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COM
ROAD AND TR ANSPORT RESE ARCH | NO.1 2013

Smart Safety
New Technologies Improve Air
and Reduce Risks on the Road

Still in the drivers seat


Tomorrows Pensioners
Prefer Car Travel

No trespassing!
Reducing Fatalities
on Finnish Railways
Contents
New Programme Focuses on Norways Bridges and Tunnels . . . . . . . 3
Editorial Notes Road Safety on Four Continents Conference in Beijing 2013 . . . . . . . 3
Nordic Road & Transport Research is a joint
publication of six public road and transport Improving Safety on Finnish Railways by Prevention of Trespassing . . . 4
research organisations in the Nordic count-
ries Denmark, Finland, Iceland, Norway, Electric Lorries Best in Congestion . . . . . . . . . . . . . . . . . . . . . . 5
and Sweden. The main objective of the pub-
lication is to disseminate research results ICT Technologies Reduce Emissions and Congestion on Roads . . . . . . 6
and news from the institutions, especially
to researchers and decision makers. Each Up to Date Knowledge About Traffic Safety Attitudes
institution is responsible for the selection of European Road Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
and presentation of the material from its
own scope of activities. Short Distance Between Lorries
Nordic Road & Transport Research is Can Save Energy and Increase Safety . . . . . . . . . . . . . . . . . . . . . 7
published two times a year. It is sent out,
free of charge, to recipients selected by Modelling Residual Salt Mors . . . . . . . . . . . . . . . . . . . . . . . . 8
the six joint publishers. Free sample copies
are also sent out on special request. Tomorrows Pensioners Continue to Prefer Car Travel . . . . . . . . . . 10
Reproduction and quotation of the texts
are allowed if reference is made to the author Sustainable Urban Mobility Indicators . . . . . . . . . . . . . . . . . . . . 11
and source. However, legislation regula-
tes and restricts the right to reproduce the
Electromobility at a Crossroad . . . . . . . . . . . . . . . . . . . . . . . 12
illustrations. Please contact the respective
Thin Layer Pavements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
publishing institution for information. Ad-
vertising is not accepted.
Protective Measures Against Avalanches and Floods . . . . . . . . . . . 14
If you have questions about the con-
tents of the publication, please write to Successful Introduction of Counter-Flow Cycling . . . . . . . . . . . . . 15
the author or to the respective publishing
organisation.
Requests from readers outside the
Nordic countries for back issues, and noti-
fication of address changes is handled
by the Editor-in-chief at VTI, the Swedish
national road and transport research
institute, in Sweden. Readers in the
Nor d ic countries: please contact the
publishing institution of your country.
Contact: see back cover.

EDITORIAL BOARD
Karin Andersson, Editor-in-Chief,
VTI, Sweden
Anette Bill-Jessen, Denmark
Kari Mkel, VTT, Finland
G. Ptur Matthiasson, ICERA, Iceland
Anne Mari Norheim, NPRA, Norway
Harald Aas, TI, Norway
GRAPHIC DESIGN
Forma Viva, Linkping, Sweden
COVER Photos.com
ISSUE 3,400
ISSN 1101-517 9
WEB www.nordicroads.com

2 | NORDIC NO.1 2013 www.nordicroads.com


Illustration: Norwegian Public Roads Administration
New Programme Focuses
on Norways Bridges and Tunnels
Durable structures is a four-year the numbers of such structures are growing. also learn more about deterioration trends.
research and development pro- The programme is designed to yield specific Future bridges ensure that future bridges
gramme of the Norwegian Public suggestions regarding choice of materials and are built using materials and solutions that
solutions, to increase existing knowledge of are better adapted to the surrounding envi-
Roads Administration (NPRA). This environmental impact and deterioration ronment, so that future bridges achieve
programme, focusing on bridges mechanisms, and to participate in updating intended service life.
and tunnels as critical structures in rules and regulations. In the long term, this Future tunnels ensure that future tunnels
the road network, aims to ensure will mean more predictable operation and achieve their intended service life by using
that the right materials and products maintenance of bridges and tunnels, and materials, execution and inspection adapt-
hence, lower costs. ed to the surrounding environment.
are used correctly in NPRA struc- Each of the four subprojects in this pro-
tures. The programme period is gramme has designated objectives:
Text: Synnve Adelheid Myren
2012-2015. Existing bridges increase existing knowl-
edge of the current condition of our bridges CONTACT
Synnve Adelheid Myren
N orways deteriorating road network
gives rise to a need for optimising how
structures are built. In addition, the com-
and their deterioration trends. This will
provide a basis for improved inspection
procedures, design life assessment and re-
synnove.myren@vegvesen.no
NPRA, Norway
plexity of bridges and tunnels keeps increas- pair methods.
ing with changing requirements for technical Existing tunnels gain knowledge about
equipment and traffic safety, as well as acces- the technical condition of both the struc- Learn more about Durable structures at
sibility and environmental concerns, while ture of and the equipment in tunnels, and www.vegvesen.no/varigekonstruksjoner (in Norwegian).

Road Safety on Four Continents Further


Conference in Beijing 2013 Reading
In conjunction with this
The 16th conference Road Safety on Four Continents will take place in Beijing, China, issue of Nordic Road &
1517 May 2013 in a co-arrangement between VTI, the Research Institute of Highway and Transport Research you
the Beijing University of Technology. For more information, please visit the VTI website. find extra material and
longer versions of articles
Date: 1517 May 2013 in Beijing, China
More information: www.vti.se/RS4C
on www.nordicroads.com

NORDIC NO. 1 2013 | 3


Photo: Mikko Poutanen
During the field observations the effect of prohibitive signs on number of
trespassings were investigated in a place known for frequent trespassing.

Frequency of trespasses per day before and after countermeasure installation.

Improving Safety on Finnish Railways


by Prevention of Trespassing
Railway trespassing is frequent in substudies, of which two included accident authorities and communities, because the
Finland and the number of trespass- analyses and three collected information on problem is broad and multifaceted and the ele-
railway trespassing by means of surveys, ments of the rail safety system are interrelated.
ers fatalities on railways has not interviews and field observations. The main The recommended countermeasures for pre-
diminished over the past decade, as results showed, for example, that (1) trespass- venting railway trespassing vary from under-
opposed to other types of railway ing is frequent in Finland and, contrary to the and overpasses, physical barriers and prohibi-
fatalities. overall improvement of railway safety in tive signs to enforcement and education.
Finland, the number of trespasser fatalities Selection of the most effective or suitable
has not fallen over the past decade; (2) there countermeasure depends on the effectiveness

T his study investigated trespassing acci-


dents, trespassing and related counter-
measures to provide information for pre-
are specific sites of frequent trespassing on
Finnish railways; (3) both the victims in tres-
passing accidents and the observed trespass-
of different measures, location and the char-
acteristics of trespassing.
Text: Anne Silla
vention of trespassing accidents on Finnish ers were typically adult males and the victims
railways. Although the trespassing problem were frequently intoxicated; (4) the risk relat-
has long been recognised in Finland, infor- ed to railway trespassing was associated with
mation on its extent and detail has been trespassing behaviour, and (5) at selected sites CONTACT
either lacking of insufficient because no de- fencing and landscaping can stop trespassing Anne Silla,
tailed studies on railway trespassing have almost entirely, but the effects of a prohibitive anne.silla@vtt.fi
been conducted before. This study was there- sign are much more limited. VTT, Finland
fore designed to investigate various aspects Overall, a systems approach is recommend-
of railway trespassing as a platform for pre- ed for prevention work along with a shared
vention work. responsibility between stakeholders such as Full report: VTT Science 27
The study includes five complementary government, railway organisations, various http://bit.ly/14p5Qz1

4 | NORDIC NO.1 2013 www.nordicroads.com


Electric Lorries Best in Congestion
A new simulation model shows that electric lorries
are better than diesel-driven vehicles in urban environments
By combining vehicle simulation and
traffic simulation, VTI has produced
a simulation model that provides
detailed information about how
different types of freight transport
vehicles are affected by the condi-
tions in their environment. The new
model shows, among other things,
that electric lorries are less sensitive
to congestion in cities than diesel-
driven lorries.

W ell-functioning freight transport is of


crucial importance for Europes cities.
However, increased transport also means
congestion, increased risk of road accidents
and increased energy consumption. The
situation is made worse by the ever increas-
ing frequency of just in time-deliveries. This
trend leads to increased emissions, in par-
ticular in the case of smaller deliveries which
are often transported in lorries with low ca-

Photo: Hejdlsa Bilder


pacity utilisation.

Prototypes of the lorries of the future


VTI has participated in the EU project
Citymove for three years. The aim of the proj-
ect is to make future urban freight transport
systems more efficient, both from the point of being able to obtain more detailed informa- there will be more areas of application, says
view of the environment and safety. tion about how different freight transport ve- Andreas Tapani.
Researchers have, among other things, hicles affect and are affected by the environ- Further research could be undertaken, for
studied how emissions from lorry refrigerators ment than before. instance, to evaluate the advantages and dis-
can be reduced and how the likelihood of lor- VTIs models indicate, among other things, advantages for logistics companies of includ-
ries overturning can be reduced. Two proto- that electric lorries are less sensitive to conges- ing electrically powered vehicles in their vehi-
types of new, modern lorries have been devel- tion in cities than diesel-driven lorries. Frequent cle fleets.
oped: a hybrid vehicle and an electric vehicle. braking leads diesel lorries to use more fuel, It would also be possible, starting from
while electric vehicles can instead regenerate the perspective of the city, to investigate the
Detailed simulation models energy to charge the battery. aspects that a municipality needs to take into
Within Citymove, VTI has developed vehicle consideration if it is decided that only electric
and traffic simulation models that describe For the benefit of the vehicle industry vehicles may deliver freight in city centres,
how the traffic system affects the individual During the autumn, field tests have been in something which may well be possible in the
vehicle and vice versa. process within Citymove. One of the aims of future.
To achieve efficient transport solutions, these tests was to find out how well VTIs
Text: Katarina Ljungdahl
an integrated approach is required taking into simulation models coincides with reality. In
account both freight transport and other traf- Uppsala, an electric lorry has been tested and CONTACT
fic, says VTI researcher Andreas Tapani, proj- in Bucharest a hybrid lorry. The result of the Andreas Tapani
ect manager for Citymove at VTI. tests will be analysed and presented in early andreas.tapani@vti.se
He is positive to the projects preliminary 2013. VTI, Sweden
findings. The findings of the project will mainly be
By combining two different simulation used within the vehicle industry for develop-
models, Citymove has contributed to our now ment of new vehicles, but in the course of time More information: www.citymoveproject.eu

NORDIC NO. 1 2013 | 5


ICT Technologies Reduce Emissions
and Congestion on Roads
R esults of a recent study indicate that in-
telligent transport systems (ITS) applica-
tions such as eco-driving support and eco-
emissions by 4 %. Ramp metering was also
found to reduce average travel times by
435% in the sites evaluated.
driving coaching have potential to reduce The results are based on a literature study
energy consumption and CO2 emissions by and expert assessments carried out in 2012.
about 311% on European roads. The re- The analyses were carried out for iMobility
sults also indicate that several applications priority applications which are expected to
such as lane keeping support, speed alert and offer most potential to improve safety, reduce
automatic emergency braking have potential congestion, and reduce energy consumption
to reduce travel times and mitigate conges- and CO2 emissions. The priority applications
tion, in addition to their considerable safety and their most likely impacts in Europe have
benefits. Lane keeping support was estimat- been documented in the iMobility Implemen
ed to reduce travel times on European roads tation Road Map published by the Imple
by 0.371.25 % on average, if fully deployed mentation Road Maps Working Group of the
in EU27 countries. Smaller reductions were iMobility Forum.
estimated for speed alert (1.11.7 % for ur-
Text: Risto rni
ban roads and 0.5-1.0 % for rural roads) and
emergency braking (0.30.7 % reduction of
congestion costs in Europe). CONTACT
Dynamic traffic management systems have Risto rni
also been found to be effective tools in reduc- risto.oorni@vtt.fi

Photo: Photos.com
ing emissions and congestion. Hard shoulder VTT, Finland
running has been estimated to reduce travel
times up to 26 % in certain conditions and
locations and energy consumption and CO2 Full report: http://bit.ly/XBkTy5

Up to Date Knowledge About Traffic


Safety Attitudes of European Road Users
Over 21,000 people from 19 countries such as pedestrians, cyclists and public trans-
have been interviewed in the fourth port users, says Sonja Forward at VTI.
The results give a valuable insight into pub-
report of the so called Sartre project
lic perception of road safety and an opportu-
that records knowledge about the nity to compare behaviour and experiences in
mobility and traffic safety attitudes different countries. Some national character-
of European road users. istics and challenges are discussed in the full
Sartre 4 report, too.

T hree VTI researchers have worked within


the latest Sartre report. The word Sartre
Text: Tarja Magnusson
Photo: Katja Kitcher

stands for Social attitudes to road traffic CONTACT


risk in Europe and the project started as Sonja Forward
early as 1991. VTI has been part of the proj- Sonja.forward@vti.se
ect since then. VTI, Sweden
The reports provide information on mobil-
ity, risk perception, attitudes and behaviour on car drivers, but this latest survey, Sartre 4, Short version of the report: http://bit.ly/11JHZbU
on European roads. has been expanded to include car drivers, Website of the Sartre project:
Previously the Sartre reports have focused powered two wheelers and other road users www.attitudes-roadsafety.eu

6 | NORDIC NO.1 2013 www.nordicroads.com


Short Distance Between Lorries
Can Save Energy and Increase Safety
Field tests to investigate the impact on other traffic
By driving closely together, lorries
can reduce energy consumption by
over ten per cent. Together with
Scania, VTI is participating in the
iQFleet project to evaluate the
platooning concept.

J ust as competitive cyclists who often


ride behind one another to benefit from
reduced air resistance, so can lorries reduce
their energy consumption by driving in pla-
toons.
The technical prerequisites for driving in
platoons already exist, but we still need to in-
vestigate all the practical aspects involved, not
least for the drivers, says researcher Magnus
Hjlmdahl, who is in charge of VTIs partici-
pation in the project.
During the project, security has always
been the top priority. With new support func-
tions, vehicle platoons can even improve safe-
ty and reduce accordion effects in traffic.
By connecting the vehicles with the aid of
Wi-Fi, it is possible to get them to follow one
another automatically. This means that if the
first vehicle in a platoon brakes sharply all ve-
hicles following it will automatically do the
same.
This reduces the risk of drivers colliding
with the vehicle in front. However, Magnus
Hjlmdahl emphasises that these support

Photo: Katja Kircher


functions are only for things like braking and
accelerating.
The driver is still responsible for control-
ling the vehicle.

Differing opinions among drivers Reduced energy consumption searchers will investigate vehicle platoons
During the project, VTI has investigated driv- To find out whether it is true that vehicle pla- with as short a distance as ten metres between
ers expectations on vehicle platoons through toons can reduce energy consumption by over the vehicles.
interviews and questionnaires. ten per cent even in actual traffic conditions, After the tests, we will also carry out new
Before the test, drivers wondered a lot the researchers will carry out a number of interviews and questionnaires to see whether
about the adjustment that would be needed for field tests in the course of the project. The field the drivers attitude to driving in platoons has
driving in a platoon, says Magnus Hjlmdahl. tests will also clarify the impact of vehicle pla- changed.
Some of the drivers expressed concern toons on other traffic.
Text: Katarina Ljungdahl
about the reliability of the systems and how The tests will take place in several stages.
the new method of driving would affect alert- To start with, the researchers studied vehicles
ness and the level of distraction. Some thought that drove in accordance with existing rou-
CONTACT
that they would experience driving in a pla- tines. The vehicles have then waited for one
Magnus Hjlmdahl
toon as more stressful, while others consid- another and then driven as a platoon with 70
magnus.hjalmdahl@vti.se
ered that the system could contribute to reduc- metres and three seconds braking distance
VTI, Sweden
ing stress. between each lorry. In a final stage, the re-

NORDIC NO. 1 2013 | 7


Photo: Google Maps
Michel M Eram Gran Blomqvist The Bygholm test facility.
The Danish Road Swedish National
Directorate Road and Transport
Research Institute

(Illustration: MORS project group)


Mats Gustafsson Skuli Thordarson
Swedish National Icelandic Road
Road and Transport Administration
Research Institute The MORS model approach.

Modelling Residual Salt MORS


Nordic Road Authorities join efforts Nordic road administrations for research col- cilities enables detailed measurements of re-
for better decision making in road laboration. The funding partners are the road sidual salt on the pavement surface under con-
administrations of Denmark, Sweden, trolled conditions, both with manual mea-
winter service. A new model for
Norway and Iceland. The aim of the project is surements and by automatic road sensors. In
predicting residual salt on the road to develop a model to be implemented within 2012, several intensive measurement cam-
enables a more precise and eco- present and future decision support systems paigns were conducted in order to monitor the
nomic salt spreading without for daily winter service management. different processes contributing to salt and
compromising traffic safety and water leaving the road surface. Processes in-
Model background cluded in the model are run-off, blow-off
road network accessibility.
The model will be predicting the residual salt (solid salt), spray-off (liquid splash and spray),
development on the road, taking traffic, road evaporation, condensation, precipitation, and
In an effort towards a more economic and ef- and weather parameters into consideration. salt spreading.
fective use of salt in winter maintenance, a The model development is supported by inten-
joint research and development project, sive field measurements on the Bygholm test Bygholm test facility
MORS (Modelling Residual Salt), was initi- facilities in Horsens, Denmark, where the The test site consists of an approximately
ated under the NordFoU framework during model parameters can be extensively studied 650 m long two-lane road with a turnaround
2011-2013, the common platform of the and to a large degree controlled. The test fa- at each end, enabling circular traffic to simu-

8 | NORDIC NO.1 2013 www.nordicroads.com


Photo: Gran Blomqvist & Mats Gustafsson)
Example of manual measurements at the Bygholm test site.

late traffic passing through the measurement Model validation use of salt application rate, without compro-
section halfway down the track . Permanently In order to validate the model and calibrate it mising traffic safety and road network acces-
mounted equipment includes a traffic counter, to different road and traffic classes, it will be sibility. Future development opportunities of
road surface sensors for salt amount, salt con- implemented and monitored in a number of the model include refined physical interpreta-
centration, temperature and water amount, road sections with different pavement charac- tion of the individual processes, input from
an automated weather station and an optic teristics, local conditions and speed limits automatic sensors, both in-vehicle mobile sen-
sensor for road conditions. Manual measure- during the winter of 2012/13. sors and mounted on-site and direct input
ment methods applied include salt amount by from weather forecast and observation sys-
SOBO20 device and the Wet Dust Sampler, Application and future development tems.
salt concentration by optical refractometer, Implementation of the model will be made Text: Skuli Thordarson
water amount with the Wettex-method, trays possible in a range of different complexity lev-
on the road edge to collect run-off, and petri- els from including comprehensive algorithms
dishes to collect redistributed droplets within into existing advanced decision support sys-
and in the vicinity of the road. tems, in the one end, to the use of simple print- CONTACT
Liquid water on the road surface during ex- ed graphical nomograms, describing the same Michel M. Eram
periments is either achieved by natural pre- processes, at the other end. With aid from the me5@vd.dk
cipitation or through spreading. The mea- model, decision makers have a better possibil- The Danish Road Directorate
surements resulted in knowledge giving a bet- ity of assessing the current and required salt
ter understanding of the residual salt develop- amount on the road surface and planning fu-
ment, and enables validation of automated ture operations. It is expected that the model More information:
sensors for real traffic situations. may contribute to a more precise and sound www.nordfou.org/english/projekter_eng.html

NORDIC NO. 1 2013 | 9


Photo:Photos.com
There is still a lack of research on transportation in relation to city planning when it comes to the elderly in traffic. This is a key issue for being able to
promote social and ecological sustainability, says VTI researcher Satu Heikkinen.

Tomorrows Pensioners
Continue to Prefer Car Travel
Lack of elderly research focusing on sustainability
Research on the elderly in traffic comes to achieving environmental goals. This led to the mobility of elderly people
has for a long time focused on safety Research on elderly road users very sel- being neglected.
dom takes up matters relating to sustainabili- Later, probably under the influence of
and mobility while a sustainability ty but focuses mainly on road safety and mo- more general tendencies in research where at-
perspective is still often lacking. bility. This is largely for historical reasons. tention was drawn to age discrimination and
This is shown by a literature study When road safety issues became more politi- when there was greater knowledge about el-
conducted by VTI. cally important at the end of the 1960s, el- derly drivers, there was a re-evaluation and
derly drivers were identified as a risk group in views about the risk of elderly drivers on the

M any people who retire in the next few


years will continue to drive even at an
advanced age. How to guarantee mobility
road traffic. At the same time, there already
existed popular cultural conceptions that el-
derly drivers drove badly and dangerously,
roads became more nuanced. This happened
at the end of the 1990s.
Satu Heikkinen explains that it became
and welfare for elderly people is an impor- says Satu Heikkinen, VTI researcher and clear during this period that mobility for el-
tant problem for society, especially when it project leader for the literature study. derly persons is a key question for society.

10 | NORDIC NO.1 2013 www.nordicroads.com


Sustainable Urban Mobility Indicators
Indicators performing and alerting transport emissions provides a broader pic-

Photo:Shutterstock
essential trends and correlations ture of development trends and policy op-
tions.
between driving forces, transport The indicator set is based on available
factors, environmental changes and regularly updated data for Norwegian
and policy performance are cities from Statistics Norways website
increasingly important for and TIs regular national travel surveys.
An active use of indicators of the drivers Red, yellow
planning and policymaking. or green?
behind the cities mobility patterns and
An active use
transport emissions provides a broader pic- of indicators of

T he Institute of Transport Economics


(TI) has developed an indicator set
for urban transport and environment il-
ture of the political action space. Indicators
alert and reveal the key areas where policies
and measures are to be put in place.
the drivers
behind the
cities mobility
lustrating the driving forces behind the Transport data for calculated green- patterns and
transport
development in transport volumes and house gas emissions at city level and for lo- emissions pro-
modal split, the environmental and cli- cal emissions still need improvement to be vides a broader
mate impact, and the transport and envi- more easily available. In the quantification picture of the
ronment policy performance. of environmental goals in transport policy, political action
Our indicator relationships show: that increasing emphasis is put on the indicator space.
the growth in transport emissions in relationships and distance-to-target indica-
Norwegian cities is inversely proportional tors.
to population and income growth, to the Full report (written in Norwegian
Text: Vibeke Nenseth
service sector share and to the level of edu- with English summary): Sustainable urban
cation. Thus, urbanisation both in terms of CONTACT mobility indicators - relationships and
physical, economic and sociocultural fac- Vibeke Nenseth comparisons. TI report 1210/2012.
tors is essential for more sustainable mobil- vne@toi.no Authors: Vibeke Nenseth, Petter Christiansen,
ity patterns. A wide scope of knowledge on TI. Norway May Hald.
the driving forces for urban mobility and Available at http://bit.ly/WeONfk

It was emphasised that elderly people She explains that there is sometimes a goal considers that this is a key issue for, for ex-
should drive for as long as possible as use of a conflict between social and environmental ample, promoting social and ecological sus-
car helps even those with physical aches and sustainability when it comes to the elderly. tainability.
pains to get about relatively easily. Environ This may make it difficult to create simple A more overarching perspective on sus-
mental issues were absent in the discussion it general measures. tainability, including both ecological and so-
was perhaps far too sensitive to take them up. The elderly are a heterogenous group. At cial sustainability, is largely lacking in elderly
There may have been a fear that the elderly the same time as there are groups of elderly research. This is an important issue bearing in
would again be singled out and their mobility people who may need encouraging to contin- mind the fact that an increasing number of
restricted. After all, the elderly drive much less ue driving, there are others that drive a lot elderly people will probably choose to travel
than other age groups. who may need to reduce the amount of driv- by car in preference to other means of trans-
ing they do. port in the next few years.
Sustainable means of transport
Text: Katarina Ljungdahl
for the elderly as well Inexperienced users of public transport
Satu Heikkinen has also looked at what plans Many elderly people lack experience of using
have been made to enable the elderly to use public transport. Previous research shows
sustainable means of transport. that many of those retiring in the 2000s do
Time is passing and we cant avoid view- not have any experience of bus or train travel.
ing travel by the elderly in a sustainability per- Over 40 per cent say that they have never used CONTACT
spective. All groups need to participate in the public transport for their daily travel. Satu Heikkinen
transition to a sustainable society. Given that Matters relating to transport in relation to satu.heikkinen @ vti.se
the elderly make up a large proportion of the city planning are still unresearched when it VTI, Sweden
population, they are also an important group. comes to the elderly in traffic. Satu Heikkinen

NORDIC NO. 1 2013 | 11


Electromobility
at a Crossroad
The next few years we will see new
products on the market from many
different car manufacturers, and
various business models will be
tested. Yet the market has not
developed quite as hoped for some
car manufacturers. The Electro
mobility+ project Compett (Compete-
tive Electric Town Transport) investi-
gates the conditions for successful
implementation of electromobility in
European regions and cities.
Model-regions for
electromobility in Austria

Photo: Better Place, Denmark


Austria, with its model-regions for electromo-
bility, represents a structured approach where
national support programs are channeled to
local model-regions. The model-regions es-
tablish their own goals and approaches to sys-
tematically develop the electric vehicle mar-
ket. The Austrian Energy Agency is the
Austrian partner in the project. They have a E-car Charging.
central role in the work of the model-regions
and are well positioned to bring the Austrian
approach into the project. The model-region Economic incentives, user privileges and Understanding the mechanisms of
of Eisenstadt with substantial commuting in infrastructure support makes electric expanding the electric vehicle market
and out, will be studied in-depth. This region vehicles competitive in Norway The diversity of the three countries approach
is situated about 60 km from Vienna. In Norway electric vehicles are exempted from to electromobility, enables the Compett proj-
registration taxes as well as VAT. The annual ect partners to investigate, analyze, under-
Denmark tests two interesting tax rate is lower as is the taxable benefit rate of stand and communicate the mechanisms of
business models company cars. Electric vehicles are allowed in expanding the electric vehicle market in
In Denmark two interesting business models the bus lanes, exempted from road charges Europe, and analyze the impact it will have on
for electric vehicles deployment are tested out and are offered free parking in many places. society. The project also looks at Plug-in hy-
by commercial actors. Both business models The government and local authorities sup- brid vehicles and electrified two-wheelers.
take advantage of the fact that Denmark is a ports the establishment of public charging sta- The project will run until June 2015.
small country. In one of the business models tions. These incentives placed the Nissan Leaf
the operator will cover all of Denmark with a electric car on the national top 15 list of sold The final deliverables of Compett are:
limited number of battery switch-stations models in 2012 and the electric vehicles mar- A report on the success factors for
where the discharged battery can be replaced ket share reached 3 percent. implementing electromobility in Europe
with a fully charged battery in a few minutes. The Kongsberg region (80 km south of A practical guideline handbook on
The other model sets up a number of fast Oslo) has been selected as a study area for re- electromobility
charging stations thereby making longer dis- gional electromobility. The region is centre to Text: Erik Figenbaum
tance driving possible. Both operators also many high-tech businesses with commuting
establish a network of normale charging sta- into and out of the region and travel between
tions. Both business models are based on a business locations.
subscription service. The Danish Road Direc The Norwegian partner, The Institute of CONTACT
torate is the Danish partner in the Compett Transport Economics, is well positioned to Erik Figenbaum,
project and will focus on the noise advantage analyze the potential for electromobility in efi@toi.no
of electric vehicles and contribute with new Norway using travel surveys, interviews with TI, Norway
insights from national travel surveys to iden- stakeholders and economic assessment meth-
tify the electromobility potential. ods. More information on www.compett.org

12 | NORDIC NO.1 2013 www.nordicroads.com


Photo: Hans Bendtsen, Lykke Mller
Thin Layer Pavements
Long time effect of noise reduction
In 2003 the Danish Road Directorate It can be concluded that these thin layer Calculate the noise reducing effect during
(DRD) started a co-operation with pavements maintain a noise reducing effect, the lifetime of the pavements
even when they become older, although the Choose noise reducing pavements
local administrations and asphalt
noise levels increase with the pavements age. Develop the so called Danish SRS system
contractors to develop noise reduc- This applies for all the pavement types exam- for noise classification of noise reducing
ing thin layer pavements and to ined. However, the level of noise increase de- road pavements
construct such pavements on test pends on the type of pavements and is gener- Develop acoustic ageing models for road
sections. This article contains a status ally higher for the thin layers. pavements in Pavement Management Sys
The annual increase in noise from heavy tems
of the noise measurements carried
vehicles on motorways is around half of the Improve noise emission data for the Nordic
out in the period from 2003 to 2010. increase for passenger cars for the reference noise calculation model NORD2000.
pavements - about 1/3 for the thin layers.
Text:

I n 2003 the Danish Road Directorate start-


ed developing noise reducing thin layer
pavements with open surface texture and
In 2010 the DRD has a total of 44 test sec-
tions with thin noise reducing pavement dis-
tributed on six test sites. It is the intention to
Hans Bendtsen and Lykke Mller Iversen

CONTACT
small maximum aggregate size. Six test sites continue these measurement series through-
Hans Bendtsen
on urban roads and highways have been con- out the total lifetime of the test sections to the
hbe@vd.dk
structed, with a total of 44 pavements, in- extent that it is economically possible. In that
Danish Road Directorate
cluding a dense asphalt concrete as reference way it will be possible to create unique knowl-
pavement at each test site. edge about the development of noise on the
The test sections are now between two and many different pavements from cradle to CONTACT
seven years old. Road side SPB noise measure- grave. Lykke Mller Iversen
ments have been performed yearly supple- lykk@vd.dk
mented by CPX-noise-trailer measurements This knowledge can be used to: Danish Road Directorate
and friction surveys. Comparisons are made Examine and analyse why noise levels rise
between noise levels of the thin layers and the on various types of pavement
reference pavement which have been exposed Optimise and improve noise reducing thin
to the same traffic and weather conditions. layer pavements Full article: www.nordicroads.com

NORDIC NO. 1 2013 | 13


Protective Measures Against
Avalanches and Floods
How can we develop more efficient
protective measures against ava-
lanches, landslides and floods? How
can we improve the construction and
localisation of these measures?
These are some of the questions that
a Norwegian programme on natural
hazards will try to elucidate.

I n the period 2012-2015 the Norwegian


Public Roads Administration (NPRA) will
collaborate with the Norwegian National
Rail Administration (Jernbaneverket) and
the Norwegian Water Resources and Energy
Directorate (NVE) in a research programme
on Natural hazards. One of the subproj-
ects focuses on protective measures against
avalanches, landslides and floods. The main
goal for this subproject is How can we pro-
tect ourselves against floods and avalanches
in the most efficient way?. The aim is to use

Photo: Heidi Bjordal


the correct mitigation measures in the cor-
rect places, in a way that benefits society.
Here is a short description of the projects
main activities:
Snow avalanche gallery at Ura in Lyngen, Norway.
1 Protective measures
The goal is to study and evaluate the
protective measures in selected areas,
3 Acceptance criteria Norway, in part because they were
in order to identify the factors that
Norway has many landslide prone developed in alpine countries with
determine whether a protective measure
areas, and a common question is different altitudes and snow conditions.
works efficiently or not. Case studies
What risk level can be accepted in This project aims to acquire more
of selected measures will be conducted;
this area?. Another consideration is knowledge about how these models can
a review of several measures in Norway
Where should we prioritise expensive be calibrated, in order to improve the
has already been launched. Slush ava-
structural measures, and where should dimensioning and localisation of
lanches will be given extra focus, since
we seek to monitor and give early structural protective measures.
there is a lack of knowledge about how
warnings?. These questions will be
to build effective protective measures Text: Lene L. Kristensen
discussed throughout the project period.
against this type. Climate change scen-
arios also predict an increase in water-
related avalanches, so more knowledge is 4. Database of protective measures
needed. for infrastructure in Norway
There is a need for an overview of all
2. Handbooks and guidelines existing measures, together with their
The aim is to have handbooks, guide- associated data such as hazard frequen- CONTACT
lines and check-lists that cover all pro- cy, year of construction, purpose and Lene L. Kristensen
cesses in avalanche and flood protection condition. The long-term goal is to have lene.kristensen@vegvesen.no
from planning to maintenance. The better control of the operation and main- NPRA, Norway
three different agencies cooperating in tenance of these constructions.
the project have different sets of guide-
lines, and one aspect of the work will be 5. Simulation models
to gain experience from each other and 2D dynamic simulation models for More information about the Natural hazards
to suggest improvements. This will be snow avalanches, such as Elba+ and programme can be found on the website
based on the outcome of activity 1. RAMMS, have been little used in www.naturfare.no (in Norwegian).

14 | NORDIC NO.1 2013 www.nordicroads.com


Photo: Michael W. J. Srensen
Cyclists stated clearly that it is sensible to permit counter-flow cycling and to implement marked cycle lanes in both directions in one-way streets
in the city-centre.

Successful Introduction
of Counter-Flow Cycling
Introduction of counterflow cycling in two streets in Oslo
increased the number of cyclists by 50 percent.
As part of a policy to improve cycling lanes. Some of the increased cycle traffic may cycle lanes in the one trial street where park-
conditions in Oslo, counter-flow be the result of transfer of cycle traffic from ing facilities had been removed, but opinions
neighbouring streets. were mixed in the other trial street.
cycling was permitted and cycle
In the interviews cyclists stated that they Video observations reveal that counter-
lanes were installed in both direc- cycled less on the pavements in the experimen- flow cycling led to few traffic conflicts. Thus
tions of two one-way streets. The tal streets after counter-flow cycling was per- such a measure would not seem to be detri-
cycle lanes were marked with red mitted and they considered the cycle condi- mental to road safety.
asphalt and combined with advanced tions to be very good and felt more secure
Text: Torkel Bjrnskau
than before.
stop lines and cycle boxes.
In contrast, in 2011 the cyclists were very
dissatisfied with the cycle conditions in these CONTACT

S urveys were conducted before and after


the implementation, comparing road us-
ers in the two trial streets with those in two
streets. In general the cyclists stated very clear-
ly that it is sensible to permit counter-flow
cycling and to implement marked cycle lanes
Torkel Bjrnskau
tb@toi.no
TI, Norway
control streets. Cycle counts reveal that cy- in both directions in one-way streets in the
cling volumes increased by approximately city-centre. Full report (written in Norwegian with English
50 percent in both streets, while cycling vol- Opinions among pedestrians and car driv- summary: Counter-flow cycling. Evaluation of
umes decreased in the control streets. ers were mixed. Pedestrians felt slightly less counter-flow cycling in one-way streets in Oslo city
Cycling against the normal traffic flow in- secure after the implementation, but despite centre. TI Report 1237/2012.
creased in the experimental streets in particu- this were generally in favour of counter-flow Authors: Torkel Bjrnskau, Aslak Fyhri,
lar, indicating that the cyclists to a large de- cycle lanes in one-way streets. Michael W. J. Srensen.
gree were using the new counter-flow cycling Car drivers were negative about the new Available at: http://bit.ly/UhaKot

NORDIC NO. 1 2013 | 15


NORDIC
ROAD AND TRANSPORT RESEARCH

A joint publication with the latest research findings of six public research
organisations in Denmark, Finland, Iceland, Norway and Sweden.

FINLAND SWEDEN NORWAY


TECHNICAL RESEARCH CENTRE SWEDISH NATIONAL ROAD AND NORWEGIAN PUBLIC ROADS
OF FINLAND (VTT) TRANSPORT RESEARCH INSTITUTE (VTI) ADMINISTRATION (NPRA)
VTT Technical Research Centre of Finland is VTI is an independent and internationally The Norwegian Public Roads Administration
a contract research organisation with a staff prominent research institute in the trans- is one of the administrative agencies
of 2,800. In this joint publication, the VTT port sector. Its principal task is to conduct under the Ministry of Transport and Com-
expertise areas cover research and develop- research and development relating to infra- munications in Norway. NPRA is responsible
ment of transportation, logistics and road structure, traffic and transport and its opera- for the development and management of
structures. The work is carried out in five tions include all modes of transport. VTI has public roads and road traffic, as well as the
research groups employing a staff of 60. a total of some 200 employees. VTIs head Vehicle Department. This responsibility
office is in Linkping, with branch offices in includes research and development of all
Stockholm, Gothenburg and Borlnge. areas related to road transport and the
DENMARK implementation of R&D results.
DANISH ROAD DIRECTORATE (DRD)
DANISH ROAD INSTITUTE (DRI) ICELAND
The Road Directorate, which is a part of The ICELANDIC ROAD ADMINISTRATION (ICERA) INSTITUTE OF
Ministry of Transport, Denmark, is respon- The ICERAs mission is to provide the TRANSPORT ECONOMICS (TI)
sible for development and management of Icelandic society with a road system in accor- The Institute of Transport Economics is the
the national highways and for servicing and dance with its needs and to provide a service national institution for transport research and
facilitating traffic on the network. As part of with the aim of smooth and safe traffic. The development in Norway. The main objectives
this responsibility, the Directorate conducts number of employees is about 290. Applied of the Institute are to carry out applied re-
R&D, the aim of which is to contribute to research and development and to some search and promote the application and use
efficient road management and to the safe extent also basic research concerning road of results through consultative assistance
use of the network. The materials research construction, maintenance, traffic and safe- to public authorities, the transport industry
component is carried out by the Danish Road ty is performed or directed by the ICERA. and others. TI is an independent research
Institute. Development division is responsible for road foundation employing about one hundred
research in Iceland. persons.

Contact
SWEDEN FINLAND NORWAY
Karin Andersson Kari Mkel Anne Mari Norheim (NPRA)
SE-581 85 Linkping P.O.Box 1000 Abelsgate 5
Phone: +46 13 20 42 26 FI-02044 VTT N-7030 Trondheim
Orderphone: +46 13 20 42 69 Phone: +358 20 722 4586 Phone +47 73 95 46 82
E-mail: nordic@vti.se E-mail: kari.makela@vtt.fi E-mail: anne.norheim@vegvesen.no
Web: www.vti.se Web: www.vtt.fi Web: www.vegvesen.no

DENMARK ICELAND Harald Aas (TI)


Anette Bill-Jessen G. Ptur Matthiasson Gaustadallen 21
Guldalderen 12 Borgartn 7 NO-0349 Oslo
DK-2640 Hedehusene IS-105 Reykjavik Phone: +47 22 57 38 00
Phone: +45 72 44 71 03 Phone: +354 522 1000 E-mail ha@toi.no
E-mail: abj@vd.dk E-mail: gpm@vegagerdin.is Web: www.toi.no
Web: www.vd.dk Web: www.vegagerdin.is

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