was coordinated by ILS, Institut fürLandes- und Stadtentwicklungsforschung,in Dortmund. Both projects have been so-called Coordination Actions, which meansthat practitioners, consultants, researchersand politicians have taken part in works-hops and seminars in order to share theirexperience.
Bertil Hylén, VTI, Sweden
Contact: Bertil Hylén, VTI, [email protected]
Read more: www.sputnicproject.eu,
www.linkforum.eu
The Harbour and the E18motorway separate thecity from the fjord. Theharbour is moved south-wards and the E18 motor-way is directed throughthe immersed tunnel run-ning beneath the fjord,allowing the new boroughof Bjørvika to be develo-ped on the waterfront.(Photo: NPRA, Norway)
Public transport’s challenges
Public transport has a bad reputationthat must be improved if it is to conti-nue to be a functioning alternative inthe future.
FOTO: MATTON
NORDIC NO. 2 2010 | 1514 | NORDIC NO. 2 2010 www.nordicroads.com
More and more cities are choosing toinvest in trams. In many cases the
number of passengers using a new tramline exceeds the forecasts that were made.Tramways are also constructed for otherreasons than to transport passengers.Political visions of transforming the cityenvironment, and building attractive citiesalso play a major role.
“The rail bonus in public transport”aims to increase knowledge of how tramsystems are planned, funded and put intooperation. The motives for (re-)establish-ing tramways are also illuminated. Thepilot study describes expected and actualeffects of new or expanded tramways, forexample changes in the relationship betweenpublic transport and individual travel, loca-tion of dwellings, workplaces and serviceorganisations, changes in real estate prices,and environmental impacts.
Capacity must be able to be increasedas neededThe pilot study has studied experiencesfrom tramway expansions in Paris, Zürichand Heidelberg and compared them toprojects in Stockholm, Göteborg andNorrköping. This has given much valuableexperience.
The first modern tramway in Paris wasplanned during the 1970s and 1980s. It was
Tracking down the rail bonus
Trams have for a long time been regarded as antiquated but overthe past 15 years interest in tramways has been growing through-out Europe. To acquire better knowledge of prerequisites, obstaclesand possibilities for planning tramways VTI has conducted a pilotstudy called “The rail bonus in public transport”.
designed to handle 55,000 passengers aday. 19 years later, over 100,000 passengersuse it every day. The number of passengerswas grossly underestimated and both trackand vehicles were dimensioned for theforecast number of passengers.
The unexpectedly high number of pas-sengers has led to congestion problems andcapacity cannot be increased simply. In Paris,no provisions were made to increase capaci-ty at a later date. It is therefore a very delica-te task today to for example extend andwiden platforms while traffic is operating.
Another interesting lesson is that thetramway’s role in better integrating thetroubled suburbs with the city’s more cen-tral parts appears to be working as intended.
Continued faith in the tramEven if the cities studied have very diffe-rent prerequisites, the continued expan-sion of tramways seems to indicate thatthere exists some kind of general faith inthis particular mode of transport. The pilotstudy has not been able to determineexactly what this faith is based on.
It is clear that decisions to expand tram-ways are not merely founded on socio-eco-nomic aspects. In some cases, calculationsand forecasts of passenger numbers havenot shown results that would justify estab-lishment or expansion. At the same time,passenger numbers have in other contextsfar exceeded the original forecasts madeusing conventional planning tools. Politicalvision should perhaps therefore be given
more weight in decisions on future estab-lishment and expansions of tramways.
The possibility to fund the projects hasproven to be a very important factor for alltramway expansion. In Sweden, the state’srole in new tramway projects is very unclear.Some cities have therefore funded theirtramways themselves, while others havemade use of ad hoc funding arranged byspecial negotiators.
Political vision scrutinisedThe final report from the pilot study will bepublished in autumn 2010. It will take acareful look at the importance of politicalvision in the cities in question. The analysiswill also among other things take into con-sideration transformation of the city envi-ronment and the social integration oftroubled suburbs in connection with theintroduction of trams.
The visions will be compared with moredetailed conventional traffic planning. Theinitial investigations will be made takingroutes, capacity needs and estimated pas-senger loads into consideration. This willbe weighed against, among other things,the actual outcome as regards passengernumbers in the subsequent tramway traffic.It is hoped that the pilot study will constitu-te a step forward in efforts to describe therail bonus.
Thomas Johansson, TJKommunikation, Sweden
För more information: Tomas Svensson, VTI,
More and more cities are investing in tram-ways and people appear to continue to havefaith in tramways.
Tracking down the rail bonus
PHOTO: VTI/HEJDLÖSA BILDER
In the SWAMP project, the critical issue offinding the most vulnerable parts of the
road network in a future climatic settinghas been targeted. A method to assessflood risk tested on a large area in themiddle and southern part of Jutland,Denmark, was developed for the DanishRoad Directorate. The assessment was pri-marily based on a digital terrain model(DTM) covering 7,500 square kilometres ina 1.6 x 1.6 m grid. The high-resolution ter-rain model was chosen in order to get anaccurate estimation of the potential floo-ding in the road area and its immediatevicinity. High resolution in this case meansa high performance of the applied met-hods, hardware and software.
The SWAMP reports include guidanceand instructions for engineers, people incharge of inspection, maintenance andrepair, and decision makers responsible forrenewal of the drainage system. Further-more, the reports contain instructions onhow to perform the work in the field in asystematic way over the season, and also
Extreme rain events are expected to become more frequent inthe future, and flood risk has gained renewed focus due to theclimate changes in recent years. Flooding poses a great threat toroads. In severe cases it may lead to massive obstruction to traf-fic and damages to road structures. Consequently, identifyingand improving road sections to prevent flooding are of great value.
how to prepare the road system before,during and after a heavy rain event.
The SWAMP project is part of an ERA-NET ROAD initiated transnational researchprogramme called "Road Owners Gettingto Grips with Climate Change". There arefour projects commissioned under this pro-gramme. The projects are funded jointly by
the road administrations of Austria,Denmark, Finland, Germany, Ireland,Netherlands, Norway, Poland, Spain,Sweden and United Kingdom.
Marianne Grauert, DRI, DenmarkKlas Hansson, Golder Associates, SwedenFredrik Hellman, VTI, SwedenMichael Larsen, DRI, Denmark
Read more: www.nordicroads.com, issue 2 – 2010.
Here you will also find the link to four SWAMP
reports.
A way to predict flooding on majorroads ...
Extremely heavy rain in Copenhagen in the summer of 2010.
PHO
TO:
SÖ
REN
BEN
DTS
EN
NORDIC NO. 2 2010 | 1514 | NORDIC NO. 2 2010 www.nordicroads.com
More and more cities are choosing toinvest in trams. In many cases the
number of passengers using a new tramline exceeds the forecasts that were made.Tramways are also constructed for otherreasons than to transport passengers.Political visions of transforming the cityenvironment, and building attractive citiesalso play a major role.
“The rail bonus in public transport”aims to increase knowledge of how tramsystems are planned, funded and put intooperation. The motives for (re-)establish-ing tramways are also illuminated. Thepilot study describes expected and actualeffects of new or expanded tramways, forexample changes in the relationship betweenpublic transport and individual travel, loca-tion of dwellings, workplaces and serviceorganisations, changes in real estate prices,and environmental impacts.
Capacity must be able to be increasedas neededThe pilot study has studied experiencesfrom tramway expansions in Paris, Zürichand Heidelberg and compared them toprojects in Stockholm, Göteborg andNorrköping. This has given much valuableexperience.
The first modern tramway in Paris wasplanned during the 1970s and 1980s. It was
Tracking down the rail bonus
Trams have for a long time been regarded as antiquated but overthe past 15 years interest in tramways has been growing through-out Europe. To acquire better knowledge of prerequisites, obstaclesand possibilities for planning tramways VTI has conducted a pilotstudy called “The rail bonus in public transport”.
designed to handle 55,000 passengers aday. 19 years later, over 100,000 passengersuse it every day. The number of passengerswas grossly underestimated and both trackand vehicles were dimensioned for theforecast number of passengers.
The unexpectedly high number of pas-sengers has led to congestion problems andcapacity cannot be increased simply. In Paris,no provisions were made to increase capaci-ty at a later date. It is therefore a very delica-te task today to for example extend andwiden platforms while traffic is operating.
Another interesting lesson is that thetramway’s role in better integrating thetroubled suburbs with the city’s more cen-tral parts appears to be working as intended.
Continued faith in the tramEven if the cities studied have very diffe-rent prerequisites, the continued expan-sion of tramways seems to indicate thatthere exists some kind of general faith inthis particular mode of transport. The pilotstudy has not been able to determineexactly what this faith is based on.
It is clear that decisions to expand tram-ways are not merely founded on socio-eco-nomic aspects. In some cases, calculationsand forecasts of passenger numbers havenot shown results that would justify estab-lishment or expansion. At the same time,passenger numbers have in other contextsfar exceeded the original forecasts madeusing conventional planning tools. Politicalvision should perhaps therefore be given
more weight in decisions on future estab-lishment and expansions of tramways.
The possibility to fund the projects hasproven to be a very important factor for alltramway expansion. In Sweden, the state’srole in new tramway projects is very unclear.Some cities have therefore funded theirtramways themselves, while others havemade use of ad hoc funding arranged byspecial negotiators.
Political vision scrutinisedThe final report from the pilot study will bepublished in autumn 2010. It will take acareful look at the importance of politicalvision in the cities in question. The analysiswill also among other things take into con-sideration transformation of the city envi-ronment and the social integration oftroubled suburbs in connection with theintroduction of trams.
The visions will be compared with moredetailed conventional traffic planning. Theinitial investigations will be made takingroutes, capacity needs and estimated pas-senger loads into consideration. This willbe weighed against, among other things,the actual outcome as regards passengernumbers in the subsequent tramway traffic.It is hoped that the pilot study will constitu-te a step forward in efforts to describe therail bonus.
Thomas Johansson, TJKommunikation, Sweden
För more information: Tomas Svensson, VTI,
More and more cities are investing in tram-ways and people appear to continue to havefaith in tramways.
Tracking down the rail bonus
PHOTO: VTI/HEJDLÖSA BILDER
In the SWAMP project, the critical issue offinding the most vulnerable parts of the
road network in a future climatic settinghas been targeted. A method to assessflood risk tested on a large area in themiddle and southern part of Jutland,Denmark, was developed for the DanishRoad Directorate. The assessment was pri-marily based on a digital terrain model(DTM) covering 7,500 square kilometres ina 1.6 x 1.6 m grid. The high-resolution ter-rain model was chosen in order to get anaccurate estimation of the potential floo-ding in the road area and its immediatevicinity. High resolution in this case meansa high performance of the applied met-hods, hardware and software.
The SWAMP reports include guidanceand instructions for engineers, people incharge of inspection, maintenance andrepair, and decision makers responsible forrenewal of the drainage system. Further-more, the reports contain instructions onhow to perform the work in the field in asystematic way over the season, and also
Extreme rain events are expected to become more frequent inthe future, and flood risk has gained renewed focus due to theclimate changes in recent years. Flooding poses a great threat toroads. In severe cases it may lead to massive obstruction to traf-fic and damages to road structures. Consequently, identifyingand improving road sections to prevent flooding are of great value.
how to prepare the road system before,during and after a heavy rain event.
The SWAMP project is part of an ERA-NET ROAD initiated transnational researchprogramme called "Road Owners Gettingto Grips with Climate Change". There arefour projects commissioned under this pro-gramme. The projects are funded jointly by
the road administrations of Austria,Denmark, Finland, Germany, Ireland,Netherlands, Norway, Poland, Spain,Sweden and United Kingdom.
Marianne Grauert, DRI, DenmarkKlas Hansson, Golder Associates, SwedenFredrik Hellman, VTI, SwedenMichael Larsen, DRI, Denmark
Read more: www.nordicroads.com, issue 2 – 2010.
Here you will also find the link to four SWAMP
reports.
A way to predict flooding on majorroads ...
Extremely heavy rain in Copenhagen in the summer of 2010.
PHO
TO:
SÖ
REN
BEN
DTS
EN
NORDIC NO. 2 2010 | 1716 | NORDIC NO. 2 2010 www.nordicroads.com
Road safety programme for StockholmThe road safety programme for Stockholm has been revised. Forthe 2009–2020 programme, the Institute of TransportEconomics (TØI) recommend a 40 percent reduction target in thenumbers of road users killed or severely injured.
The report from TØI recommends tobase the new programme on eight diffe-
rent safety performance indicators and tar-gets: four behavioural targets and fourinfrastructure targets. By fully or partly rea-lising these eight performance targets, it ispossible to obtain a 40 percent reductionof the number of killed and severely inju-red road users in Stockholm by 2020.
TØI recommends to base the program-me on the following indicators: 1) speed,2) safety belts, 3) cycle helmets, 4) alcohol,5) the standard of the main roads, 6) thestandard of the local roads, 7) manage-ment and maintenance and 8) strategy forheavy goods vehicles.
Reducing speed is the performance tar-get with the highest potential for reductionin the number of persons killed and severe-ly injured. If the target for speed is realised,a 29 percent reduction in the number ofpersons killed and severely injured is pos-sible. Other targets as safety standard onmain roads, increased use of safety beltsand reduction of driving under influenceof alcohol all have a potential to reduce thenumber of killed or severely injured roadusers by 6–9 percent.
The combined potential for reductioncannot be found just by adding the estima-
ted potentials for each of the performanceindicators, because one accident cannot be“prevented more than once”.
Table II gives an overview of the mostrelevant and effective measures to reachthe eight performance targets.
Read more: Road Safety Programme for
Stockholm. An analysis of potential targets and
measures. TØI report 1044/2009. Authors:
Michael Wøhlk Jæger Sørensen, Astrid Helene
Amundsen and Rune Elvik. Language:
Norwegian language with English summary.
Contact: Michael Wøhlk Jæger Sørensen,
Michael Wøhlk JægerSørensen, TØI, Norway
Indicator Current Target: Potential: 2020condition 2020
Speed Proportion in compliance with the speed limits 20–70 % 98 % 29 % (26-33 %)
Safety belts Belt use in front seat 92 % 98 % 7 % (5–9 %)
Cycle helmets Helmet use all ages ≈ 65 % 80 % 2 % (1–2 %)
Standard main Presumedroad Proportion of safe crossings 20 % 80 % 9 % (5–13 %)
Standard local Proportion of safe crossing fo Presumedroad cyclists and pedestrians 25 % 75 % 2 % (1–3 %)
Management and Management and maintenancemaintenance of tracks for cyclists and Current Optimal
pedestrians standard standard 1 % (1–2 %)
Alcohol Proportion of traffic consisting of sober drivers 99,76 99,9 6 % (5–7 %)
Heavy goods Safety strategy for heavy dutyvehicles vehicles No strategy Strategy 2 % (1–3 %)
TØI report 1044/2009
Table I. Recommended safety performance indicators and targets for Stockholm, and their potential to reduce thenumber of killed and severely injured road users in 2020. Parentheses indicate the result of a sensitivity analysis.
Indicator Measures
Speed - Increased enforcement - Reduced speed limits- Speed humps e.g. - Information and campaigns
Safety belt - Increased enforcement- Information and campaign - Automatic belt-reminders
Bicycle helmets - Obligatory by law - Information and campaign
Standard main road - Grade-separated junctions - Separation of the traffic lanes- Bypasses - Separation of different road users- Improvement of complex junctions - Footpath and cycle path/lanes- Speed reductions - Securing pedestrian crossings
Standard local road - Improvement of complex junctions - Raised pedestrian crossings- Separation of different road users - Crossing/sub passage- Footpath and cycle path/lanes - Speed reductions
Management and - Increased standard on winter - Increased maintenance in generalmaintenance maintenance - Increased lightening
Alcohol - Controls and sanctions - Alco- lock - Information and campaign
Heavy goods vehicles - Heavy goods vehicle road network - Green supplying of goods(routes) - Campaign- Traffic management by ITS - Black-spot analyses- Speed plan - Safety standard on road network
Table II. Possible measures to reach the recommended safety performance targets.
Tiredness when driving is a problem that causes accidents andinjuries on the roads. Interest in counteracting this problem hasgrown and several research projects and studies have treatedthe subject from various angles. Two researchers at VTI havenow compiled the knowledge that exists today in a report.
Tiredness at the wheel – researchstatus
S leepiness in drivers is first and fore-most a result of driving after too little
sleep, having been awake for too long ordriving at times of the day when it is mostnatural for us to sleep. The risk groups areprimarily young drivers, professional dri-vers, shift workers and drivers sufferingfrom sleep disorders.
Current knowledgeThere are several indications that a drivermay be tired. The most common ones arerelated to driving behaviour, driver behaviourand modelling of sleepiness or wakefulness.The vehicle-based indicator generally used isthe vehicle’s position on the road. Ordinarydriver-based indicators are blink duration,blink frequency, degree of eyelid openingand closure, and opening or closing speed inrelation to blink amplitude. Where model-based indicators exist, the most common ofthese are the time of day and time awakeduring the previous 24 hours.
Ways to reduce tiredness at the wheelIt is important that efforts to reduce therisk of sleepy drivers, and thereby acci-dents, are made with a holistic approach.
– Merely developing a driver supportsystem that detects sleepiness has no greatpotential to contribute to fewer accidentson its own, says Christopher Patten. Thedriver must realise that it is dangerous andknow what to do. It is also important tocreate conditions for professional driversthat allow the individual’s physical limita-tions or prerequisites to control, forexample, scheduling of working hours and
driving and resting times.– The main challenge when it comes to
driver support is probably to convince thedriver that stopping and sleeping andtaking caffeine are the only scientificallyproven effective measures that have a las-ting effect, says Anna Anund.
This in turn means that there must beplaces that are safe and accessible for dri-vers who need to stop.
– Even if a driver is well prepared, he orshe may nonetheless become sleepy. Whendrivers involuntarily leave the road, rumblestrips at the edge of the road can draw a
driver’s attention to the situation. Rumblestrips at the shoulder on motorways and inthe middle of 2-lane roads have also provedto have a high degree of acceptance amongdrivers, says Christopher Patten.
Factors that indicate tiredness as thecause of an accidentRegarding what must be considered to deter-mine if tiredness might have contributed toan accident, this is a very difficult task.
– Factors that describe this are principal-ly the number of hours the person hasslept, the number of hours he or she wasawake out of the previous 24, shift work ortravelling home after working a night shift,and the presence of sleep problems, sayVTI’s researchers.
They also propose a two-step procedurethat, based on what is known today, prima-rily considers road-related aspects such asdeparture angle and alignment and thetime of day. Alongside this, it is also good ifcooperation with the police authorities canbe strengthened in order to obtain moreinsight into the sleep and wakefulness his-tory of the people involved in an accident.
Tarja Magnusson, VTI, Sweden
Contact: Anna Anund, [email protected],
Christopher Patten, [email protected]
Read more: Trötthet vid ratten – kunskapsläget
2010, R 688. (The report is in Swedish but contains
an English summary.)
The only scientifically proven means of combatingtiredness is to stop and sleep or take caffeine insome form.
PHO
TO:
VTI/
HEJ
DLÖ
SA
BIL
DER
NORDIC NO. 2 2010 | 1716 | NORDIC NO. 2 2010 www.nordicroads.com
Road safety programme for StockholmThe road safety programme for Stockholm has been revised. Forthe 2009–2020 programme, the Institute of TransportEconomics (TØI) recommend a 40 percent reduction target in thenumbers of road users killed or severely injured.
The report from TØI recommends tobase the new programme on eight diffe-
rent safety performance indicators and tar-gets: four behavioural targets and fourinfrastructure targets. By fully or partly rea-lising these eight performance targets, it ispossible to obtain a 40 percent reductionof the number of killed and severely inju-red road users in Stockholm by 2020.
TØI recommends to base the program-me on the following indicators: 1) speed,2) safety belts, 3) cycle helmets, 4) alcohol,5) the standard of the main roads, 6) thestandard of the local roads, 7) manage-ment and maintenance and 8) strategy forheavy goods vehicles.
Reducing speed is the performance tar-get with the highest potential for reductionin the number of persons killed and severe-ly injured. If the target for speed is realised,a 29 percent reduction in the number ofpersons killed and severely injured is pos-sible. Other targets as safety standard onmain roads, increased use of safety beltsand reduction of driving under influenceof alcohol all have a potential to reduce thenumber of killed or severely injured roadusers by 6–9 percent.
The combined potential for reductioncannot be found just by adding the estima-
ted potentials for each of the performanceindicators, because one accident cannot be“prevented more than once”.
Table II gives an overview of the mostrelevant and effective measures to reachthe eight performance targets.
Read more: Road Safety Programme for
Stockholm. An analysis of potential targets and
measures. TØI report 1044/2009. Authors:
Michael Wøhlk Jæger Sørensen, Astrid Helene
Amundsen and Rune Elvik. Language:
Norwegian language with English summary.
Contact: Michael Wøhlk Jæger Sørensen,
Michael Wøhlk JægerSørensen, TØI, Norway
Indicator Current Target: Potential: 2020condition 2020
Speed Proportion in compliance with the speed limits 20–70 % 98 % 29 % (26-33 %)
Safety belts Belt use in front seat 92 % 98 % 7 % (5–9 %)
Cycle helmets Helmet use all ages ≈ 65 % 80 % 2 % (1–2 %)
Standard main Presumedroad Proportion of safe crossings 20 % 80 % 9 % (5–13 %)
Standard local Proportion of safe crossing fo Presumedroad cyclists and pedestrians 25 % 75 % 2 % (1–3 %)
Management and Management and maintenancemaintenance of tracks for cyclists and Current Optimal
pedestrians standard standard 1 % (1–2 %)
Alcohol Proportion of traffic consisting of sober drivers 99,76 99,9 6 % (5–7 %)
Heavy goods Safety strategy for heavy dutyvehicles vehicles No strategy Strategy 2 % (1–3 %)
TØI report 1044/2009
Table I. Recommended safety performance indicators and targets for Stockholm, and their potential to reduce thenumber of killed and severely injured road users in 2020. Parentheses indicate the result of a sensitivity analysis.
Indicator Measures
Speed - Increased enforcement - Reduced speed limits- Speed humps e.g. - Information and campaigns
Safety belt - Increased enforcement- Information and campaign - Automatic belt-reminders
Bicycle helmets - Obligatory by law - Information and campaign
Standard main road - Grade-separated junctions - Separation of the traffic lanes- Bypasses - Separation of different road users- Improvement of complex junctions - Footpath and cycle path/lanes- Speed reductions - Securing pedestrian crossings
Standard local road - Improvement of complex junctions - Raised pedestrian crossings- Separation of different road users - Crossing/sub passage- Footpath and cycle path/lanes - Speed reductions
Management and - Increased standard on winter - Increased maintenance in generalmaintenance maintenance - Increased lightening
Alcohol - Controls and sanctions - Alco- lock - Information and campaign
Heavy goods vehicles - Heavy goods vehicle road network - Green supplying of goods(routes) - Campaign- Traffic management by ITS - Black-spot analyses- Speed plan - Safety standard on road network
Table II. Possible measures to reach the recommended safety performance targets.
Tiredness when driving is a problem that causes accidents andinjuries on the roads. Interest in counteracting this problem hasgrown and several research projects and studies have treatedthe subject from various angles. Two researchers at VTI havenow compiled the knowledge that exists today in a report.
Tiredness at the wheel – researchstatus
S leepiness in drivers is first and fore-most a result of driving after too little
sleep, having been awake for too long ordriving at times of the day when it is mostnatural for us to sleep. The risk groups areprimarily young drivers, professional dri-vers, shift workers and drivers sufferingfrom sleep disorders.
Current knowledgeThere are several indications that a drivermay be tired. The most common ones arerelated to driving behaviour, driver behaviourand modelling of sleepiness or wakefulness.The vehicle-based indicator generally used isthe vehicle’s position on the road. Ordinarydriver-based indicators are blink duration,blink frequency, degree of eyelid openingand closure, and opening or closing speed inrelation to blink amplitude. Where model-based indicators exist, the most common ofthese are the time of day and time awakeduring the previous 24 hours.
Ways to reduce tiredness at the wheelIt is important that efforts to reduce therisk of sleepy drivers, and thereby acci-dents, are made with a holistic approach.
– Merely developing a driver supportsystem that detects sleepiness has no greatpotential to contribute to fewer accidentson its own, says Christopher Patten. Thedriver must realise that it is dangerous andknow what to do. It is also important tocreate conditions for professional driversthat allow the individual’s physical limita-tions or prerequisites to control, forexample, scheduling of working hours and
driving and resting times.– The main challenge when it comes to
driver support is probably to convince thedriver that stopping and sleeping andtaking caffeine are the only scientificallyproven effective measures that have a las-ting effect, says Anna Anund.
This in turn means that there must beplaces that are safe and accessible for dri-vers who need to stop.
– Even if a driver is well prepared, he orshe may nonetheless become sleepy. Whendrivers involuntarily leave the road, rumblestrips at the edge of the road can draw a
driver’s attention to the situation. Rumblestrips at the shoulder on motorways and inthe middle of 2-lane roads have also provedto have a high degree of acceptance amongdrivers, says Christopher Patten.
Factors that indicate tiredness as thecause of an accidentRegarding what must be considered to deter-mine if tiredness might have contributed toan accident, this is a very difficult task.
– Factors that describe this are principal-ly the number of hours the person hasslept, the number of hours he or she wasawake out of the previous 24, shift work ortravelling home after working a night shift,and the presence of sleep problems, sayVTI’s researchers.
They also propose a two-step procedurethat, based on what is known today, prima-rily considers road-related aspects such asdeparture angle and alignment and thetime of day. Alongside this, it is also good ifcooperation with the police authorities canbe strengthened in order to obtain moreinsight into the sleep and wakefulness his-tory of the people involved in an accident.
Tarja Magnusson, VTI, Sweden
Contact: Anna Anund, [email protected],
Christopher Patten, [email protected]
Read more: Trötthet vid ratten – kunskapsläget
2010, R 688. (The report is in Swedish but contains
an English summary.)
The only scientifically proven means of combatingtiredness is to stop and sleep or take caffeine insome form.
PHO
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Danish Road Institute Helen Hasz-SinghGuldalderen 12DK-2640 HedehusenePhone +45 72 44 70 00Email [email protected] www.roaddirectorate.dk
NORDICDENMARK
VTT Technical Research Centreof FinlandKari MäkeläP.O.Box 1000FI-02044 VTTPhone +358 20 722 4586Email [email protected] www.vtt.fi
FINLAND
Icelandic Road AdministrationG. Pétur MatthiassonBorgartún 7IS-105 ReykjavikPhone +354 522 1000Email [email protected] www.vegagerdin.is
ICELANDInstitute of Transport EconomicsHarald AasGaustadalléen 21NO-0349 OsloPhone +47 22 57 38 00Email [email protected] www.toi.no
NORWAYNorwegian Public RoadsAdministrationThorbjørn Chr. RisanP.O. Box 8142 DepNO-0033 OsloPhone +47 915 02030Email [email protected] www.vegvesen.no
NORWAY
VTIKatarina LjungdahlSE-581 95 LinköpingPhone +46 13 20 42 26Orderphone +46 13 20 42 69Email [email protected] www.vti.se
SWEDEN
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