nordic · development and management of the national highways and for servicing and facilitating...
TRANSCRIPT
NORDICROAD AND TRANSPORT RESEARCH | NO.1 | 2009 WWW.NORDICROADS.COM
IntelligentTransport Systems– the future of transport
2 | NORDIC NO. 1 2009 NORDIC NO. 1 2009 | 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 TransportEconomics (TØI), Norway
The Institute of Transport Economics is the natio-nal institution for transport research and develop-ment in Norway. The main objectives of theInstitute are to carry out applied research and pro-mote 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, SwedenMagdalena Green, [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
CoverPhotos.com
In Brief | p4
What’s Up in the Nordic Countries | p7
Ranking System for Active Safety Functions | p8
Traffic Simulation at VTI | p9
Norwegian ISA-study | p10
Lane Departure Warning by Use of RflD Communication | p12
Removing Barriers from Intelligent Transport | p14
ITS Towards 2020 | p16
Spontaneous Rideshare | p18
The Attitudes of Young People to Alcohol and Traffic | p20
New book result of European co-operation | p21
Europa Project to Reduce Damage to Roads by Storm Water | p22
Development of Expertise for Road Maintenance | p23
Competitive Tendering Improves Efficiency | p24
Development of Expertise for Road Maintenance | p25
The Road Surface Influences Fuel Consumption | p26
High Accident Risk Among Immigrants in Norway | p27
Road User Ability and Behaviour – the Basis for a Road User Friendly Road Design | p28
Publications | p30
2 | NORDIC NO. 1 2009 NORDIC NO. 1 2009 | 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 TransportEconomics (TØI), Norway
The Institute of Transport Economics is the natio-nal institution for transport research and develop-ment in Norway. The main objectives of theInstitute are to carry out applied research and pro-mote 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, SwedenMagdalena Green, [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
CoverPhotos.com
In Brief | p4
What’s Up in the Nordic Countries | p7
Ranking System for Active Safety Functions | p8
Traffic Simulation at VTI | p9
Norwegian ISA-study | p10
Lane Departure Warning by Use of RflD Communication | p12
Removing Barriers from Intelligent Transport | p14
ITS Towards 2020 | p16
Spontaneous Rideshare | p18
The Attitudes of Young People to Alcohol and Traffic | p20
New book result of European co-operation | p21
Europa Project to Reduce Damage to Roads by Storm Water | p22
Development of Expertise for Road Maintenance | p23
Competitive Tendering Improves Efficiency | p24
Development of Expertise for Road Maintenance | p25
The Road Surface Influences Fuel Consumption | p26
High Accident Risk Among Immigrants in Norway | p27
Road User Ability and Behaviour – the Basis for a Road User Friendly Road Design | p28
Publications | p30
A distinctive feature of the new drivingsimulator is its motion system that enableslinear motion both in x and y directions, aswell as its system to visualize a view widerthan 180 degrees. It is possible to changethe cabin design, too, from a passenger carcabin to a driver cabin of a lorry.
NORDIC NO. 1 2009 | 54 | NORDIC NO. 1 2009 www.nordicroads.com
IN BRIEF
Contact: Pontus Matstoms, VTI,
Contact: Helena Sederström, VTI,
helena [email protected]
Read more: www.vti.se/transportforum
Contact: Sigvard Tim, VTI, [email protected]
Contact: Kent Gustafson, VTI,
Contact: Lena Nilsson, VTI, [email protected]
Read more: www.vipsimulation.se
PHO
TO:
PHO
TOS
.CO
M The New Year of the Swedish transport sec-tor traditionally begins with the large annu-al conference, Transportforum, organisedby VTI. Over 1 600 delegates met at Linkö-ping on 8–9 January this year. The well-fil-led programme offered as many as 69 ses-sions with more than 500 presentations.
The conference has become the largestevent in its field in the Nordic countries. Itis a place where researchers and the manyplayers of the transport sector meet toshare knowledge and make contacts. Theconference this year was the 26th.
The keynote speakers this year wereJonas Bjelfvenstam, Director General ofVTI, and Åsa Torstensson, Minister for
Conference of the Swedish Transport Sector
Communications. Both spoke of theimportance of development and infrastruc-ture in the present economic crisis. Theconference introduction continued with adiscussion of how intelligent transport sys-tems, ITS, can make our transport sectormore efficient. The reason that ITS was themain theme is that the world congress onITS will be arranged in Sweden inSeptember this year.
Next year's Transportforum will be heldon 13–14 January.
The VTI Board of Directors have taken thedecision to establish an advanced drivingsimulator in Göteborg. The investmentcost will be 20 million Swedish crowns. TheRegion Västra Götaland and the SwedishGovernmental Agency for InnovationSystems, Vinnova, are among the mainfinancers.
The investment involves an advanced,high-tech simulator being built up which isexpected to become an important and cen-tral part in the open research environmentin Göteborg.
– It is extremely positive to be able tostart to build the new simulator inGöteborg, says the Director General ofVTI, Jonas Bjelfvenstam. This gives us theopportunity to offer an open, world classresearch environment in western Swedenwhich is the center of the Swedish vehicleindustry. I hope this will inspire and moti-vate other long-term investments for rese-arch and development, too.
VTI already has research cooperationwith parties in the Göteborg area.
– Now we hope that this cooperationwill grow so that VTI’s work within vehicletechnology and human-machine-interac-tion will expand.
VTI Builds an Advanced Driving Simulator in GöteborgIt is expected that the investment will
promote the development of Swedishvehicle technology and research activities,it now being possible to offer the simulatorfor virtual product development and proto-typing.
The establishment of the simulator inGöteborg also means that research teams,inside as well as outside VTI, now are ableto apply for EU research programmeswhile they have this unique equipment topromote their competitiveness.
The Swedish centre of excellence, ViP,Virtual Prototyping and Assessment bySimulation, has opened a website to informof transport related real time simulation ofvehicles and traffic.
The centre of excellence was establishedin the spring of 2008. The centre shallcoordinate Swedish resources relating toreal time simulation of vehicles and trafficwith focus on HMI, Human MachineInteraction. The centre is expected to con-tribute to the strengthening of competitive-ness the Swedish transport industry.
The centre is developed and coordina-
VTI Sums up2008In January, VTI submitted its annual reportfor 2008 to the Ministry of Enterprise,Energy and Communications.
A summary of the report canw be foundin the brochure "VTI in words and figuresfor 2008" which can be downloaded fromthe web site www.vti.se/english. The brochu-re describes the work of VTI in the past year,and presents the institute’s accounts.
Visit by theNamibianMinister ofTransportSince the end of the 1980s, Sweden hasgiven extensive aid to Namibia, inter alia tothe country's transport sector. This aid iswill now be replaced by collaboration wit-hin the framework of the SwedishGovernment's policy for stakeholder dri-ven collaboration, i.e. direct collaborationbetween two parties in a certain area.Namibia is one of the countries chosen bythe Government for the development ofthis type of collaboration.
With a view to promote these new rela-tions, a delegation comprising representa-tives of organisations engaged in traficsafety in Sweden, among them VTI, visitedNamibia in October 2007. Now, inNovember 2008, a Namibian delegation,with the minister of transport HelmutAngula, paid a return visit to VTI.
The aim of the delegation was to explo-re the possibilities of some kind of collabo-ration in the field of traffic safety and tohave a look at VTI's staff and laboratoryresources in this area. The delegation wasvery impressed by the breadth of VTI's acti-vities, especially during a visit to the crashtrack and the driving simulator.
PHO
TO:
VTIH
EJD
LÖS
A B
ILD
ER
PHO
TO:
VTIH
EJD
LÖS
A B
ILD
ER
PHO
TO:
VTI/
MAG
DAL
ENA
GR
EEN
ViP – Virtual Prototyping andAssessment by Simulation
ted by VTI but involves cooperation with anumber of actors in the transport sector inSweden.
A distinctive feature of the new drivingsimulator is its motion system that enableslinear motion both in x and y directions, aswell as its system to visualize a view widerthan 180 degrees. It is possible to changethe cabin design, too, from a passenger carcabin to a driver cabin of a lorry.
NORDIC NO. 1 2009 | 54 | NORDIC NO. 1 2009 www.nordicroads.com
IN BRIEF
Contact: Pontus Matstoms, VTI,
Contact: Helena Sederström, VTI,
helena [email protected]
Read more: www.vti.se/transportforum
Contact: Sigvard Tim, VTI, [email protected]
Contact: Kent Gustafson, VTI,
Contact: Lena Nilsson, VTI, [email protected]
Read more: www.vipsimulation.se
PHO
TO:
PHO
TOS
.CO
M The New Year of the Swedish transport sec-tor traditionally begins with the large annu-al conference, Transportforum, organisedby VTI. Over 1 600 delegates met at Linkö-ping on 8–9 January this year. The well-fil-led programme offered as many as 69 ses-sions with more than 500 presentations.
The conference has become the largestevent in its field in the Nordic countries. Itis a place where researchers and the manyplayers of the transport sector meet toshare knowledge and make contacts. Theconference this year was the 26th.
The keynote speakers this year wereJonas Bjelfvenstam, Director General ofVTI, and Åsa Torstensson, Minister for
Conference of the Swedish Transport Sector
Communications. Both spoke of theimportance of development and infrastruc-ture in the present economic crisis. Theconference introduction continued with adiscussion of how intelligent transport sys-tems, ITS, can make our transport sectormore efficient. The reason that ITS was themain theme is that the world congress onITS will be arranged in Sweden inSeptember this year.
Next year's Transportforum will be heldon 13–14 January.
The VTI Board of Directors have taken thedecision to establish an advanced drivingsimulator in Göteborg. The investmentcost will be 20 million Swedish crowns. TheRegion Västra Götaland and the SwedishGovernmental Agency for InnovationSystems, Vinnova, are among the mainfinancers.
The investment involves an advanced,high-tech simulator being built up which isexpected to become an important and cen-tral part in the open research environmentin Göteborg.
– It is extremely positive to be able tostart to build the new simulator inGöteborg, says the Director General ofVTI, Jonas Bjelfvenstam. This gives us theopportunity to offer an open, world classresearch environment in western Swedenwhich is the center of the Swedish vehicleindustry. I hope this will inspire and moti-vate other long-term investments for rese-arch and development, too.
VTI already has research cooperationwith parties in the Göteborg area.
– Now we hope that this cooperationwill grow so that VTI’s work within vehicletechnology and human-machine-interac-tion will expand.
VTI Builds an Advanced Driving Simulator in GöteborgIt is expected that the investment will
promote the development of Swedishvehicle technology and research activities,it now being possible to offer the simulatorfor virtual product development and proto-typing.
The establishment of the simulator inGöteborg also means that research teams,inside as well as outside VTI, now are ableto apply for EU research programmeswhile they have this unique equipment topromote their competitiveness.
The Swedish centre of excellence, ViP,Virtual Prototyping and Assessment bySimulation, has opened a website to informof transport related real time simulation ofvehicles and traffic.
The centre of excellence was establishedin the spring of 2008. The centre shallcoordinate Swedish resources relating toreal time simulation of vehicles and trafficwith focus on HMI, Human MachineInteraction. The centre is expected to con-tribute to the strengthening of competitive-ness the Swedish transport industry.
The centre is developed and coordina-
VTI Sums up2008In January, VTI submitted its annual reportfor 2008 to the Ministry of Enterprise,Energy and Communications.
A summary of the report canw be foundin the brochure "VTI in words and figuresfor 2008" which can be downloaded fromthe web site www.vti.se/english. The brochu-re describes the work of VTI in the past year,and presents the institute’s accounts.
Visit by theNamibianMinister ofTransportSince the end of the 1980s, Sweden hasgiven extensive aid to Namibia, inter alia tothe country's transport sector. This aid iswill now be replaced by collaboration wit-hin the framework of the SwedishGovernment's policy for stakeholder dri-ven collaboration, i.e. direct collaborationbetween two parties in a certain area.Namibia is one of the countries chosen bythe Government for the development ofthis type of collaboration.
With a view to promote these new rela-tions, a delegation comprising representa-tives of organisations engaged in traficsafety in Sweden, among them VTI, visitedNamibia in October 2007. Now, inNovember 2008, a Namibian delegation,with the minister of transport HelmutAngula, paid a return visit to VTI.
The aim of the delegation was to explo-re the possibilities of some kind of collabo-ration in the field of traffic safety and tohave a look at VTI's staff and laboratoryresources in this area. The delegation wasvery impressed by the breadth of VTI's acti-vities, especially during a visit to the crashtrack and the driving simulator.
PHO
TO:
VTIH
EJD
LÖS
A B
ILD
ER
PHO
TO:
VTIH
EJD
LÖS
A B
ILD
ER
PHO
TO:
VTI/
MAG
DAL
ENA
GR
EEN
ViP – Virtual Prototyping andAssessment by Simulation
ted by VTI but involves cooperation with anumber of actors in the transport sector inSweden.
6 | NORDIC NO. 1 2009 www.nordicroads.com NORDIC NO. 1 2009 | 7
Transnova will advance better solutions tothe environmental problems within thetransport sector, stated the Minister ofTransport and Communications.
The Norwegian Government has emp-hasized that it is of vital importance toreduce the greenhouse gases from thetransport sector. The emissions from roadtransport 1990–2005 showed a 25 per centincrease, which brings the amount of emis-sions from this sector up to a quarter of thetotal national emissions. Transport isnecessary for people, industry and com-merce and in that sense it is very importantthat fuel used by the vehicles give low or noemissions. Advancing this objective will bethe main task for Transnova.
The budget allocated for 2009–2011 was6 million euros per year which was in accor-dance with the Climate compromise madeby the political parties represented in theNorwegian Parliament (Stortinget). InFebruary 2009, as part of a financial pack-age, the government made an additionalgrant of 6 million euros this year to intensi-fy the effort on environmentaly friendlytransport.
Contact: Björn Kalman, VTI, [email protected]
Read more about Re-road: http://re-road.fehrl.org/
Read more about VTI’s crash test tracks:www.vti.se/crashtest
Author: Thorbjørn Chr. Risan, NPRA
The Re-road project started in January2009 with a well-attended and productivekick-off meeting in Sweden. 35 project par-ticipants gathered to set the groundworkfor the project.
The 3,2 million euro project has 14 par-ties. The project addresses the technicaland environmental aspects of all steps inthe recycling procedures of asphalt materi-al. The objectives are to develop knowled-ge and innovative technologies for enhan-ced end of life strategies for asphalt roadinfrastructures, improving the sustainabili-ty of the materials used.
A great deal of the first day meeting wasdevoted to laying the administrative foun-dation of the project but at the end of thefirst day and throughout the second day thetime was committed to planning actions forthe coming years in the technical workpackages and for the scientific coordinationbetween the work packages.
Re - Road
Previous VTIstaff memberThomas Turbellhas received thisyear's Kenneth AStonex RoadsideSafety Award.The award,which comprisesa plaque and
1,000 US dollars, is made by The RoadsideSafety Committee. Part of the citation read”In recognition of his achievements inadvancing the state-of-the-art and promo-ting international cooperation in the fieldof roadside safety technology, Mr Turbell isforemost among European safety expertsin fostering international harmonization
– The city of Trondheim is a centre of sci-entific and technical competence inNorway. This specialist environment willnow receive a new contribution. TheNorwegian Minister of Transport andCommunications, Liv Signe Navarsete,made this statement early October 2008when the government budget for 2009 waspublished.
The new project Transnova will be pla-ced at the NPRA’s Technology Departmentin Trondheim and the Road Directoratewill manage the project. The objective ofthe project Transnova is to develop policyinstruments and measures to reduce green-house gases and other environmental pol-lution caused by the transport sector.
– The intension of Transnova is to givefinancial benefit to good environmentalprojects which will speed up the increaseduse of alternative fuel such as second gene-ration bio fuel, electricity and hydrogen.
A project for environmentally friendly transport:
Transnova in TrondheimRe-road – End of LifeStrategies ofAsphaltPavements
Digital Human Modeling A Design and Engineering Conference,DHMC9–11 July 2009, Göteborg, Sweden
SAE International is holding the 12th international conference forcompanies and university researchers who are engaged on humanmodelling. The conference relates, inter alia, to biomechanics,crash simulation and cognition. Around 200 delegates from allover the world are expected.
The arrangements are made by VTI together with ChalmersUniversity of Technology.
Read more: www.sae.org/dhmc
Contact at VTI: Tania Dukic, [email protected]
ITS WORLD CONGRESS21–25 September, Stockholm, Sweden
It is the 16th time that the annual inter-national congress on intelligent transportsystems and services is held. The arrange-ment alternates between different parts of the world, and this yearit is taking place in Sweden, with ITS Sweden, Vinnova, TheSwedish Road Administration and Stockholm City as the hosts.
VTI will take part with a stand and also arrange a technical visitto VTI at Linköping on 20 September.
Read more: www.itsworldcongress.com
Contact at VTI: Helena Sederström,
Human Factors and Ergonomics Society Europe Chapter, HFSE14-16 October 2009, Linköping, Sweden
The key theme for this conference is Human Factors: A systemview of human factors, technology and organisation.
Abstracts can now be submitted through the conferencewebsite. The length of the abstract is maximum 200 words, andthe last date for submission is 15 June 2009.
Hosts for the arrangement are VTI, Linköping University andHFN, the Swedish Network for Human Factors.
Read more: http://conference.hfes-europe.org/
Contact at VTI: Björn Peters, [email protected]
Road Safety on Four Continents, RS4CSpring 2010, Abu Dhabi
The international road safety conferenceRoad Safety on Four Continents is arrangedby VTI for the fifteenth time. In previousyears, the conference has attracted almostthree hundred delegates from all corners ofthe world. The conference will again be ameeting place, for the sharing of experiences and new findings,for road safety experts from the whole global arena.
Work on the arrangement and the programme is well under way.Call for papers will be made shortly.
Read more: www.vti.se/rs4c
Contact at VTI: Kent Gustafson, [email protected]
SWEDEN
PHO
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VTIH
EJD
LÖS
A B
ILD
ER
Award for Traffic Safety Workof performance standards for roadsidesafety hardware”.
– It feels great. The prize has been awar-ded for 17 years, and I am the third fromoutside the US. All the others, apart froman Italian, an Englishman and I, have beenAmericans, says Thomas.
The researcher the award is namedafter, Kenneth A Stonex, worked atGeneral Motors Proving Ground for 37years, and was one of the pioneers in deve-loping the traffic safety of the roadsideenvironment. Many of his designs are stillused along the US motorways.
PHO
TO:
JAN
WEN
ÄLL,
VTI
PHO
TO:
BJÖ
RN
KAL
MAN
, VT
I
PHOTO: HEJDLÖSA BILDER/VTI
WHAT’S UP IN THE NORDIC COUNTRIES?
6 | NORDIC NO. 1 2009 www.nordicroads.com NORDIC NO. 1 2009 | 7
Transnova will advance better solutions tothe environmental problems within thetransport sector, stated the Minister ofTransport and Communications.
The Norwegian Government has emp-hasized that it is of vital importance toreduce the greenhouse gases from thetransport sector. The emissions from roadtransport 1990–2005 showed a 25 per centincrease, which brings the amount of emis-sions from this sector up to a quarter of thetotal national emissions. Transport isnecessary for people, industry and com-merce and in that sense it is very importantthat fuel used by the vehicles give low or noemissions. Advancing this objective will bethe main task for Transnova.
The budget allocated for 2009–2011 was6 million euros per year which was in accor-dance with the Climate compromise madeby the political parties represented in theNorwegian Parliament (Stortinget). InFebruary 2009, as part of a financial pack-age, the government made an additionalgrant of 6 million euros this year to intensi-fy the effort on environmentaly friendlytransport.
Contact: Björn Kalman, VTI, [email protected]
Read more about Re-road: http://re-road.fehrl.org/
Read more about VTI’s crash test tracks:www.vti.se/crashtest
Author: Thorbjørn Chr. Risan, NPRA
The Re-road project started in January2009 with a well-attended and productivekick-off meeting in Sweden. 35 project par-ticipants gathered to set the groundworkfor the project.
The 3,2 million euro project has 14 par-ties. The project addresses the technicaland environmental aspects of all steps inthe recycling procedures of asphalt materi-al. The objectives are to develop knowled-ge and innovative technologies for enhan-ced end of life strategies for asphalt roadinfrastructures, improving the sustainabili-ty of the materials used.
A great deal of the first day meeting wasdevoted to laying the administrative foun-dation of the project but at the end of thefirst day and throughout the second day thetime was committed to planning actions forthe coming years in the technical workpackages and for the scientific coordinationbetween the work packages.
Re - Road
Previous VTIstaff memberThomas Turbellhas received thisyear's Kenneth AStonex RoadsideSafety Award.The award,which comprisesa plaque and
1,000 US dollars, is made by The RoadsideSafety Committee. Part of the citation read”In recognition of his achievements inadvancing the state-of-the-art and promo-ting international cooperation in the fieldof roadside safety technology, Mr Turbell isforemost among European safety expertsin fostering international harmonization
– The city of Trondheim is a centre of sci-entific and technical competence inNorway. This specialist environment willnow receive a new contribution. TheNorwegian Minister of Transport andCommunications, Liv Signe Navarsete,made this statement early October 2008when the government budget for 2009 waspublished.
The new project Transnova will be pla-ced at the NPRA’s Technology Departmentin Trondheim and the Road Directoratewill manage the project. The objective ofthe project Transnova is to develop policyinstruments and measures to reduce green-house gases and other environmental pol-lution caused by the transport sector.
– The intension of Transnova is to givefinancial benefit to good environmentalprojects which will speed up the increaseduse of alternative fuel such as second gene-ration bio fuel, electricity and hydrogen.
A project for environmentally friendly transport:
Transnova in TrondheimRe-road – End of LifeStrategies ofAsphaltPavements
Digital Human Modeling A Design and Engineering Conference,DHMC9–11 July 2009, Göteborg, Sweden
SAE International is holding the 12th international conference forcompanies and university researchers who are engaged on humanmodelling. The conference relates, inter alia, to biomechanics,crash simulation and cognition. Around 200 delegates from allover the world are expected.
The arrangements are made by VTI together with ChalmersUniversity of Technology.
Read more: www.sae.org/dhmc
Contact at VTI: Tania Dukic, [email protected]
ITS WORLD CONGRESS21–25 September, Stockholm, Sweden
It is the 16th time that the annual inter-national congress on intelligent transportsystems and services is held. The arrange-ment alternates between different parts of the world, and this yearit is taking place in Sweden, with ITS Sweden, Vinnova, TheSwedish Road Administration and Stockholm City as the hosts.
VTI will take part with a stand and also arrange a technical visitto VTI at Linköping on 20 September.
Read more: www.itsworldcongress.com
Contact at VTI: Helena Sederström,
Human Factors and Ergonomics Society Europe Chapter, HFSE14-16 October 2009, Linköping, Sweden
The key theme for this conference is Human Factors: A systemview of human factors, technology and organisation.
Abstracts can now be submitted through the conferencewebsite. The length of the abstract is maximum 200 words, andthe last date for submission is 15 June 2009.
Hosts for the arrangement are VTI, Linköping University andHFN, the Swedish Network for Human Factors.
Read more: http://conference.hfes-europe.org/
Contact at VTI: Björn Peters, [email protected]
Road Safety on Four Continents, RS4CSpring 2010, Abu Dhabi
The international road safety conferenceRoad Safety on Four Continents is arrangedby VTI for the fifteenth time. In previousyears, the conference has attracted almostthree hundred delegates from all corners ofthe world. The conference will again be ameeting place, for the sharing of experiences and new findings,for road safety experts from the whole global arena.
Work on the arrangement and the programme is well under way.Call for papers will be made shortly.
Read more: www.vti.se/rs4c
Contact at VTI: Kent Gustafson, [email protected]
SWEDEN
PHO
TO:
VTIH
EJD
LÖS
A B
ILD
ER
Award for Traffic Safety Workof performance standards for roadsidesafety hardware”.
– It feels great. The prize has been awar-ded for 17 years, and I am the third fromoutside the US. All the others, apart froman Italian, an Englishman and I, have beenAmericans, says Thomas.
The researcher the award is namedafter, Kenneth A Stonex, worked atGeneral Motors Proving Ground for 37years, and was one of the pioneers in deve-loping the traffic safety of the roadsideenvironment. Many of his designs are stillused along the US motorways.
PHO
TO:
JAN
WEN
ÄLL,
VTI
PHO
TO:
BJÖ
RN
KAL
MAN
, VT
I
PHOTO: HEJDLÖSA BILDER/VTI
WHAT’S UP IN THE NORDIC COUNTRIES?
NORDIC NO. 1 2009 | 98 | NORDIC NO. 1 2009 www.nordicroads.com
Passive safety systems have for manyyears been ranked through various sys-
tems such as EuroNCAP. To make thingseasier for the buyers of cars and heavyvehicles, methods are now being developedfor the objective ranking of preventive(often referred to as active) safety systems.Examples of such systems are stability con-trol to keep a vehicle in its lane and sup-port systems to avoid collision with thevehicle in front.
Vehicles are increasingly fitted with acti-ve safety systems to reduce accident risks intraffic and thus lower the number of acci-dents on the roads. Today it is however dif-ficult to demonstrate the effect of varioustypes of active safety systems and the way
Ranking System for Active SafetyFunctions
ITS
Magdalena Green,VTI, Sweden
Read more: www.evalue-project.eu
Contact: Fredrik Bruzelius, VTI,
Contact: Andreas Tapani, VTI,
Johan Olstam, VTI, [email protected]
the systems help enhance safety in traffic.The objective of the project eVALUE is tocreate a procedure for the objective eluci-dation, ranking and evaluation of activesafety functions.
It is also desirable to test active safetyfunctions and to present the results in aclear manner, and research is now in pro-gress to develop criteria and principles ofevaluation, as well as test methods for thesesystems in road vehicles. Evaluation may beperformed in different ways, but it will bemost realistic if the tests are made in diffe-rent traffic situations to see how these acti-ve safety systems alleviate risks.
The aim of this project is to develop acompletely new system, and it has therefo-re been decided to employ a system that isslightly different from the usual.
– What is normal for this type of work isto base it on specific functions, i.e. to use a
Effect analyses by ITS often take place intwo stages. A study is made first of all of
the effect ITS or driver support systems willhave on the driver behaviour. These beha-vioural studies can, for instance, be madethrough tests in a driving simulator. In thenext stage, an analysis is made of the effectswhich the changed driver behaviour willhave on the entire traffic system. Trafficsimulation is an important tool for thiskind of traffic system analysis.
In the present project, “Simulation tools
Johanna Malm, VTI,Sweden
for evaluating ITS and driver support sys-tems”, simulation tools have been develo-ped for the two evaluation stages. The pro-ject consisted of two parts.
In the first subproject, models havebeen developed for simulating surroun-ding traffic in a driving simulator. The sur-rounding traffic should be realisticallymodelled so as to create the necessary illu-sion of real driving.
In the second part, models have beendeveloped for simulating traffic which alsoinclude vehicles fitted with driver supportsystems. The developed model can be usedto find out how changes, that occur in dri-ver behaviour when driver support systems
are used, influence the traffic system as awhole. The model also makes it possible tostudy the effects if different percentages ofthe vehicles in the traffic stream are equip-ped with driver support systems.
The project is a collaborative projectbetween VTI and Linköping Universitywhich has been in progress since 2006 andis expected to finish during this year. It isalso a part of the doctoral theses ofAndreas Tapani and Johan Olstam.
Traffic Simulation at VTI
system based approach, says FredrikBruzelius, project leader for the part VTI isengaged on. In eVALUE we have decidedto adopt a holistic perspective of the carand its capacity to deal with situationswhich may give rise to danger in traffic, i.e.a scenario based approach. We want to con-sider the whole entity.
It is hoped for that this type of rankingsystem will also enhance understanding ofthe benefits of this type of functions on abroader front.
The project is financed through EUfunds.
VTI has developed simulation tools that can be used for the ana-lysis and evaluation of changes in the road traffic system. Thetools can be used to investigate what effects the use of ITS(Intelligent Transport Systems and Services) and other changesin the traffic system will have on traffic performance, safety andthe environment.
PHOTO: PHOTOS.COM
PHO
TO:
PHO
TOS
.CO
M
NORDIC NO. 1 2009 | 98 | NORDIC NO. 1 2009 www.nordicroads.com
Passive safety systems have for manyyears been ranked through various sys-
tems such as EuroNCAP. To make thingseasier for the buyers of cars and heavyvehicles, methods are now being developedfor the objective ranking of preventive(often referred to as active) safety systems.Examples of such systems are stability con-trol to keep a vehicle in its lane and sup-port systems to avoid collision with thevehicle in front.
Vehicles are increasingly fitted with acti-ve safety systems to reduce accident risks intraffic and thus lower the number of acci-dents on the roads. Today it is however dif-ficult to demonstrate the effect of varioustypes of active safety systems and the way
Ranking System for Active SafetyFunctions
ITS
Magdalena Green,VTI, Sweden
Read more: www.evalue-project.eu
Contact: Fredrik Bruzelius, VTI,
Contact: Andreas Tapani, VTI,
Johan Olstam, VTI, [email protected]
the systems help enhance safety in traffic.The objective of the project eVALUE is tocreate a procedure for the objective eluci-dation, ranking and evaluation of activesafety functions.
It is also desirable to test active safetyfunctions and to present the results in aclear manner, and research is now in pro-gress to develop criteria and principles ofevaluation, as well as test methods for thesesystems in road vehicles. Evaluation may beperformed in different ways, but it will bemost realistic if the tests are made in diffe-rent traffic situations to see how these acti-ve safety systems alleviate risks.
The aim of this project is to develop acompletely new system, and it has therefo-re been decided to employ a system that isslightly different from the usual.
– What is normal for this type of work isto base it on specific functions, i.e. to use a
Effect analyses by ITS often take place intwo stages. A study is made first of all of
the effect ITS or driver support systems willhave on the driver behaviour. These beha-vioural studies can, for instance, be madethrough tests in a driving simulator. In thenext stage, an analysis is made of the effectswhich the changed driver behaviour willhave on the entire traffic system. Trafficsimulation is an important tool for thiskind of traffic system analysis.
In the present project, “Simulation tools
Johanna Malm, VTI,Sweden
for evaluating ITS and driver support sys-tems”, simulation tools have been develo-ped for the two evaluation stages. The pro-ject consisted of two parts.
In the first subproject, models havebeen developed for simulating surroun-ding traffic in a driving simulator. The sur-rounding traffic should be realisticallymodelled so as to create the necessary illu-sion of real driving.
In the second part, models have beendeveloped for simulating traffic which alsoinclude vehicles fitted with driver supportsystems. The developed model can be usedto find out how changes, that occur in dri-ver behaviour when driver support systems
are used, influence the traffic system as awhole. The model also makes it possible tostudy the effects if different percentages ofthe vehicles in the traffic stream are equip-ped with driver support systems.
The project is a collaborative projectbetween VTI and Linköping Universitywhich has been in progress since 2006 andis expected to finish during this year. It isalso a part of the doctoral theses ofAndreas Tapani and Johan Olstam.
Traffic Simulation at VTI
system based approach, says FredrikBruzelius, project leader for the part VTI isengaged on. In eVALUE we have decidedto adopt a holistic perspective of the carand its capacity to deal with situationswhich may give rise to danger in traffic, i.e.a scenario based approach. We want to con-sider the whole entity.
It is hoped for that this type of rankingsystem will also enhance understanding ofthe benefits of this type of functions on abroader front.
The project is financed through EUfunds.
VTI has developed simulation tools that can be used for the ana-lysis and evaluation of changes in the road traffic system. Thetools can be used to investigate what effects the use of ITS(Intelligent Transport Systems and Services) and other changesin the traffic system will have on traffic performance, safety andthe environment.
PHOTO: PHOTOS.COM
PHO
TO:
PHO
TOS
.CO
M
NORDIC NO. 1 2009 | 1110 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
Norwegian ISA-study
Speeding represents a significant trafficsafety problem in Norway, and inter-
nationally. Each year, about 300 personsare killed and about 12 000 injured in roadtraffic in Norway. Several studies haveshown that there is a clear statistical rela-tionship between speed level and trafficaccidents. Relatively small speed levelchanges result in significant changes in thenumber of accidents. Traditional measuresto counteract speed-related accidents, hasbeen increased and enhanced traffic con-trol, reduced speed limits, engineeringmeasures (e.g. road humps) and attitude-and information campaigns. These measu-res has documented effects, but it may bediscussed whether these would be suffici-ent to pursue the goals of the vision zero –to work towards a traffic society were noone will be sustained injured or killed inthe road traffic.
ITS (Intelligent transportation systemsand services) is technology, systems andservices that promote safe and efficient
transportation of persons and goods. ITStechnologies may be able to resolve thevarious transport issues, and has beendesigned and developed to improve thetransport handling- and mobility, increaseroad safety, help energy conservation andto reduce the environmental impact ofroad traffic. In recent years, however, anumber of ITS technologies for use in thevehicle have also been developed to reducethe speed level and the high speed viola-tions among the drivers. Of the various ITStechnologies that can have a great potenti-al to reduce the number of accidents andseriousness of the accidents through thereduction of e.g. speed, the ISA systemsstand out.
There has recently been carried out astudy in Norway, as a part of a master thesisin psychology at the Norwegian University ofScience and Technology (NTNU), and thescope of the study was to look at the extentto which an informative ISA-system can leadto different behavioural effects as e.g. trafficsafety effects with regard to the reduction ofvehicle speed. It is in this study focused ondoing an evaluation of a Norwegian develo-ped, informative ISA-system that exists as a
prototype. The study was carried out as asimulator study in the SINTEF / NTNU dri-ving simulator, which speed data at variousconditions were analyzed.
The results showed that the informativeISA-system can help to reduce the meanspeed, speed variance, time that driversspent over the speed limit and the max-imum speed. These effects were especiallynoticeable in the 80 - and 90 km/h speedlimit. It seems that this ISA system helps toreduce the differences between women andmen when the ISA- system is active. Menhave generally higher scores than women,but the differences are smaller when theISA system is in use. Age and driving expe-rience seems generally not to have anyeffect on the efficiency of the ISA-system.
It was, as expected, a correlation betwe-en attitudes to road safety and self-repor-ted behaviour in traffic, but it appears thatone can conclude that the ISA-system hasno systematic effect on the relationshipbetween attitude, behaviour and the speedvariables. There was no evidence that theISA system led to increased, subjective per-ceived mental workload of drivers whenthe system was introduced in the driving
Bjørn A. Lund, NPRANorway
A recent study in Norway on an informative ISA-system showedthat the ISA-system could significantly reduce the drivers’ meanspeed, speed variance, time that drivers drove over the speedlimit and the maximum speed. The drivers did not report anychange in subjective mental workload when the system was intro-duced in the driving environment.
environment. Drivers’ positive attitude andacceptance towards the ISA system washowever somewhat reduced after havinggained experience with the system. It appe-ars that there is no particular willingness toacquire such an ISA system today, althoughthe majority believed that the ISA-systemwill be a very important contribution toroad safety work in Norway.
Implications of this study will be thatearlier research results has been confirmedin large extent, where several studies sho-wed evidence that an ISA-system will be apositive contributor to road safety in theway that we can achieve significant speedreductions. There must however be aware-ness about how the driver perceives thealerts that are provided by the ISA-system.Further studies related to the HMI-pers-pective should be done, particularly inrelation to the ISA device that was subjectto evaluation in this study.
Contact Bjørn A. Lund, NPRA,
The article is based on a master thesis,
Department of Psychology, NTNU, Trondheim
PHOTO: PHOTOS.COM
PHOTO: TORBJØRN CHR. RISAN, NPRA
NORDIC NO. 1 2009 | 1110 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
Norwegian ISA-study
Speeding represents a significant trafficsafety problem in Norway, and inter-
nationally. Each year, about 300 personsare killed and about 12 000 injured in roadtraffic in Norway. Several studies haveshown that there is a clear statistical rela-tionship between speed level and trafficaccidents. Relatively small speed levelchanges result in significant changes in thenumber of accidents. Traditional measuresto counteract speed-related accidents, hasbeen increased and enhanced traffic con-trol, reduced speed limits, engineeringmeasures (e.g. road humps) and attitude-and information campaigns. These measu-res has documented effects, but it may bediscussed whether these would be suffici-ent to pursue the goals of the vision zero –to work towards a traffic society were noone will be sustained injured or killed inthe road traffic.
ITS (Intelligent transportation systemsand services) is technology, systems andservices that promote safe and efficient
transportation of persons and goods. ITStechnologies may be able to resolve thevarious transport issues, and has beendesigned and developed to improve thetransport handling- and mobility, increaseroad safety, help energy conservation andto reduce the environmental impact ofroad traffic. In recent years, however, anumber of ITS technologies for use in thevehicle have also been developed to reducethe speed level and the high speed viola-tions among the drivers. Of the various ITStechnologies that can have a great potenti-al to reduce the number of accidents andseriousness of the accidents through thereduction of e.g. speed, the ISA systemsstand out.
There has recently been carried out astudy in Norway, as a part of a master thesisin psychology at the Norwegian University ofScience and Technology (NTNU), and thescope of the study was to look at the extentto which an informative ISA-system can leadto different behavioural effects as e.g. trafficsafety effects with regard to the reduction ofvehicle speed. It is in this study focused ondoing an evaluation of a Norwegian develo-ped, informative ISA-system that exists as a
prototype. The study was carried out as asimulator study in the SINTEF / NTNU dri-ving simulator, which speed data at variousconditions were analyzed.
The results showed that the informativeISA-system can help to reduce the meanspeed, speed variance, time that driversspent over the speed limit and the max-imum speed. These effects were especiallynoticeable in the 80 - and 90 km/h speedlimit. It seems that this ISA system helps toreduce the differences between women andmen when the ISA- system is active. Menhave generally higher scores than women,but the differences are smaller when theISA system is in use. Age and driving expe-rience seems generally not to have anyeffect on the efficiency of the ISA-system.
It was, as expected, a correlation betwe-en attitudes to road safety and self-repor-ted behaviour in traffic, but it appears thatone can conclude that the ISA-system hasno systematic effect on the relationshipbetween attitude, behaviour and the speedvariables. There was no evidence that theISA system led to increased, subjective per-ceived mental workload of drivers whenthe system was introduced in the driving
Bjørn A. Lund, NPRANorway
A recent study in Norway on an informative ISA-system showedthat the ISA-system could significantly reduce the drivers’ meanspeed, speed variance, time that drivers drove over the speedlimit and the maximum speed. The drivers did not report anychange in subjective mental workload when the system was intro-duced in the driving environment.
environment. Drivers’ positive attitude andacceptance towards the ISA system washowever somewhat reduced after havinggained experience with the system. It appe-ars that there is no particular willingness toacquire such an ISA system today, althoughthe majority believed that the ISA-systemwill be a very important contribution toroad safety work in Norway.
Implications of this study will be thatearlier research results has been confirmedin large extent, where several studies sho-wed evidence that an ISA-system will be apositive contributor to road safety in theway that we can achieve significant speedreductions. There must however be aware-ness about how the driver perceives thealerts that are provided by the ISA-system.Further studies related to the HMI-pers-pective should be done, particularly inrelation to the ISA device that was subjectto evaluation in this study.
Contact Bjørn A. Lund, NPRA,
The article is based on a master thesis,
Department of Psychology, NTNU, Trondheim
PHOTO: PHOTOS.COM
PHOTO: TORBJØRN CHR. RISAN, NPRA
NORDIC NO. 1 2009 | 1312 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
Lane Departure Warning by Use ofRfID Communication
The Norwegian Public Roads Administration is completing a R&Dproject on Lane Departure Warning. In contrast to traditionalLane Departure Warning systems based on optic reading oflines, this project uses RfID technology. A five kilometre test sitehas been established as well as a vehicle fitted with necessaryequipment. The technology is showing potential, and the ongoingevaluation will provide exhaustive results.
The majority of the severe traffic acci-dents on Norwegian roads are head-on
accidents or single accidents – driving offthe road. One of the traditional measuresto prevent these accidents has been the useof central barriers. Norway has a deman-ding topology when it comes to road con-struction, which has lead to building ofnarrow roads with a lot of curves. Themajority of roads have a minimum lanewidth and no or very narrow shoulders. Itis therefore very expensive to build centralbarriers on a lot of locations, this due tothe need to expand the road width. Thesecircumstances have made the NorwegianPublic Roads Administration (NPRA) inve-stigate if technology can be a measure toease the situation.
After completing a state of the art analy-sis the NPRA realised that there are fewsuppliers of lane departure warning sys-tems. The vast majority of suppliers have anoptic solution using video with picture ana-lysis. This technology is not suitable inNordic conditions where the lines are cove-red in snow several months a year. Besidesploughing and use of studded tires willquickly wear down the lines. The result isfaint lines in the summer, which is not easi-ly read by an optic solution. On this bases adifferent approach was needed.
A small company in Tvedestrand,Southern Norway, had developed a techno-logy with some potential. This resulted inan OFU project which is a way of helpingsmall companies with the development.The basis of the arrangement is a three wayfunding between a public authority, a priva-te company and Innovation Norway. Theproject was planned and implemented bet-
ween April and October 2008, with a bud-get of 130 000 euros. The first activity wasto establish a 5 km test site south ofTrondheim.
TechnologyThe main task of this solution is to detectwhether a vehicle unintentionally areabout to cross the edge line or the centreline. The technology is based on RfID com-munication with a digital transfer betweenvehicle and road. The complete equipmentconsists of the following:
Transponders – contain a data unit anda coil. The transponder is drilled about 15cm into the road surface. By incomingradio waves, the coil will induce power tothe data unit. The data unit will send anecho back trough the coil, tagged with uni-que pre-programmed information. Thisinformation is detected by an antenna.
The antenna – is strapped underneath
Terje Reitaas, NPRA,Norway
Contact: Terje Reitaas, [email protected]
the vehicle. It can be made in a variety ofsizes and shapes dependent on operate fre-quency range. Antennas send and detectradio waves and communicate the informa-tion to the data unit.
The data unit – analyze the incomingradio signals and translate to readable lan-guage consisting of a number series. To uti-lize this, an application is needed.
Application – tells which function is tobe executed when the system get a giventransponderID, e.g. activate an alarm, sho-wing an object or reducing the speed of avehicle.
It is possible to store other relevantinformation such as danger ahead, signs orwarn about a pedestrian crossing ahead onthe transponder.
EvaluationThe evaluation process is to be carried outduring 2009. By large the effort will be put
in the HMI (Human Machine Interface).But there will also be some evaluation ofthe technical part of the project.
A part of the HMI discussion will consi-der the need of an onboard unit with avisual interface. Maybe an extra interfacewill induce increased mental workload forthe driver. What is the optimal way of aler-ting the driver? Although we already knowa lot about how additional interfaces affectthe driver, there will be conducted simula-tor studies to answer these questionsthrough 2009.
There will also be conducted an evalua-tion on transponders and how they are pla-ced in the road, as well as finding the opti-mal distance between them. Both theantenna and the data unit will be subjectsto scrutiny.
ConclusionThe NPRA entered this project knowing it
had a large aspect of R&D. The aim was tolearn about the technology and its possibi-lities. A goal was also to help the supplierdeveloping their idea.
We have learned that the technology,being in a pilot stage of development, isquite robust, and that the implementationof the test site went smoothly.
At this stage it is too early to draw anyfinal conclusions. The evaluating processhas just started, but the technology has alot of potential. A natural continuance ofthe project might be to detect other areasof use.
NORDIC NO. 1 2009 | 1312 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
Lane Departure Warning by Use ofRfID Communication
The Norwegian Public Roads Administration is completing a R&Dproject on Lane Departure Warning. In contrast to traditionalLane Departure Warning systems based on optic reading oflines, this project uses RfID technology. A five kilometre test sitehas been established as well as a vehicle fitted with necessaryequipment. The technology is showing potential, and the ongoingevaluation will provide exhaustive results.
The majority of the severe traffic acci-dents on Norwegian roads are head-on
accidents or single accidents – driving offthe road. One of the traditional measuresto prevent these accidents has been the useof central barriers. Norway has a deman-ding topology when it comes to road con-struction, which has lead to building ofnarrow roads with a lot of curves. Themajority of roads have a minimum lanewidth and no or very narrow shoulders. Itis therefore very expensive to build centralbarriers on a lot of locations, this due tothe need to expand the road width. Thesecircumstances have made the NorwegianPublic Roads Administration (NPRA) inve-stigate if technology can be a measure toease the situation.
After completing a state of the art analy-sis the NPRA realised that there are fewsuppliers of lane departure warning sys-tems. The vast majority of suppliers have anoptic solution using video with picture ana-lysis. This technology is not suitable inNordic conditions where the lines are cove-red in snow several months a year. Besidesploughing and use of studded tires willquickly wear down the lines. The result isfaint lines in the summer, which is not easi-ly read by an optic solution. On this bases adifferent approach was needed.
A small company in Tvedestrand,Southern Norway, had developed a techno-logy with some potential. This resulted inan OFU project which is a way of helpingsmall companies with the development.The basis of the arrangement is a three wayfunding between a public authority, a priva-te company and Innovation Norway. Theproject was planned and implemented bet-
ween April and October 2008, with a bud-get of 130 000 euros. The first activity wasto establish a 5 km test site south ofTrondheim.
TechnologyThe main task of this solution is to detectwhether a vehicle unintentionally areabout to cross the edge line or the centreline. The technology is based on RfID com-munication with a digital transfer betweenvehicle and road. The complete equipmentconsists of the following:
Transponders – contain a data unit anda coil. The transponder is drilled about 15cm into the road surface. By incomingradio waves, the coil will induce power tothe data unit. The data unit will send anecho back trough the coil, tagged with uni-que pre-programmed information. Thisinformation is detected by an antenna.
The antenna – is strapped underneath
Terje Reitaas, NPRA,Norway
Contact: Terje Reitaas, [email protected]
the vehicle. It can be made in a variety ofsizes and shapes dependent on operate fre-quency range. Antennas send and detectradio waves and communicate the informa-tion to the data unit.
The data unit – analyze the incomingradio signals and translate to readable lan-guage consisting of a number series. To uti-lize this, an application is needed.
Application – tells which function is tobe executed when the system get a giventransponderID, e.g. activate an alarm, sho-wing an object or reducing the speed of avehicle.
It is possible to store other relevantinformation such as danger ahead, signs orwarn about a pedestrian crossing ahead onthe transponder.
EvaluationThe evaluation process is to be carried outduring 2009. By large the effort will be put
in the HMI (Human Machine Interface).But there will also be some evaluation ofthe technical part of the project.
A part of the HMI discussion will consi-der the need of an onboard unit with avisual interface. Maybe an extra interfacewill induce increased mental workload forthe driver. What is the optimal way of aler-ting the driver? Although we already knowa lot about how additional interfaces affectthe driver, there will be conducted simula-tor studies to answer these questionsthrough 2009.
There will also be conducted an evalua-tion on transponders and how they are pla-ced in the road, as well as finding the opti-mal distance between them. Both theantenna and the data unit will be subjectsto scrutiny.
ConclusionThe NPRA entered this project knowing it
had a large aspect of R&D. The aim was tolearn about the technology and its possibi-lities. A goal was also to help the supplierdeveloping their idea.
We have learned that the technology,being in a pilot stage of development, isquite robust, and that the implementationof the test site went smoothly.
At this stage it is too early to draw anyfinal conclusions. The evaluating processhas just started, but the technology has alot of potential. A natural continuance ofthe project might be to detect other areasof use.
NORDIC NO. 1 2009 | 1514 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
European and overarching Finnishtransport policies put much more emp-
hasis on ITS than what is in use now. Basedon this, the Ministry of Transport andCommunications (MTC) de-cided to nomi-nate the author as a one-man committee toinvestigate the status of ITS deploy-ment inFinland, identify the major implementa-tion issues and the appropriate roles andtasks of the public sector, and recommendactions to accelerate the implementationof ITS solutions. This paper summarisesthe content of the report [1] of this one-man committee.
Finland has been at the leading edge ofITS development in e.g. public transportpayment, demand responsive transport,road surface friction monitoring, and weat-her-related traffic management. Eventoday, Finland is very advanced in maritime
Removing Barriers from IntelligentTransport
The deployment of Intelligent Transport Systems (ITS) facesmany barriers. These were explored in Finland and solutions toovercome them have been presented. The public sector shouldprovide strategic leadership to the development and create prere-quisites for ITS markets.
transport management, mobile ITS solu-tions for public transport, demand respon-sive transport, road surface friction moni-toring and modelling, national informa-tion base interface libraries, and the assess-ment of services and their impacts. As awhole, Finland is today on a good averageEuropean level of ITS development anddeployment, but seems to be falling furtherand further behind Japan, the USA andleading European countries.
BarriersThe implementation issues slowing downor hindering the development and deploy-ment of ITS solutions were investigated viainterviews of major stakeholders inFinland. The most important issues were: - Lack of a champion for ITS- Lack of a national master plan- Planning and decision making is infra-
structure oriented- Small budgets for implementation and
R&D
- Lack of personal resources and experti-se in the public sector
- Lack of awareness and information,conservative attitudes
- Lack of customer orientation- Poor quality in 1st deployments bad for
reputation- ITS does not bring publicity and there-
by votes- Inadequate business models in a small
market- Aversion to risk- Varying roles and operational models in
the public sector- Inadequate information infrastructures- Issues related to protection of privacy
and data security- Lacking standards and legal frameworks- Heaviness of European solutions- Difficulty of use- Difficulty of payment
Overcoming barriersThere is a need to develop and agree on a
Risto Kulmala, VTT,Finland
national ITS master plan together will allstakeholders, with specific financial com-mitment from the public sector.Innovations should be actively sought viafocused R&D programmes with sufficient"seed funding". Large-scale test environ-ments and field operational tests in coope-ration with ”brother countries” should beset up to verify benefits, raise awarenessand build markets. There is an imminentneed to renew the transport administra-tions’ planning systems to also enable ITSas a true alternative and to set network ope-rations as the key mission of the transportadministrations.
Society is becoming increasingly networ-ked, where public-private and private-priva-te part-nerships play an essential role. Thepublic sector should develop its purchasingprocesses to promote innovation and busi-ness opportunities, and to provide affor-
Contact: [email protected]
Read more (in Finnish): http://www.vtt.fi/inf/
julkaisut/muut/2008/get_file[1].pdf
dable information infra-structure withlong-term quality guarantee to any ITS ser-vice providers. The public sector shouldalso implement ITS where and when it iseffective and profitable. Currently, thismeans the large scale deployment of inci-dent management, network operation inlarge urban areas, intelligent road usecharging, electronic payment, new publictransport solutions, eLo-gistics, GNSS solu-tions in all modes as well as full utilisationof VTS and train control.
For full utilisation of ITS, MTC and itsadministrations should immediately 1)adapt the me-dium and short term goals ofthe administrations to also consider use ofITS, 2) obtain suffi-cient personnel andexpertise in the domain and agree onshare of work, 3) start up active goal orien-ted national and international coopera-tion, 4) commence actions to deploy the
most effi-cient and effective ITS solutionsand to start up large-scale field operationaltests, 5) main-stream ITS and renew theplanning system for network operation, 6)agree on a national vision programme forITS and get the political and national com-mitment for it, and 7) agree on a nationalITS strategy with the support of theIntelligent Transport Forum.
ReferencesKulmala, Risto (2009). Towards Intelligent Transport -
Case Finland. Paper to be presented at the 16th
ITS World Congress, Stockholm 21–24 September,
2009.
NORDIC NO. 1 2009 | 1514 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
European and overarching Finnishtransport policies put much more emp-
hasis on ITS than what is in use now. Basedon this, the Ministry of Transport andCommunications (MTC) de-cided to nomi-nate the author as a one-man committee toinvestigate the status of ITS deploy-ment inFinland, identify the major implementa-tion issues and the appropriate roles andtasks of the public sector, and recommendactions to accelerate the implementationof ITS solutions. This paper summarisesthe content of the report [1] of this one-man committee.
Finland has been at the leading edge ofITS development in e.g. public transportpayment, demand responsive transport,road surface friction monitoring, and weat-her-related traffic management. Eventoday, Finland is very advanced in maritime
Removing Barriers from IntelligentTransport
The deployment of Intelligent Transport Systems (ITS) facesmany barriers. These were explored in Finland and solutions toovercome them have been presented. The public sector shouldprovide strategic leadership to the development and create prere-quisites for ITS markets.
transport management, mobile ITS solu-tions for public transport, demand respon-sive transport, road surface friction moni-toring and modelling, national informa-tion base interface libraries, and the assess-ment of services and their impacts. As awhole, Finland is today on a good averageEuropean level of ITS development anddeployment, but seems to be falling furtherand further behind Japan, the USA andleading European countries.
BarriersThe implementation issues slowing downor hindering the development and deploy-ment of ITS solutions were investigated viainterviews of major stakeholders inFinland. The most important issues were: - Lack of a champion for ITS- Lack of a national master plan- Planning and decision making is infra-
structure oriented- Small budgets for implementation and
R&D
- Lack of personal resources and experti-se in the public sector
- Lack of awareness and information,conservative attitudes
- Lack of customer orientation- Poor quality in 1st deployments bad for
reputation- ITS does not bring publicity and there-
by votes- Inadequate business models in a small
market- Aversion to risk- Varying roles and operational models in
the public sector- Inadequate information infrastructures- Issues related to protection of privacy
and data security- Lacking standards and legal frameworks- Heaviness of European solutions- Difficulty of use- Difficulty of payment
Overcoming barriersThere is a need to develop and agree on a
Risto Kulmala, VTT,Finland
national ITS master plan together will allstakeholders, with specific financial com-mitment from the public sector.Innovations should be actively sought viafocused R&D programmes with sufficient"seed funding". Large-scale test environ-ments and field operational tests in coope-ration with ”brother countries” should beset up to verify benefits, raise awarenessand build markets. There is an imminentneed to renew the transport administra-tions’ planning systems to also enable ITSas a true alternative and to set network ope-rations as the key mission of the transportadministrations.
Society is becoming increasingly networ-ked, where public-private and private-priva-te part-nerships play an essential role. Thepublic sector should develop its purchasingprocesses to promote innovation and busi-ness opportunities, and to provide affor-
Contact: [email protected]
Read more (in Finnish): http://www.vtt.fi/inf/
julkaisut/muut/2008/get_file[1].pdf
dable information infra-structure withlong-term quality guarantee to any ITS ser-vice providers. The public sector shouldalso implement ITS where and when it iseffective and profitable. Currently, thismeans the large scale deployment of inci-dent management, network operation inlarge urban areas, intelligent road usecharging, electronic payment, new publictransport solutions, eLo-gistics, GNSS solu-tions in all modes as well as full utilisationof VTS and train control.
For full utilisation of ITS, MTC and itsadministrations should immediately 1)adapt the me-dium and short term goals ofthe administrations to also consider use ofITS, 2) obtain suffi-cient personnel andexpertise in the domain and agree onshare of work, 3) start up active goal orien-ted national and international coopera-tion, 4) commence actions to deploy the
most effi-cient and effective ITS solutionsand to start up large-scale field operationaltests, 5) main-stream ITS and renew theplanning system for network operation, 6)agree on a national vision programme forITS and get the political and national com-mitment for it, and 7) agree on a nationalITS strategy with the support of theIntelligent Transport Forum.
ReferencesKulmala, Risto (2009). Towards Intelligent Transport -
Case Finland. Paper to be presented at the 16th
ITS World Congress, Stockholm 21–24 September,
2009.
NORDIC NO. 1 2009 | 1716 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
University, science institutions and priva-te companies are participating in “ITS
towards 2020” and are also invited to gene-rate new activities. The budget for “ITStowards 2020” is 2.5 million euros. The pro-ject contents following core activities:• Establishment of a test site• ITS and driver behaviour/HMI• Collecting documentation about and
communicating ITS• Cooperating and interactions
Establishment of a test siteMeasures and solutions to improve trafficsafety, to reduce environmental impactsmade by road transport and to providemore efficient use of the road network willbe in focus. Measures that address the enti-re traffic system, including the road, thevehicle and the road user will be imple-mented.
The project includes the use of a drivingsimulator with simulation models of theroad network in Trondheim and instru-mented vehicles for use in project activitiesand for demonstrations.
The test site developed by “ITS towards2020” is quite unique, based on the mainroad network in the city which offers thepossibility to do tests both in a simulatedroad environment in the driving simulatorand in a real road network environment
“ITS towards 2020” is a project initiated by the Norwegian PublicRoads Administration, Technology Department in Trondheim. Amain objective is to establish a test site for new technology andITS in the city of Trondheim. Two other important objectives areto get knowledge about the HMI (Human Machine Interaction)due to the use of ITS and to search for and communicate know-ledge and effects about ITS.
ITS towards 2020
Anders Godal Holt, NPRA,Norway
Contact: Anders Godal Holt,
equipped with data communication, roadtraffic monitoring etc.
The measures chosen are based on theITS strategy for the NPRA which is closelylinked with “ITS towards 2020”.Amongmore well known measures present in theproject there are queue warning systemand WIM (Weighing In Motion) system.RTTI (Real Time Travel Information)based on Autopass technology (a toll feecollection system) is examples of measurescombining traditional and more experi-mental technology. The most experimentalmeasure is named “Electronic departurewarning system”. This system is based onRFID technology and a pilot was establis-hed in 2008.
The project period is over by 2010, butthe test site will continue as a permanentarena for tests and demonstrations.
ITS and driver behaviour/HMI“ITS towards 2020” has at least two focus onthe topic driver behaviour and HMI. Thefirst one is connecting knowledge frominternational activities and projects by sear-ching for literature and participating at con-ferences. Secondly it is of importance forthe road authorities to build up experiencebased on activities included in the project.
The driving simulator and the simula-tion models of the road network inTrondheim will be an important element.The first step in building up competencewas taken in 2008 by doing a speed alertstudy of test persons using PDA equipped
with speed alert in the driving simulator. In2009 the main activities will be tests focu-sing the measure “Electronic departurewarning system”.
Collecting documentation about andcommunicating ITSA main pillar in the project is to collect andcommunicate information about ITS tomotivate for ITS-measures as an alternativeto more traditional measures. It is of grea-test interest that decision makers and plan-ners learn about the potential of using ITSas alternatives to more traditional and phy-sical measures.
The test site in Trondheim is geographi-cally quite compact and suitable for excur-sions combined with conferences, meetings,visits etc. In this way one can learn boththeoretically and a practically about ITS.
Cooperation and interactionCooperation and interaction with botheducation and science institutions and pri-vate companies is of great importance in“ITS towards 2020”. Measures and infra-structure financed by one part should be atdisposal for use for others to create syner-gies. Individual budgets for single activitiescould be quite moderate but together withother activities the total result could be“respectable”.
Examples of activities with the potentialto create synergies:
Infrastructure for wireless communication inTrondheim: The Norwegian University of
Technology and Science in Trondheim isestablishing a laboratory along some partsof the road network. These roads are equip-ped with infrastructure for wireless commu-nication. The activity focuses on researchand development and is named “WirelessTrondheim“ (www.wirelesstrondheim.no).
CVIS, Cooperative Vehicle-InfrastructureSystems: QFree ASA, a Trondheim basedcompany is central positioned in a majorEuropean research and development pro-ject named CVIS. CVIS is aiming to design,develop and test technology needed to allowcars to communicate with each other and
with the nearby roadside infrastructure. In“ITS towards 2020” together with “WirelessTrondheim” it is possible to do some preli-minary tests and activities based on the CVISconcept (www.cvisproject.org).
Smartfreight: “ITS towards 2020”/NPRA,is a partner in Smartfreight, a Europeanresearch and development project. Theresearch organisation SINTEF is managingthe project. The main aim of Smartfreightis to specify, implement and evaluateInformation and CommunicationTechnology (ICT) solutions which integra-te urban traffic management systems with
the management of freight and logistics inurban areas (www.smartfreight.info).
Wisecar, Intelligent driver support systems:SINTEF is managing this project funded bythe Norwegian Research Council. “ITStowards 2020”/NPRA is a project partnertogether with several companies in theTrondheim region. Wisecar develops intel-ligent driving support systems for impro-ved safety and efficiency in transport.
A street in the city centre modelledin the driving simulator.
A street in Trondheim included in the test site.
PHO
TO:
NPR
A
PHO
TO:
NPR
A
Wireless communication in Trondheim.
ILLU
STR
ATIO
N B
Y N
TNU
NORDIC NO. 1 2009 | 1716 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
University, science institutions and priva-te companies are participating in “ITS
towards 2020” and are also invited to gene-rate new activities. The budget for “ITStowards 2020” is 2.5 million euros. The pro-ject contents following core activities:• Establishment of a test site• ITS and driver behaviour/HMI• Collecting documentation about and
communicating ITS• Cooperating and interactions
Establishment of a test siteMeasures and solutions to improve trafficsafety, to reduce environmental impactsmade by road transport and to providemore efficient use of the road network willbe in focus. Measures that address the enti-re traffic system, including the road, thevehicle and the road user will be imple-mented.
The project includes the use of a drivingsimulator with simulation models of theroad network in Trondheim and instru-mented vehicles for use in project activitiesand for demonstrations.
The test site developed by “ITS towards2020” is quite unique, based on the mainroad network in the city which offers thepossibility to do tests both in a simulatedroad environment in the driving simulatorand in a real road network environment
“ITS towards 2020” is a project initiated by the Norwegian PublicRoads Administration, Technology Department in Trondheim. Amain objective is to establish a test site for new technology andITS in the city of Trondheim. Two other important objectives areto get knowledge about the HMI (Human Machine Interaction)due to the use of ITS and to search for and communicate know-ledge and effects about ITS.
ITS towards 2020
Anders Godal Holt, NPRA,Norway
Contact: Anders Godal Holt,
equipped with data communication, roadtraffic monitoring etc.
The measures chosen are based on theITS strategy for the NPRA which is closelylinked with “ITS towards 2020”.Amongmore well known measures present in theproject there are queue warning systemand WIM (Weighing In Motion) system.RTTI (Real Time Travel Information)based on Autopass technology (a toll feecollection system) is examples of measurescombining traditional and more experi-mental technology. The most experimentalmeasure is named “Electronic departurewarning system”. This system is based onRFID technology and a pilot was establis-hed in 2008.
The project period is over by 2010, butthe test site will continue as a permanentarena for tests and demonstrations.
ITS and driver behaviour/HMI“ITS towards 2020” has at least two focus onthe topic driver behaviour and HMI. Thefirst one is connecting knowledge frominternational activities and projects by sear-ching for literature and participating at con-ferences. Secondly it is of importance forthe road authorities to build up experiencebased on activities included in the project.
The driving simulator and the simula-tion models of the road network inTrondheim will be an important element.The first step in building up competencewas taken in 2008 by doing a speed alertstudy of test persons using PDA equipped
with speed alert in the driving simulator. In2009 the main activities will be tests focu-sing the measure “Electronic departurewarning system”.
Collecting documentation about andcommunicating ITSA main pillar in the project is to collect andcommunicate information about ITS tomotivate for ITS-measures as an alternativeto more traditional measures. It is of grea-test interest that decision makers and plan-ners learn about the potential of using ITSas alternatives to more traditional and phy-sical measures.
The test site in Trondheim is geographi-cally quite compact and suitable for excur-sions combined with conferences, meetings,visits etc. In this way one can learn boththeoretically and a practically about ITS.
Cooperation and interactionCooperation and interaction with botheducation and science institutions and pri-vate companies is of great importance in“ITS towards 2020”. Measures and infra-structure financed by one part should be atdisposal for use for others to create syner-gies. Individual budgets for single activitiescould be quite moderate but together withother activities the total result could be“respectable”.
Examples of activities with the potentialto create synergies:
Infrastructure for wireless communication inTrondheim: The Norwegian University of
Technology and Science in Trondheim isestablishing a laboratory along some partsof the road network. These roads are equip-ped with infrastructure for wireless commu-nication. The activity focuses on researchand development and is named “WirelessTrondheim“ (www.wirelesstrondheim.no).
CVIS, Cooperative Vehicle-InfrastructureSystems: QFree ASA, a Trondheim basedcompany is central positioned in a majorEuropean research and development pro-ject named CVIS. CVIS is aiming to design,develop and test technology needed to allowcars to communicate with each other and
with the nearby roadside infrastructure. In“ITS towards 2020” together with “WirelessTrondheim” it is possible to do some preli-minary tests and activities based on the CVISconcept (www.cvisproject.org).
Smartfreight: “ITS towards 2020”/NPRA,is a partner in Smartfreight, a Europeanresearch and development project. Theresearch organisation SINTEF is managingthe project. The main aim of Smartfreightis to specify, implement and evaluateInformation and CommunicationTechnology (ICT) solutions which integra-te urban traffic management systems with
the management of freight and logistics inurban areas (www.smartfreight.info).
Wisecar, Intelligent driver support systems:SINTEF is managing this project funded bythe Norwegian Research Council. “ITStowards 2020”/NPRA is a project partnertogether with several companies in theTrondheim region. Wisecar develops intel-ligent driving support systems for impro-ved safety and efficiency in transport.
A street in the city centre modelledin the driving simulator.
A street in Trondheim included in the test site.PH
OTO
: N
PRA
PHO
TO:
NPR
A
Wireless communication in Trondheim.
ILLU
STR
ATIO
N B
Y N
TNU
NORDIC NO. 1 2009 | 1918 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
The Research and Development Project:
Spontaneous Rideshare
In the earlier days of motorization, people were passengersbecause the vehicles were few and the public transport inade-quate. Today nearly all drive alone in their private cars, even ade-quate public transport service exists. In the larger cities we seethat nearly all traffic capacity is in use especially during the rushhours. The only place where we now have ample space is in theprivate cars–roughly four seats per car! We should use this sparecapacity to solve the rush hour problems.
Arild O. Eggen, NPRA,Norway
Contact: Arild O. Eggen, [email protected]
In Norway long time has passed since theauthorities constructed road capacity in
response to demand. There is no indica-tion that the trend will change. The cityareas are also developing in a public trans-port “unfriendly” direction - living and wor-king areas are still spreading in an ineffici-ent way for transport. Population increaseis higher in the surrounding areas than inthe central city. The public transport sys-tem is adding in a negative sense to keep itsmarket share (modal split is moving in thewrong direction).
We expect that each one of us is notgoing to walk more in the future, or cyclemany more trips, and at the same time itwill prove very costly to expand conventio-nal public transport to take a higher shareof the total transport, with an increasingpopulation outside of the central city areas.We have in theory, three other possibilities
to avoid large environment and congestionproblems:A. Considerable strengthening the expan-
sion of the transport network, i.e. roadsand/or public transport
B. Considerable increase in the cost ofusing the transport system, so that peop-le will travel less due to economic reasons
C. Develop systems that lead us to share carrides and as such improve the utilizationof the present transport capacity.It is in this respect interesting to see that
by expanding the use of the private carwith 0.2 (17%) passengers in the presentday Bergen-private car, i.e. from 1.17 to1.37, the resulting increase in transportcapacity, is as large as the present totalpublic transport system in Bergen. Talkingabout the potential and a 5 seated privatecar can still accommodate an extra 3.63passengers.
These considerations made the manda-te for the research and development pro-ject “Spontaneous Ridesharing”, initiated,funded and carried out by the Norwegian
Public Roads Administration.The idea of this project was presented
in 2002 and with the following basis: Is itpossible to connect a driver and a potenti-al passenger by mobile phone and GPSpositioning system - spontaneously. Thepassenger is also a driver but has lefthis/her car in the garage. The aim of theproject is to get one of the two (or three,..)drivers to park the car at home, use theRideshare system to get to work or otheractivities. It is obvious that the system“knows” that the two are going in the samedirection. The idea is further to create a setof positive incentives for the participants sothat Spontaneous Rideshare will developinto an important part of the public trans-port system in the future. Especially in thecity areas where the total transport capacityis a limiting factor for new traffic.Incentives may be: free passage of the tollsystem, free and convenient parking, use ofbus lane, taxation benefits - and also thegood feeling from the participants thatthey are making their contribution to ease
the traffic congestion and the negativeimpact from traffic on the environment.
The research and development projectSpontaneous Rideshare got off in 2006,and delivered its report late 2008. The pro-ject is clear about and know it is working ona long term basis. It will take some yearsbefore the full potential of spontaneousrideshare is reached. It is an important sideeffect that the cost of this service is verylow, even when you include reduced inco-me from tolling and parking, in compari-son to other measures to increase the trans-port capacity. Effects on the environmentare indeed positive.
PHO
TO:
PHO
TOS
.CO
M
PHOTO: PHOTOS.COM
NORDIC NO. 1 2009 | 1918 | NORDIC NO. 1 2009 www.nordicroads.com
ITS
The Research and Development Project:
Spontaneous Rideshare
In the earlier days of motorization, people were passengersbecause the vehicles were few and the public transport inade-quate. Today nearly all drive alone in their private cars, even ade-quate public transport service exists. In the larger cities we seethat nearly all traffic capacity is in use especially during the rushhours. The only place where we now have ample space is in theprivate cars–roughly four seats per car! We should use this sparecapacity to solve the rush hour problems.
Arild O. Eggen, NPRA,Norway
Contact: Arild O. Eggen, [email protected]
In Norway long time has passed since theauthorities constructed road capacity in
response to demand. There is no indica-tion that the trend will change. The cityareas are also developing in a public trans-port “unfriendly” direction - living and wor-king areas are still spreading in an ineffici-ent way for transport. Population increaseis higher in the surrounding areas than inthe central city. The public transport sys-tem is adding in a negative sense to keep itsmarket share (modal split is moving in thewrong direction).
We expect that each one of us is notgoing to walk more in the future, or cyclemany more trips, and at the same time itwill prove very costly to expand conventio-nal public transport to take a higher shareof the total transport, with an increasingpopulation outside of the central city areas.We have in theory, three other possibilities
to avoid large environment and congestionproblems:A. Considerable strengthening the expan-
sion of the transport network, i.e. roadsand/or public transport
B. Considerable increase in the cost ofusing the transport system, so that peop-le will travel less due to economic reasons
C. Develop systems that lead us to share carrides and as such improve the utilizationof the present transport capacity.It is in this respect interesting to see that
by expanding the use of the private carwith 0.2 (17%) passengers in the presentday Bergen-private car, i.e. from 1.17 to1.37, the resulting increase in transportcapacity, is as large as the present totalpublic transport system in Bergen. Talkingabout the potential and a 5 seated privatecar can still accommodate an extra 3.63passengers.
These considerations made the manda-te for the research and development pro-ject “Spontaneous Ridesharing”, initiated,funded and carried out by the Norwegian
Public Roads Administration.The idea of this project was presented
in 2002 and with the following basis: Is itpossible to connect a driver and a potenti-al passenger by mobile phone and GPSpositioning system - spontaneously. Thepassenger is also a driver but has lefthis/her car in the garage. The aim of theproject is to get one of the two (or three,..)drivers to park the car at home, use theRideshare system to get to work or otheractivities. It is obvious that the system“knows” that the two are going in the samedirection. The idea is further to create a setof positive incentives for the participants sothat Spontaneous Rideshare will developinto an important part of the public trans-port system in the future. Especially in thecity areas where the total transport capacityis a limiting factor for new traffic.Incentives may be: free passage of the tollsystem, free and convenient parking, use ofbus lane, taxation benefits - and also thegood feeling from the participants thatthey are making their contribution to ease
the traffic congestion and the negativeimpact from traffic on the environment.
The research and development projectSpontaneous Rideshare got off in 2006,and delivered its report late 2008. The pro-ject is clear about and know it is working ona long term basis. It will take some yearsbefore the full potential of spontaneousrideshare is reached. It is an important sideeffect that the cost of this service is verylow, even when you include reduced inco-me from tolling and parking, in compari-son to other measures to increase the trans-port capacity. Effects on the environmentare indeed positive.
PHO
TO:
PHO
TOS
.CO
M
PHOTO: PHOTOS.COM
NORDIC NO. 1 2009 | 2120 | NORDIC NO. 1 2009 www.nordicroads.com
The Attitudes of Young People toAlcohol and Traffic
Drivers in the 18–24 age group figure most prominently inSwedish accident statistics. This is a situation that is about thesame all over Europe. The number of young people who are inju-red in traffic is a serious problem on our roads increases.Alcohol use among young people is also increasing year by year.These problems are well known, but how does one establish con-tact with young people and change their attitudes to alcohol andtraffic?
The aim of the project "Emotion or rea-son" is to devise an effective way of
modifying the attitudes and behaviour ofyoung people regarding alcohol in traffic.An information and training packageabout the consequences of alcohol andtraffic was presented in different ways tofive test groups. Different combinations ofemotional messages and factual informa-tion were given to sixth form studentsduring special topic days and follow-upexercises. The aim was to see what effectsthe programme has on the attitudes andpreconceptions of the young people andon their self-reported behaviour.
– Just now we have only preliminaryresults from one school. Studies of thesehave shown, inter alia, that fewer would tra-vel with someone who was not sober, andthat more would ring their parents insteadof travelling with somebody who had beendrinking, says Gunilla Sörensen from VTI,which is exactly what we wanted to achieve.Even before the age when people can obta-in a driving license there are serious pro-blems in traffic; it is often a matter of care-
less riding on mopeds. The number ofmopeds, and thus accidents, has hugelyincreased in recent years.
– Here also it is a matter of attitudes andrisk taking, says Jessica Berg at VTI who hasstudied the problems regarding youngsterson mopeds. Our studies show that thosewho own or have ridden souped-upmopeds are more inclined to take risksthan others. They ride at higher speedsand have a longer history of traffic regula-tion infringements, continues Jessica Berg.We find that it has a lot to do with the atti-tudes of parents; many parents are awarethat their children soup up their mopedsand there is high acceptance of modifica-tions and high speeds.
– I wish we could raise the age formopeds from 15 to 16, and also that wecould find good methods for altering theattitudes of youngsters, and adults, andthat we could reduce risk taking in traffic.
Contact: Gunilla Sörensen, VTI,
Jessica Berg, VTI, [email protected]
New book, a result of European co-operation
A book covering almost any aspect of water in road structures isnow ready for purchase. It passes on European knowledge onimproving highway performance and minimising leaching of con-taminants from roads and traffic.
“Water in Road Structures” is thetitle of a book recently published
by Springer Science. The book is the outcome of a research
project - named WATMOVE - under theCOST-programme (European Co-Operation in the field of Scientific andTechnical Research). Over a period of 3_years, experts from 18 European countriesshared their knowledge, research andexperience, and structured everything intoa book that contains chapters on boththeory and practical aspects with recom-mendations for specifiers and practicingdesign and maintenance engineers.
The book is well timed, as climatic chan-ges put pressure on finding solutions to leadwater quickly away from the road. Rain fallsmore intensely in northern Europe than itused to. Heavy rain usually has a negativeinfluence on the durability of the road struc-ture, so it is important to know what are theeffects of that water and what can be doneto modify the behaviour of the road so as toresist any deterioration. The book providesinformation that leads to a better under-standing of the issues of water in and onroads, and gives examples of solutions.
Contents of the bookThe book aims at covering all aspects ofwater and water movement in roads andtheir immediate surroundings. It looks atthe effects of moisture on performance,how water moves in the pavement and itssurroundings, how it can be measured and
controlled, sub-pavement drainage designand the environmental issues associatedwith the protection of ground and surfacewater due to seepage of water from run-offor from leaching construction material.
The Nordic countries have been stronglyrepresented in the WATMOVE project. Thisshows in the book, where special northernclimatic challenges such as frost heave andspring thaw are dealt with thoroughly.
Nordic representatives in the projectWATMOVE was chaired very dynamicallyby Andrew Dawsonfrom University ofNottingham, UK,who also put a hugeeffort into editingthe book. The strongNordic flavour is theresult of the inputof the members lis-ted in the box.
Magdalena GreenVTI, Sweden
Susanne Baltzer, DRD,Denmark
Contact: Susanne Baltzer, [email protected].
Read more: www.watmove.org
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WATMOVE Representatives from NordicCountries:Jostein Aksnes, Norwegian Road Administration
Torleif Bækken, Norwegian Institute for Water
Research
Susanne Baltzer, Danish Road Institute,
Gunnar Bjarnason, Icelandic Road Administration
Sigurdur Erlingsson, University of Iceland
Lennart Folkeson, Swedish National Road and
Transport Research Institute
Åke Hermansson, Swedish National Road and
Transport Research Institute
Rainer Laaksonen, Technical Research Centre of
Finland
Michael Larsen, Danish Road Institute
Antero, Nousiainen, Destia Ltd, Finland
NORDIC NO. 1 2009 | 2120 | NORDIC NO. 1 2009 www.nordicroads.com
The Attitudes of Young People toAlcohol and Traffic
Drivers in the 18–24 age group figure most prominently inSwedish accident statistics. This is a situation that is about thesame all over Europe. The number of young people who are inju-red in traffic is a serious problem on our roads increases.Alcohol use among young people is also increasing year by year.These problems are well known, but how does one establish con-tact with young people and change their attitudes to alcohol andtraffic?
The aim of the project "Emotion or rea-son" is to devise an effective way of
modifying the attitudes and behaviour ofyoung people regarding alcohol in traffic.An information and training packageabout the consequences of alcohol andtraffic was presented in different ways tofive test groups. Different combinations ofemotional messages and factual informa-tion were given to sixth form studentsduring special topic days and follow-upexercises. The aim was to see what effectsthe programme has on the attitudes andpreconceptions of the young people andon their self-reported behaviour.
– Just now we have only preliminaryresults from one school. Studies of thesehave shown, inter alia, that fewer would tra-vel with someone who was not sober, andthat more would ring their parents insteadof travelling with somebody who had beendrinking, says Gunilla Sörensen from VTI,which is exactly what we wanted to achieve.Even before the age when people can obta-in a driving license there are serious pro-blems in traffic; it is often a matter of care-
less riding on mopeds. The number ofmopeds, and thus accidents, has hugelyincreased in recent years.
– Here also it is a matter of attitudes andrisk taking, says Jessica Berg at VTI who hasstudied the problems regarding youngsterson mopeds. Our studies show that thosewho own or have ridden souped-upmopeds are more inclined to take risksthan others. They ride at higher speedsand have a longer history of traffic regula-tion infringements, continues Jessica Berg.We find that it has a lot to do with the atti-tudes of parents; many parents are awarethat their children soup up their mopedsand there is high acceptance of modifica-tions and high speeds.
– I wish we could raise the age formopeds from 15 to 16, and also that wecould find good methods for altering theattitudes of youngsters, and adults, andthat we could reduce risk taking in traffic.
Contact: Gunilla Sörensen, VTI,
Jessica Berg, VTI, [email protected]
New book, a result of European co-operation
A book covering almost any aspect of water in road structures isnow ready for purchase. It passes on European knowledge onimproving highway performance and minimising leaching of con-taminants from roads and traffic.
“Water in Road Structures” is thetitle of a book recently published
by Springer Science. The book is the outcome of a research
project - named WATMOVE - under theCOST-programme (European Co-Operation in the field of Scientific andTechnical Research). Over a period of 3_years, experts from 18 European countriesshared their knowledge, research andexperience, and structured everything intoa book that contains chapters on boththeory and practical aspects with recom-mendations for specifiers and practicingdesign and maintenance engineers.
The book is well timed, as climatic chan-ges put pressure on finding solutions to leadwater quickly away from the road. Rain fallsmore intensely in northern Europe than itused to. Heavy rain usually has a negativeinfluence on the durability of the road struc-ture, so it is important to know what are theeffects of that water and what can be doneto modify the behaviour of the road so as toresist any deterioration. The book providesinformation that leads to a better under-standing of the issues of water in and onroads, and gives examples of solutions.
Contents of the bookThe book aims at covering all aspects ofwater and water movement in roads andtheir immediate surroundings. It looks atthe effects of moisture on performance,how water moves in the pavement and itssurroundings, how it can be measured and
controlled, sub-pavement drainage designand the environmental issues associatedwith the protection of ground and surfacewater due to seepage of water from run-offor from leaching construction material.
The Nordic countries have been stronglyrepresented in the WATMOVE project. Thisshows in the book, where special northernclimatic challenges such as frost heave andspring thaw are dealt with thoroughly.
Nordic representatives in the projectWATMOVE was chaired very dynamicallyby Andrew Dawsonfrom University ofNottingham, UK,who also put a hugeeffort into editingthe book. The strongNordic flavour is theresult of the inputof the members lis-ted in the box.
Magdalena GreenVTI, Sweden
Susanne Baltzer, DRD,Denmark
Contact: Susanne Baltzer, [email protected].
Read more: www.watmove.org
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WATMOVE Representatives from NordicCountries:Jostein Aksnes, Norwegian Road Administration
Torleif Bækken, Norwegian Institute for Water
Research
Susanne Baltzer, Danish Road Institute,
Gunnar Bjarnason, Icelandic Road Administration
Sigurdur Erlingsson, University of Iceland
Lennart Folkeson, Swedish National Road and
Transport Research Institute
Åke Hermansson, Swedish National Road and
Transport Research Institute
Rainer Laaksonen, Technical Research Centre of
Finland
Michael Larsen, Danish Road Institute
Antero, Nousiainen, Destia Ltd, Finland
NORDIC NO. 1 2009 | 2322 | NORDIC NO. 1 2009 www.nordicroads.com
The purpose of the project Development of expertise for road main-tenance is to raise professional skills and the status of road main-tenance in the Norwegian Public Roads Administration and in theindustry as a whole. The project includes establishment of futuresystems and routines for enhancement of professional skills.
ERA-NET ROAD embraces a number of European countries underthe slogan "road authorities getting to grips with climate change".VTI is participating in ERA-NET ROAD with the project SWAMP,Storm Water Prevention – Methods to predict damage from thewater stream in and near road pavements in lowland areas.
Norwegian Public Roads Administration(NPRA) fears a loss of professional
skills from the agency as well as from otherparts of the industry, for various reasons:• The NPRA lost a significant amount of
competence related to road maintenan-ce following the separation of the pro-duction section (now Mesta) from theagency in 2003.
• As a consequence of the introduction ofcompetitive tendering for road mainte-nance from 2003 onwards, the NPRA’smain focus has changed from professio-nal issues to contractual obligations.
• A large number of staff in pre-retire-ment age implies that a significant lossof experience-based skills will follow inthe years to come.Experience from Sweden and Norway
indicates that the construction industryneeds stimulation as an inducement toundertake research and developmentefforts that do not result in immediate pro-fits or competitive advantages.
An old road network with neglectedmaintenance and increasing traffic loads, incombination with rising demands fromsociety, represents challenges for the NPRA
that call for a high level of professional skills.
Focus areasThe project is divided into four focus areas.Separate project groups have been establis-hed for each of these.
• Visibility: The purpose is to enhance the status of,and interest in, road maintenance as aprofessional field, and to improve recru-itment.
• Training: Improved training aims to enhanceskills at all levels among actors who areengaged in road maintenance.
• Specialization, research and develop-ment:The purpose is to recruit more speci-alists and PhD graduates, aiming toincrease the pace of development of theprofessional field and to strengthenfuture research and development(R&D) and education. The project willfocus on new technology and future-ori-ented R&D, and on introducing R&D asan element in contracts for road mainte-nance.
• Transfer of experience:The purpose is to collect, systematizeand disseminate experience-based skillsfrom experienced staff to new colleagu-
es, as well as among various industryactors, so they may mutually benefitfrom each other.
Progress and organizationDevelopment of expertise for road mainte-nance is a four-year research and develop-ment project, which will be undertaken incooperation with construction enterprises,suppliers, consultants, R&D institutionsand seats of learning, as well as other insti-tutions with road-related responsibilities,especially municipalities.
The project was initiated in 2007. Its ini-tial phase included surveying and plan-ning, where the project content was discus-sed at seminars and in meetings with theindustry. Specific plans for further under-takings will be elaborated by the projectgroups during 2008. The groups are com-posed of representatives for the NPRA andvarious parts of the industry.
An advisory board with a broad repre-sentation has been established to provideadvice and input to the project work. Theproject is organizationally located in theTechnology Department of the NPRA.
Øysten Larsen, NPRA, Norway
Tarja Magnusson, VTI, Sweden
Development of Expertise for Road Maintenance
Contact: Project manager, Øystein Larsen,
Contact: Fredrik Hellman, VTI,
Read more about ERA-NET: www.road-era.net
The aim of the project is to study draina-ge and drainage systems on or near
roads in lowland areas, chiefly in TheNetherlands, Denmark, Norway, Irelandand Sweden. The project is to produce twoguidelines: first of all, on a general level,places are to be identified where floodingoften occurs, with disruption to existinginfrastructure of great importance, andwhich can be maintained within theexisting limited economic resources. In thesecond place, the project group will,through a questionnaire survey and inter-
views, collect information on what guideli-nes there are available in each country orregion, what the drainage systems are like,how they are maintained, and so on.Attempts will also be made to find outmore about the places where flooding hasoccurred and how these have been dealtwith. What is of particular interest is to findwhether it has been possible to identify themain cause of the problems (under-dimen-sioned drainage ponds, road culverts, lackof proper maintenance or similar), whet-her, if this is the case, anything has beendone to prevent a recurrence, and whataction has been taken in such a case.• The first part of the project is to result in
a method for identifying "blue spots",i.e. the places where most problems willoccur in conjunction with heavy, extre-me, rainfall, says Klas Hansson who isone of the researchers from VTI who isengaged in Swamp.
• The results of the second part will be astep by step guidance for inspection,maintenance, reinstatement and pos-sibly upgrading of the drainage systemsat the places identified as "blue spots".
Europa Project to Reduce Damage toRoads by Storm Water
PHOTO: PHOTOS.COM
PHOTO: PHOTOS.COM
NORDIC NO. 1 2009 | 2322 | NORDIC NO. 1 2009 www.nordicroads.com
The purpose of the project Development of expertise for road main-tenance is to raise professional skills and the status of road main-tenance in the Norwegian Public Roads Administration and in theindustry as a whole. The project includes establishment of futuresystems and routines for enhancement of professional skills.
ERA-NET ROAD embraces a number of European countries underthe slogan "road authorities getting to grips with climate change".VTI is participating in ERA-NET ROAD with the project SWAMP,Storm Water Prevention – Methods to predict damage from thewater stream in and near road pavements in lowland areas.
Norwegian Public Roads Administration(NPRA) fears a loss of professional
skills from the agency as well as from otherparts of the industry, for various reasons:• The NPRA lost a significant amount of
competence related to road maintenan-ce following the separation of the pro-duction section (now Mesta) from theagency in 2003.
• As a consequence of the introduction ofcompetitive tendering for road mainte-nance from 2003 onwards, the NPRA’smain focus has changed from professio-nal issues to contractual obligations.
• A large number of staff in pre-retire-ment age implies that a significant lossof experience-based skills will follow inthe years to come.Experience from Sweden and Norway
indicates that the construction industryneeds stimulation as an inducement toundertake research and developmentefforts that do not result in immediate pro-fits or competitive advantages.
An old road network with neglectedmaintenance and increasing traffic loads, incombination with rising demands fromsociety, represents challenges for the NPRA
that call for a high level of professional skills.
Focus areasThe project is divided into four focus areas.Separate project groups have been establis-hed for each of these.
• Visibility: The purpose is to enhance the status of,and interest in, road maintenance as aprofessional field, and to improve recru-itment.
• Training: Improved training aims to enhanceskills at all levels among actors who areengaged in road maintenance.
• Specialization, research and develop-ment:The purpose is to recruit more speci-alists and PhD graduates, aiming toincrease the pace of development of theprofessional field and to strengthenfuture research and development(R&D) and education. The project willfocus on new technology and future-ori-ented R&D, and on introducing R&D asan element in contracts for road mainte-nance.
• Transfer of experience:The purpose is to collect, systematizeand disseminate experience-based skillsfrom experienced staff to new colleagu-
es, as well as among various industryactors, so they may mutually benefitfrom each other.
Progress and organizationDevelopment of expertise for road mainte-nance is a four-year research and develop-ment project, which will be undertaken incooperation with construction enterprises,suppliers, consultants, R&D institutionsand seats of learning, as well as other insti-tutions with road-related responsibilities,especially municipalities.
The project was initiated in 2007. Its ini-tial phase included surveying and plan-ning, where the project content was discus-sed at seminars and in meetings with theindustry. Specific plans for further under-takings will be elaborated by the projectgroups during 2008. The groups are com-posed of representatives for the NPRA andvarious parts of the industry.
An advisory board with a broad repre-sentation has been established to provideadvice and input to the project work. Theproject is organizationally located in theTechnology Department of the NPRA.
Øysten Larsen, NPRA, Norway
Tarja Magnusson, VTI, Sweden
Development of Expertise for Road Maintenance
Contact: Project manager, Øystein Larsen,
Contact: Fredrik Hellman, VTI,
Read more about ERA-NET: www.road-era.net
The aim of the project is to study draina-ge and drainage systems on or near
roads in lowland areas, chiefly in TheNetherlands, Denmark, Norway, Irelandand Sweden. The project is to produce twoguidelines: first of all, on a general level,places are to be identified where floodingoften occurs, with disruption to existinginfrastructure of great importance, andwhich can be maintained within theexisting limited economic resources. In thesecond place, the project group will,through a questionnaire survey and inter-
views, collect information on what guideli-nes there are available in each country orregion, what the drainage systems are like,how they are maintained, and so on.Attempts will also be made to find outmore about the places where flooding hasoccurred and how these have been dealtwith. What is of particular interest is to findwhether it has been possible to identify themain cause of the problems (under-dimen-sioned drainage ponds, road culverts, lackof proper maintenance or similar), whet-her, if this is the case, anything has beendone to prevent a recurrence, and whataction has been taken in such a case.• The first part of the project is to result in
a method for identifying "blue spots",i.e. the places where most problems willoccur in conjunction with heavy, extre-me, rainfall, says Klas Hansson who isone of the researchers from VTI who isengaged in Swamp.
• The results of the second part will be astep by step guidance for inspection,maintenance, reinstatement and pos-sibly upgrading of the drainage systemsat the places identified as "blue spots".
Europa Project to Reduce Damage toRoads by Storm Water
PHOTO: PHOTOS.COM
PHOTO: PHOTOS.COM
24 | NORDIC NO. 1 2009 NORDIC NO. 1 2009 | 25www.nordicroads.com
Competitive Tendering Improves Efficiency
The introduction of competitive tendering in local bus transport inNorway has led to a reduction in both costs and subsidies, withlimited effects on labor income and welfare. The service level ingeneral is not reduced, but a higher priority of patronage in coun-ties using competitive tendering is observed.
The Institute of Transport Economicshas analysed the effects of competitive
tendering and increased operational inde-pendence on public companies in localpublic transport, rail and regional aviation.The main emphasis is on local bus trans-port.
Half of Norwegian counties have madeuse of competitive tendering in local bustransport, in most cases also establishing aprocurement body responsible for plan-ning and marketing, and the use of grosscost contracts.
The increase in administrative costs issmall, and mainly attributable to transfersof administrative costs from the operatorsto authorities. Such an improvement ofcompetencies among public authorities,are likely to lead to improved conditionsfor prioritizing between public transportand other modes. Hence, neither a hypot-hesis that competitive tendering lead toincreased transaction costs that outweigh
savings, nor that it will lead to increasedfragmentation, has support in the case oflocal bus transport.
The driversAs to the effects for bus drivers, no negati-ve effect of competitive tendering on wagescan be observed. One effect is increaseduncertainty about getting a job at the win-ning operator, but empirical research showthat this in most cases is not a problem.
Competitive tendering leads to increa-sed work intensity. Evidence on the effectsof these changes on work absenteeism is,however, scarce and inconclusive. In otherwords, the effects of competitive tenderingon wages and working conditions are mar-ginal, mainly because the use of nationwidecollective agreements is made statutory.Also the centralized tariff structure and ahigh membership rate in the trade unionswork in the same direction.
Improved efficiencyThe general conclusion is that the intro-duction of competitive tendering in localbus transport does not hamper any of the
key goals for public transport. It has impro-ved efficiency and reduced public costs,with limited redistributional side effects.Our main explanation is that these effectsare a result of the traditional Norwegianmodel of employment relations.
Also, when analyzing operative person-nel in other sectors, such as engine drivers,conductors, pilots, stewards/stewardesseson planes, we find little evidence that theirworking conditions have been weakeneddue to increased operational independen-ce or competitive tendering. On the con-trary, for engine drivers, we can observe arelative improvement in wages in the lastdecade, due to a change of tariff agree-ment and not least that more and moreoperators compete for a scarce number ofdrivers.
Regional aviationWhen it comes to effects of competitivetendering in regional aviation, where theymake use of three-year net cost contractsand a high degree of specification of ser-vices, we find that there has been largerproblems establishing a well functioning
competition. Hence, the evidence on redu-ced costs for public authorities areinconclusive, whereas it is clear that the ser-vices in general have been at the least atthe same level as before competitive tende-ring was introduced.
Rail sectorAlso in the rail sector, the level of servicesfor customers has been maintained afterincreased operational independence forNSB and at the Gjøvikbanen, where tende-ring was introduced. As for the develop-ment of costs, evidence is inconclusive.
In this area, however, the report conclu-des that a thorough analysis of the effectsof new regulations and competition in this
Report:“Competition the Norwegian way”. The
effects of public transport tendering on service
levels, costs and working conditions. TØI report
982/2008. Language: Norwegian with english
summary.
Author(s): Frode Longva and Oddgeir Osland, E-
mail: [email protected]
sector should include the general changesin relation between freight and passengertransport, as well as the relation betweeninfrastructure and operations. Such ananalysis should include changes in transac-tion costs in the general system as well aschanged performance in terms of servicesand costs in the rail freight market.
Frode Longva and Oddgeir Osland, TØI, Norway
The general conclusion is that the introduction of competitive tendering in local bus transport does not hamper any of the key goals for public transport.
24 | NORDIC NO. 1 2009 NORDIC NO. 1 2009 | 25www.nordicroads.com
Competitive Tendering Improves Efficiency
The introduction of competitive tendering in local bus transport inNorway has led to a reduction in both costs and subsidies, withlimited effects on labor income and welfare. The service level ingeneral is not reduced, but a higher priority of patronage in coun-ties using competitive tendering is observed.
The Institute of Transport Economicshas analysed the effects of competitive
tendering and increased operational inde-pendence on public companies in localpublic transport, rail and regional aviation.The main emphasis is on local bus trans-port.
Half of Norwegian counties have madeuse of competitive tendering in local bustransport, in most cases also establishing aprocurement body responsible for plan-ning and marketing, and the use of grosscost contracts.
The increase in administrative costs issmall, and mainly attributable to transfersof administrative costs from the operatorsto authorities. Such an improvement ofcompetencies among public authorities,are likely to lead to improved conditionsfor prioritizing between public transportand other modes. Hence, neither a hypot-hesis that competitive tendering lead toincreased transaction costs that outweigh
savings, nor that it will lead to increasedfragmentation, has support in the case oflocal bus transport.
The driversAs to the effects for bus drivers, no negati-ve effect of competitive tendering on wagescan be observed. One effect is increaseduncertainty about getting a job at the win-ning operator, but empirical research showthat this in most cases is not a problem.
Competitive tendering leads to increa-sed work intensity. Evidence on the effectsof these changes on work absenteeism is,however, scarce and inconclusive. In otherwords, the effects of competitive tenderingon wages and working conditions are mar-ginal, mainly because the use of nationwidecollective agreements is made statutory.Also the centralized tariff structure and ahigh membership rate in the trade unionswork in the same direction.
Improved efficiencyThe general conclusion is that the intro-duction of competitive tendering in localbus transport does not hamper any of the
key goals for public transport. It has impro-ved efficiency and reduced public costs,with limited redistributional side effects.Our main explanation is that these effectsare a result of the traditional Norwegianmodel of employment relations.
Also, when analyzing operative person-nel in other sectors, such as engine drivers,conductors, pilots, stewards/stewardesseson planes, we find little evidence that theirworking conditions have been weakeneddue to increased operational independen-ce or competitive tendering. On the con-trary, for engine drivers, we can observe arelative improvement in wages in the lastdecade, due to a change of tariff agree-ment and not least that more and moreoperators compete for a scarce number ofdrivers.
Regional aviationWhen it comes to effects of competitivetendering in regional aviation, where theymake use of three-year net cost contractsand a high degree of specification of ser-vices, we find that there has been largerproblems establishing a well functioning
competition. Hence, the evidence on redu-ced costs for public authorities areinconclusive, whereas it is clear that the ser-vices in general have been at the least atthe same level as before competitive tende-ring was introduced.
Rail sectorAlso in the rail sector, the level of servicesfor customers has been maintained afterincreased operational independence forNSB and at the Gjøvikbanen, where tende-ring was introduced. As for the develop-ment of costs, evidence is inconclusive.
In this area, however, the report conclu-des that a thorough analysis of the effectsof new regulations and competition in this
Report:“Competition the Norwegian way”. The
effects of public transport tendering on service
levels, costs and working conditions. TØI report
982/2008. Language: Norwegian with english
summary.
Author(s): Frode Longva and Oddgeir Osland, E-
mail: [email protected]
sector should include the general changesin relation between freight and passengertransport, as well as the relation betweeninfrastructure and operations. Such ananalysis should include changes in transac-tion costs in the general system as well aschanged performance in terms of servicesand costs in the rail freight market.
Frode Longva and Oddgeir Osland, TØI, Norway
The general conclusion is that the introduction of competitive tendering in local bus transport does not hamper any of the key goals for public transport.
NORDIC NO. 1 2009 | 2726 | NORDIC NO. 1 2009 www.nordicroads.com
The Road Surface Influences Fuel Consumption
The aim of the EU project ECRPD,Integration of the Measurement of
Energy Conservation in Road PavementDesign, Maintenance and Utilisation, is todevelop models and methods for the mini-misation of energy use in road construc-tion, for road surfacings and for traffic.
To estimate the energy use of traffic, weneed data on the influence of the road sur-face on driving resistance. This part of thedriving resistance is called rolling resistan-ce, and it is one part of the ECRPD projectthat VTI is engaged on. The task is to deve-lop a model for the way the state of theroad surface influences rolling resistancefor a normal road vehicle.
Accuracy is essentialThere are many variables that affect rollingresistance, such as speed, macro texture,roughness, wind and temperature. The wayrolling resistance is influenced by these hasbeen studied many times before, but it isdifficult to judge the accuracy of these stu-dies. This is evident from the large varia-tion in effects per change in road surfacethat is found in the literature. VTI has the-refore devoted great attention to accuracy,expecially with regard to road gradient,meteorological conditions and tyre pressu-
The state of the road surface has an effect on the rolling resi-stance of the vehicle, which, in turn, influences fuel consump-tion. This has been known for a long time, but VTI has now beenstudying the models and methods for the measurement and con-trol of this.
re, and is using variables that can be mea-sured.
The literature shows that it is also neces-sary to demonstrate effects that may besmall. This poses stringent demands forgreat accuracy in recording measurementconditions or for modifications to suit dif-ferent conditions.
Tests on roads and by simulation In order to estimate driving resistance, VTIhas carried out coastdown measurements,a method which makes it possible to recorddeceleration over a distance of about 500m. Some of the advantages of this methodare that deceleration gives a true descrip-tion of driving resistance under real condi-tions, costs are relatively low, and uncerta-inties due to the engine and fuel qualityare avoided. For coastdown measurements
three vehicles are used, a car, a light lorryand a heavy lorry.
In the VTI tests, measurements weremade on a total of 34 road sections; the mainvariables were macro texture and surfaceroughness for Swedish conditions. The state ofthe road surface was measured with the VTIRoad Surface Tester which produces severalindexes of importance in addition to surfaceroughness and macro texture.
Computer simulation was also employedin the test. The results from the simula-tions, the influence of surface roughness,were compared with the coastdown measu-rements. The simulations produced consi-derable underestimates, but also high cor-relation with the measured data. Aftercalibration, it should be possible to usesimulation for the description of surfaceroughness effects.
Work in this study is an important con-tribution to a description of the effect ofroad surface on rolling resistance, bothwith regard to method and the resultsobtained. Based on measurement resultsand a survey of the literature, a generalmodel for all vehicle types has been propo-sed. This model has finally been implemen-ted in a computer program for calculatingfuel consumption.
Magdalena GreenVTI, Sweden
Contact: Ulf Hammarström, VTI,
High Accident Risk amongImmigrants in Norway
The Institute of Transport Economicshas studied the accident risk among
non-western immigrants in Norway. Thepurpose of the project has been to increasethe knowledge about accident risk of immi-grants and their relation to traffic safety interms of knowledge, attitudes and behaviour.
Men from the Middle East and Africahave an accidents risk twice as high asNorwegian men. The accidents risk forwomen from the Middle East is twice ashigh as for Norwegian women.
The project was based on three diffe-rent studies that are built upon each other:1) Analysis of accident statistics where thepurpose was to have knowledge about acci-dents risk among car drivers born abroad,2) A focus group interview study with cardrivers born in a non-western country witha Norwegian driver licence, 3) A surveyamong car drivers, both Norwegians andimmigrants from non-western countries.
The survey did not find any simpleexplanations for the differences in acci-dents risk among immigrants from non-western countries and Norwegians, and itdid not reveal any differences in self-repor-ted behaviour. However, the survey didreveal differences in regard to knowledgeand attitudes toward traffic safety issues, as
The accident risk in Norway is twice as high among immigrantsfrom non-western countries as for Norwegians. The accident riskis highest among drivers from the Middle East and Africa.
well as problems in regard to theNorwegian driver licence training amongimmigrants. In sum; the focus groups inter-view and the survey reveals that the chal-lenges in regard to immigrants and trafficsafety is to be found on three dimensions.
The immigrants bring along knowledgeand attitudes from their country of originthat are usually not favourable for safebehaviour in traffic. However, the knowled-ge and attitudes seem to change along withhigher integration, measured as commandof the Norwegian language.
Susanne Nordbakke,TØI, Norway
Contact: Susanne Nordbakke, TØI,
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Accidents risk and traffic safety among immigrants.
TØI-report 988/2008 Authors: Susanne Nordbakke,
Terje Assum
Secondly, coming from another countrywith different driver- and traffic conditionsmakes it difficult to drive in Norway.
Thirdly, the language is a challenge forimmigrants in the Norwegian driver licen-ce education.
NORDIC NO. 1 2009 | 2726 | NORDIC NO. 1 2009 www.nordicroads.com
The Road Surface Influences Fuel Consumption
The aim of the EU project ECRPD,Integration of the Measurement of
Energy Conservation in Road PavementDesign, Maintenance and Utilisation, is todevelop models and methods for the mini-misation of energy use in road construc-tion, for road surfacings and for traffic.
To estimate the energy use of traffic, weneed data on the influence of the road sur-face on driving resistance. This part of thedriving resistance is called rolling resistan-ce, and it is one part of the ECRPD projectthat VTI is engaged on. The task is to deve-lop a model for the way the state of theroad surface influences rolling resistancefor a normal road vehicle.
Accuracy is essentialThere are many variables that affect rollingresistance, such as speed, macro texture,roughness, wind and temperature. The wayrolling resistance is influenced by these hasbeen studied many times before, but it isdifficult to judge the accuracy of these stu-dies. This is evident from the large varia-tion in effects per change in road surfacethat is found in the literature. VTI has the-refore devoted great attention to accuracy,expecially with regard to road gradient,meteorological conditions and tyre pressu-
The state of the road surface has an effect on the rolling resi-stance of the vehicle, which, in turn, influences fuel consump-tion. This has been known for a long time, but VTI has now beenstudying the models and methods for the measurement and con-trol of this.
re, and is using variables that can be mea-sured.
The literature shows that it is also neces-sary to demonstrate effects that may besmall. This poses stringent demands forgreat accuracy in recording measurementconditions or for modifications to suit dif-ferent conditions.
Tests on roads and by simulation In order to estimate driving resistance, VTIhas carried out coastdown measurements,a method which makes it possible to recorddeceleration over a distance of about 500m. Some of the advantages of this methodare that deceleration gives a true descrip-tion of driving resistance under real condi-tions, costs are relatively low, and uncerta-inties due to the engine and fuel qualityare avoided. For coastdown measurements
three vehicles are used, a car, a light lorryand a heavy lorry.
In the VTI tests, measurements weremade on a total of 34 road sections; the mainvariables were macro texture and surfaceroughness for Swedish conditions. The state ofthe road surface was measured with the VTIRoad Surface Tester which produces severalindexes of importance in addition to surfaceroughness and macro texture.
Computer simulation was also employedin the test. The results from the simula-tions, the influence of surface roughness,were compared with the coastdown measu-rements. The simulations produced consi-derable underestimates, but also high cor-relation with the measured data. Aftercalibration, it should be possible to usesimulation for the description of surfaceroughness effects.
Work in this study is an important con-tribution to a description of the effect ofroad surface on rolling resistance, bothwith regard to method and the resultsobtained. Based on measurement resultsand a survey of the literature, a generalmodel for all vehicle types has been propo-sed. This model has finally been implemen-ted in a computer program for calculatingfuel consumption.
Magdalena GreenVTI, Sweden
Contact: Ulf Hammarström, VTI,
High Accident Risk amongImmigrants in Norway
The Institute of Transport Economicshas studied the accident risk among
non-western immigrants in Norway. Thepurpose of the project has been to increasethe knowledge about accident risk of immi-grants and their relation to traffic safety interms of knowledge, attitudes and behaviour.
Men from the Middle East and Africahave an accidents risk twice as high asNorwegian men. The accidents risk forwomen from the Middle East is twice ashigh as for Norwegian women.
The project was based on three diffe-rent studies that are built upon each other:1) Analysis of accident statistics where thepurpose was to have knowledge about acci-dents risk among car drivers born abroad,2) A focus group interview study with cardrivers born in a non-western country witha Norwegian driver licence, 3) A surveyamong car drivers, both Norwegians andimmigrants from non-western countries.
The survey did not find any simpleexplanations for the differences in acci-dents risk among immigrants from non-western countries and Norwegians, and itdid not reveal any differences in self-repor-ted behaviour. However, the survey didreveal differences in regard to knowledgeand attitudes toward traffic safety issues, as
The accident risk in Norway is twice as high among immigrantsfrom non-western countries as for Norwegians. The accident riskis highest among drivers from the Middle East and Africa.
well as problems in regard to theNorwegian driver licence training amongimmigrants. In sum; the focus groups inter-view and the survey reveals that the chal-lenges in regard to immigrants and trafficsafety is to be found on three dimensions.
The immigrants bring along knowledgeand attitudes from their country of originthat are usually not favourable for safebehaviour in traffic. However, the knowled-ge and attitudes seem to change along withhigher integration, measured as commandof the Norwegian language.
Susanne Nordbakke,TØI, Norway
Contact: Susanne Nordbakke, TØI,
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Accidents risk and traffic safety among immigrants.
TØI-report 988/2008 Authors: Susanne Nordbakke,
Terje Assum
Secondly, coming from another countrywith different driver- and traffic conditionsmakes it difficult to drive in Norway.
Thirdly, the language is a challenge forimmigrants in the Norwegian driver licen-ce education.
NORDIC NO. 1 2009 | 2928 | NORDIC NO. 1 2009 www.nordicroads.com
The present models for estimating capa-city and choice of road design and road
equipment described in the existing roaddesign standards include parameters ofroad user behaviour based upon a fictive“standard road user” in the sense of physi-cal and mental ability. The national defini-tion of the “standard road user” is theresult of a “political” decision.
From research we already know a lot ofdifferences in physical and mental capaci-ty/ability among different groups of roadusers. In some cases and in certain trafficenvironments, it might sometimes be rele-vant to take these differences into accountas an integrated part of the models usedfor road design. To be able to do so,existing research based knowledge aboutthe ability differences of the different roaduser groups as elderly and adults, childrenand disabled road users related to differentmodes of transport is being collected.
Walking speed is an example of such aparameter included in the model fordesign of traffic signals at intersections.
The aims of the projectThe project includes three main purposes:• Collection of information on research
based knowledge about physical andmental abilities for different groups ofroad users. The focus should be onelderly people, children and disabledroad users. The collection of informa-tion must be presented as a structuredoverview suitable for practical use rela-ted to road design.
• Development of a new “explainingmodel” for road user behaviour.
• Discover the lack of knowledge and defi-ne the needs for additional research.
The main focus of this project is to collect information on rese-arch based knowledge about physical and mental abilities of roadusers and create a structured overview for practical use in roaddesign and development of Nordic road design standards.
Project program includes six partsPart I: Project Introduction and Preparation
A workshop with participation of practi-tioners and researchers – psychologists andengineers - was held in spring 2005 with thepurpose to discuss the first project specifica-tion, clear up different questions and set upa kind of priority for the work to be done tocreate a consensus among partners.
Part II: Physical abilities, limits and pro-blems among different groups of roadusers
This part of the project includes aninternational literature study with the pur-pose of creating an overview of researchbased knowledge on physical ability factorse.g. reaction time and decision time, essen-tial visual factors, walking speed etc.
Part III: Mental abilities, limits and pro-blems among different groups of roadusers
This part of the project includes aninternational literature study with the pur-pose of creating an overview of researchbased knowledge on the mental/cognitiveability factors e.g. perception of speed, dis-tance and space; information overload anddistraction; divided, selective and switchingattention etc.
Part IV: Explaining model for road userbehaviour
Quite a lot of empiric knowledge uponroad user behaviour related to differenttraffic situations and different lay outs ofroad design is available in internationalresearch references. The huge amount ofinformation is handled in the project partsII and III with the purpose of ending witha summary structured overview for practi-cal use.
The substance in these two parts makesup the basis/foundation for developmentof the “Explaining Model” for road userbehaviour. The model should be a framefor understanding.
The model must include a set up forfundamental ways of thinking and mustdefine/formulate some general principlesfor road user behaviour. Besides, themodel must be easy understandable. Theintention is to create a tool for understan-ding and explaining the problems of roadusers and for specification of good and badsolutions for solving these problems. Thisframe for understanding should be the
Contact: Lene Herrstedt, [email protected]
More information: www.nmfv.dk\vejgeometrigruppen
foundation for explaining the choice ofsolutions.
Part V: Choice and location of road userinformation in different specific traffic envi-ronments
This part includes cases of selected spe-cified traffic environments. Using theresults from part II – IV every case must bedescribed as regards geometric design andtraffic information to different groups ofroad users. Cases include roundabouts,merging lane sections, signalised intersec-tions etc.
Part VI: The needs of additional rese-arch based on discovering knowledge gaps
An integrated activity of working out thepreceding parts of the project will be toidentify knowledge gaps and describe theneeds for additional research activities.
Part II and Part III are a kind of “bottomup” activities where empirical results aresummarised in the form of general conclu-sions while Part IV is more like a “topdown” activity, where some general princip-les for road user behaviour are definedfrom general theories of human behaviour.
Together those three parts make the foun-dation for a user friendly road design. Thesubstance of part V is rooted in a “bottomup” as well as a “top down” perspectivewhich means that it is based on empiricalresults as well as theoretical considerations.
Results so far• The work is carried out by researchers
and engineers from TÖI (N), VTI (S),Trafitec (DK), G. Helmers Consulting(S) and the Nordic Road Directorates inSweden, Norway, Finland and Denmark.So far nine summary reports are avai-lable in Nordic languages which can befound on www.nmfv.dk\vejgeometri-gruppen In 2009 the work will focus on Part IV
and Part V. Summary articles dealing withdifferent topics from the project will bepublished in Nordic Road & TransportResearch during 2009.
Road User Ability and Behaviour – the Basis for a Road User FriendlyRoad DesignInnovation Project Initiated by The Nordic Road Geometric Group
Lene Herrstedt, Denmark
NORDIC NO. 1 2009 | 2928 | NORDIC NO. 1 2009 www.nordicroads.com
The present models for estimating capa-city and choice of road design and road
equipment described in the existing roaddesign standards include parameters ofroad user behaviour based upon a fictive“standard road user” in the sense of physi-cal and mental ability. The national defini-tion of the “standard road user” is theresult of a “political” decision.
From research we already know a lot ofdifferences in physical and mental capaci-ty/ability among different groups of roadusers. In some cases and in certain trafficenvironments, it might sometimes be rele-vant to take these differences into accountas an integrated part of the models usedfor road design. To be able to do so,existing research based knowledge aboutthe ability differences of the different roaduser groups as elderly and adults, childrenand disabled road users related to differentmodes of transport is being collected.
Walking speed is an example of such aparameter included in the model fordesign of traffic signals at intersections.
The aims of the projectThe project includes three main purposes:• Collection of information on research
based knowledge about physical andmental abilities for different groups ofroad users. The focus should be onelderly people, children and disabledroad users. The collection of informa-tion must be presented as a structuredoverview suitable for practical use rela-ted to road design.
• Development of a new “explainingmodel” for road user behaviour.
• Discover the lack of knowledge and defi-ne the needs for additional research.
The main focus of this project is to collect information on rese-arch based knowledge about physical and mental abilities of roadusers and create a structured overview for practical use in roaddesign and development of Nordic road design standards.
Project program includes six partsPart I: Project Introduction and Preparation
A workshop with participation of practi-tioners and researchers – psychologists andengineers - was held in spring 2005 with thepurpose to discuss the first project specifica-tion, clear up different questions and set upa kind of priority for the work to be done tocreate a consensus among partners.
Part II: Physical abilities, limits and pro-blems among different groups of roadusers
This part of the project includes aninternational literature study with the pur-pose of creating an overview of researchbased knowledge on physical ability factorse.g. reaction time and decision time, essen-tial visual factors, walking speed etc.
Part III: Mental abilities, limits and pro-blems among different groups of roadusers
This part of the project includes aninternational literature study with the pur-pose of creating an overview of researchbased knowledge on the mental/cognitiveability factors e.g. perception of speed, dis-tance and space; information overload anddistraction; divided, selective and switchingattention etc.
Part IV: Explaining model for road userbehaviour
Quite a lot of empiric knowledge uponroad user behaviour related to differenttraffic situations and different lay outs ofroad design is available in internationalresearch references. The huge amount ofinformation is handled in the project partsII and III with the purpose of ending witha summary structured overview for practi-cal use.
The substance in these two parts makesup the basis/foundation for developmentof the “Explaining Model” for road userbehaviour. The model should be a framefor understanding.
The model must include a set up forfundamental ways of thinking and mustdefine/formulate some general principlesfor road user behaviour. Besides, themodel must be easy understandable. Theintention is to create a tool for understan-ding and explaining the problems of roadusers and for specification of good and badsolutions for solving these problems. Thisframe for understanding should be the
Contact: Lene Herrstedt, [email protected]
More information: www.nmfv.dk\vejgeometrigruppen
foundation for explaining the choice ofsolutions.
Part V: Choice and location of road userinformation in different specific traffic envi-ronments
This part includes cases of selected spe-cified traffic environments. Using theresults from part II – IV every case must bedescribed as regards geometric design andtraffic information to different groups ofroad users. Cases include roundabouts,merging lane sections, signalised intersec-tions etc.
Part VI: The needs of additional rese-arch based on discovering knowledge gaps
An integrated activity of working out thepreceding parts of the project will be toidentify knowledge gaps and describe theneeds for additional research activities.
Part II and Part III are a kind of “bottomup” activities where empirical results aresummarised in the form of general conclu-sions while Part IV is more like a “topdown” activity, where some general princip-les for road user behaviour are definedfrom general theories of human behaviour.
Together those three parts make the foun-dation for a user friendly road design. Thesubstance of part V is rooted in a “bottomup” as well as a “top down” perspectivewhich means that it is based on empiricalresults as well as theoretical considerations.
Results so far• The work is carried out by researchers
and engineers from TÖI (N), VTI (S),Trafitec (DK), G. Helmers Consulting(S) and the Nordic Road Directorates inSweden, Norway, Finland and Denmark.So far nine summary reports are avai-lable in Nordic languages which can befound on www.nmfv.dk\vejgeometri-gruppen In 2009 the work will focus on Part IV
and Part V. Summary articles dealing withdifferent topics from the project will bepublished in Nordic Road & TransportResearch during 2009.
Road User Ability and Behaviour – the Basis for a Road User FriendlyRoad DesignInnovation Project Initiated by The Nordic Road Geometric Group
Lene Herrstedt, Denmark
NORDIC NO. 1 2009 | 3130 | NORDIC NO. 1 2009 www.nordicroads.com
PUBLICATIONS
Ten leading measures were chosen forimplementation:1. Constant competitiveness of public
transport 2. Better standard of service of public
transport in towns 3. Basic public transport services for rural
areas4. Compatible travel cards 5. Passenger information service 6. Fluent and precise public transport ser-
vice7. Easy access to long-distance public
transport 8. Public transport zones into land use
planning9. Marketing of public transport 10. Getting around on bicycles, on foot and
on public transport.The role of government in implementa-
tion and financing is significant, but thecontribution of municipalities, transportcompanies and other public transportorganisations at least in implementation isequally important.
As a result of these measures, passengerswill receive improved public transport ser-vices in both urban and long-distance traffic.In rural areas and small towns, people wit-hout cars will receive an adequate publictransport service for everyday mobility. Thecompetitiveness of public transport compa-red over the use of private cars can be impro-ved through the combined effect of all themeasures listed above. This would bringabout a decrease in the kilometrage of carsand in greenhouse gas emissions from traffic,and a growth in numbers of passengers onpublic transport of some 20 million a year.
Evaluation of local ITS solutionsin urban areas
Title: Evaluation of local ITS solutions in urban
areas
Series: VTI rapport 646
Author: Anna Anund, Christer Ahlström, Sverker
Almqvist and Mohammad-Reza Yahya
Language: Swedish with English summery
Available at: www.nordicroads.com/publications
Name: Evaluation of local ITS
This study investigates the acceptance andeffect of variable message signs (VMS).Two different systems was evaluated; onewhere a speed limit sign was combined witha message to slow down and another wherea speed limit sign was combined with flas-hing lights. Both VMS were activated (litup) if the passing vehicle was driving toofast as it approached the speed limit sign.The technical solution behind was radar.The aim of the study was to evaluate if theusing a variable speed limit sign gave rise tolower speeds, the same approach was usedin order evaluate the effect of an additionalmessage system or flashing lights.
The investigation was conducted in twoSwedish villages, Grästorp and Färgelanda,at road sections where the speed limit wasmomentarily reduced to 50 km/h. In bothlocations, the use of a variable speed limitsign resulted in speed reduction (meanand 85 percentiles) amongst the drivers.This means that the majority of the drivers,including those that drove much too fast,reduced their speed owing to the VMS.However, no further speed reductions were
found when combining the variable speedlimit signs with either a messaging systemor flashing lights.
Interviews with the drivers revealed thatthey believed that both VMS systems wouldincrease traffic safety by reducing the spe-eds. They also stated that variable speedlimit sign was enough to increase their awa-reness of the current speed limit and thatno additional messaging systems or theblinking lights was necessary.
Based on the results of this report, werecommend variable speed limit signs to beused in certain exposed locations.However, an additional system to attractthe drivers attention is not supported sinceany further reduction in speed was seen.
Better everyday mobility throughimproved public transport – thePublic Transport Action Plan2009–2015
Title: Better everyday mobility through improved
public transport – the Public Transport Action Plan
2009–2015
Authors: Marja Rosenberg, Virpi Britschgi, Anu
Tuominen, Henriika Weiste, Riikka Kallio, Riikka
Rantalainen, Mette Granberg, Heikki Metsäranta
Series: Publications of the Ministry of Transport
and Communications
Language: Finnish with English abstract
Available at: www.nordicroads.com/publications
Name: Improved public transport
The Public Transport Action Plan 2009–2015 includes short and medium-term mea-sures to increase the status of public trans-port policy in Finland. The measures wereformulated for rural areas, towns and forlong-distance transport. The public trans-port image, marketing, and development ofticket and information systems were exami-ned as a service entity. The influence of landuse and planning on public transportdemand was also considered important.Bicycle and pedestrian traffic was discussedto such an extent that one of the measuressuggested is the implementation of a similaraction plan for pedestrians and cyclists.
Traffic noise measurements inMalmö – Results from 1st and 2nd
year
Title: Traffic noise measurements in Malmö –
Results from 1st and 2nd year
Author: Bent Andersen and Hans Bendtsen
Language: English
Available at: www.nordicroads.com/publications
Name: Traffic noise in Malmö
On a small road in the suburbs of Malmö,Sweden, two old wearing courses of denseasphalt concrete with 11 and 16 mm max-imum aggregate size were substituted by twonew stone mastic asphalt wearing courses –one with 11 mm maximum aggregate size asa reference surface, the other with 8 mmmaximum aggregate size being optimizedfor noise reduction. Statistical pass-by noisemeasurements were carried out before re-building the road, one month after repaving,and again one year later. Only results for cars(at 50 km/h and 20 °C) were evaluated.
The initial noise reduction of the opti-mized SMA 8 wearing course was verygood, being almost 7 dB compared to theold 16 mm wearing course, and 3.3 dBcompared to the new reference SMA 11.Frequency bands above 1 kHz were redu-ced 2 - 3 dB indicating that the surface wasopen textured (reducing aerodynamic “air-pumping” noise). Also frequency bandsbelow 1 kHz were reduced indicating thatthe surface was even (reducing vibrationnoise). However, after one year (one winterwith traffic using studded tyres) this noisereduction has more or less vanished. Thedifference between the noise levels at thetwo new SMA surfaces was reduced to 0.5
dB. This noise level is almost identical tothe noise level from the old dense asphaltconcrete with 11 mm maximum aggregatesize. A small reduction was still seenaround 1 kHz for the SMA 8 surface com-pared to SMA 11, presumably due to thesmaller maximum aggregate size.
Thin asphalt layers for highways optimised for low tyre/road noise
Title: Thin Asphalt Layers for Highways
Author: Bent Andersen and Hans Bendtsen
Language: English
Available at: www.nordicroads.com/publications
Name: Thin asphalt
The Danish Road Directorate/Danish RoadInstitute (DRI) has been cooperating withthe Dutch Road and Hydraulic EngineeringInstitute (DWW) in the DRI-DWW noise aba-tement programme as a part of the DutchIPG programme. Focussing on highwayapplication thin asphalt surface layers havebeen optimised for low tyre/road noise andfollowed over a couple of years. Two test siteshave been established: a heavily traffickedmotorway near Copenhagen (M10) where 6different thin layers were constructed in2004, and a highway near Herning (M64)where 11 test sections were constructed in2006. The purpose of the experiments was todocument the noise at each test surface andto examine possible ageing effects on thenoise reduction. The noise measurementshave been supplemented by measurementsof surface profiles as well as friction. Noisemeasurements were carried out both as sta-tistical pass-by measurements (SPB) and asclose proximity (near field) measurements(CPX) according to ISO 11819. At both testsites a reference surface of the same age andtraffic load was constructed as a denseasphalt concrete surface with 11 mm max-imum aggregate size. At the first test site aninitial range of variation of SPB noise resultswas almost 3 dB between the quietest andthe noisiest pavement for passenger cars. Fortrucks a range of variation from 2 - 2.5 dBwas found. During the first 2 years the noise
levels increased slightly, and the noise reduc-tion decreased to 0 - 1 dB for cars, but wasunchanged for trucks. At the second test site(M64) the initial noise reduction was 1 - 2 dBbetter than at M10. The most promising con-cepts for low noise thin asphalts layers seemto be open graded asphalt concrete (AC 6o/ AC 8o), optimized stone mastic asphalt(SMA 6+ / SMA 8), but also thin semiporous asphalt layers (BBTM 6 Cl.2) may bedeveloped further. The changes of the noiselevels have been compared to changes in sur-face texture (including texture spectra) butthis comparison did not show any systematicrelationship. The friction was for all testpavements with maximum aggregate size 6 -8 mm better than the friction for the refe-rence DAC 11 pavement.
Light pavement surfaces in tunnels – reduction of energy
Title: Light pavement surfaces in tunnels – reduc-
tion of energy
Author: Bjarne Schmidt and Kåre Ulrich Hansen
Language: Danish
Available at: www.nordicroads.com/publications
Name: Light pavement
The Danish Road Institute has togetherwith A/S Øresund performed a literaturesurvey on the use of light pavement typesin tunnels in order to save on the energyconsumption from illumination of tunnels.The highlighted result of the literature sur-vey is given in this report. The aim of theliterature survey is also a pre-study to inve-stigate the potential of carrying out asecond phase including tests of differentpavement types to quantify the potential ofreducing the energy consumption in tun-nels by use of lighter pavement surfaces.
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NORDIC NO. 1 2009 | 3130 | NORDIC NO. 1 2009 www.nordicroads.com
PUBLICATIONS
Ten leading measures were chosen forimplementation:1. Constant competitiveness of public
transport 2. Better standard of service of public
transport in towns 3. Basic public transport services for rural
areas4. Compatible travel cards 5. Passenger information service 6. Fluent and precise public transport ser-
vice7. Easy access to long-distance public
transport 8. Public transport zones into land use
planning9. Marketing of public transport 10. Getting around on bicycles, on foot and
on public transport.The role of government in implementa-
tion and financing is significant, but thecontribution of municipalities, transportcompanies and other public transportorganisations at least in implementation isequally important.
As a result of these measures, passengerswill receive improved public transport ser-vices in both urban and long-distance traffic.In rural areas and small towns, people wit-hout cars will receive an adequate publictransport service for everyday mobility. Thecompetitiveness of public transport compa-red over the use of private cars can be impro-ved through the combined effect of all themeasures listed above. This would bringabout a decrease in the kilometrage of carsand in greenhouse gas emissions from traffic,and a growth in numbers of passengers onpublic transport of some 20 million a year.
Evaluation of local ITS solutionsin urban areas
Title: Evaluation of local ITS solutions in urban
areas
Series: VTI rapport 646
Author: Anna Anund, Christer Ahlström, Sverker
Almqvist and Mohammad-Reza Yahya
Language: Swedish with English summery
Available at: www.nordicroads.com/publications
Name: Evaluation of local ITS
This study investigates the acceptance andeffect of variable message signs (VMS).Two different systems was evaluated; onewhere a speed limit sign was combined witha message to slow down and another wherea speed limit sign was combined with flas-hing lights. Both VMS were activated (litup) if the passing vehicle was driving toofast as it approached the speed limit sign.The technical solution behind was radar.The aim of the study was to evaluate if theusing a variable speed limit sign gave rise tolower speeds, the same approach was usedin order evaluate the effect of an additionalmessage system or flashing lights.
The investigation was conducted in twoSwedish villages, Grästorp and Färgelanda,at road sections where the speed limit wasmomentarily reduced to 50 km/h. In bothlocations, the use of a variable speed limitsign resulted in speed reduction (meanand 85 percentiles) amongst the drivers.This means that the majority of the drivers,including those that drove much too fast,reduced their speed owing to the VMS.However, no further speed reductions were
found when combining the variable speedlimit signs with either a messaging systemor flashing lights.
Interviews with the drivers revealed thatthey believed that both VMS systems wouldincrease traffic safety by reducing the spe-eds. They also stated that variable speedlimit sign was enough to increase their awa-reness of the current speed limit and thatno additional messaging systems or theblinking lights was necessary.
Based on the results of this report, werecommend variable speed limit signs to beused in certain exposed locations.However, an additional system to attractthe drivers attention is not supported sinceany further reduction in speed was seen.
Better everyday mobility throughimproved public transport – thePublic Transport Action Plan2009–2015
Title: Better everyday mobility through improved
public transport – the Public Transport Action Plan
2009–2015
Authors: Marja Rosenberg, Virpi Britschgi, Anu
Tuominen, Henriika Weiste, Riikka Kallio, Riikka
Rantalainen, Mette Granberg, Heikki Metsäranta
Series: Publications of the Ministry of Transport
and Communications
Language: Finnish with English abstract
Available at: www.nordicroads.com/publications
Name: Improved public transport
The Public Transport Action Plan 2009–2015 includes short and medium-term mea-sures to increase the status of public trans-port policy in Finland. The measures wereformulated for rural areas, towns and forlong-distance transport. The public trans-port image, marketing, and development ofticket and information systems were exami-ned as a service entity. The influence of landuse and planning on public transportdemand was also considered important.Bicycle and pedestrian traffic was discussedto such an extent that one of the measuressuggested is the implementation of a similaraction plan for pedestrians and cyclists.
Traffic noise measurements inMalmö – Results from 1st and 2nd
year
Title: Traffic noise measurements in Malmö –
Results from 1st and 2nd year
Author: Bent Andersen and Hans Bendtsen
Language: English
Available at: www.nordicroads.com/publications
Name: Traffic noise in Malmö
On a small road in the suburbs of Malmö,Sweden, two old wearing courses of denseasphalt concrete with 11 and 16 mm max-imum aggregate size were substituted by twonew stone mastic asphalt wearing courses –one with 11 mm maximum aggregate size asa reference surface, the other with 8 mmmaximum aggregate size being optimizedfor noise reduction. Statistical pass-by noisemeasurements were carried out before re-building the road, one month after repaving,and again one year later. Only results for cars(at 50 km/h and 20 °C) were evaluated.
The initial noise reduction of the opti-mized SMA 8 wearing course was verygood, being almost 7 dB compared to theold 16 mm wearing course, and 3.3 dBcompared to the new reference SMA 11.Frequency bands above 1 kHz were redu-ced 2 - 3 dB indicating that the surface wasopen textured (reducing aerodynamic “air-pumping” noise). Also frequency bandsbelow 1 kHz were reduced indicating thatthe surface was even (reducing vibrationnoise). However, after one year (one winterwith traffic using studded tyres) this noisereduction has more or less vanished. Thedifference between the noise levels at thetwo new SMA surfaces was reduced to 0.5
dB. This noise level is almost identical tothe noise level from the old dense asphaltconcrete with 11 mm maximum aggregatesize. A small reduction was still seenaround 1 kHz for the SMA 8 surface com-pared to SMA 11, presumably due to thesmaller maximum aggregate size.
Thin asphalt layers for highways optimised for low tyre/road noise
Title: Thin Asphalt Layers for Highways
Author: Bent Andersen and Hans Bendtsen
Language: English
Available at: www.nordicroads.com/publications
Name: Thin asphalt
The Danish Road Directorate/Danish RoadInstitute (DRI) has been cooperating withthe Dutch Road and Hydraulic EngineeringInstitute (DWW) in the DRI-DWW noise aba-tement programme as a part of the DutchIPG programme. Focussing on highwayapplication thin asphalt surface layers havebeen optimised for low tyre/road noise andfollowed over a couple of years. Two test siteshave been established: a heavily traffickedmotorway near Copenhagen (M10) where 6different thin layers were constructed in2004, and a highway near Herning (M64)where 11 test sections were constructed in2006. The purpose of the experiments was todocument the noise at each test surface andto examine possible ageing effects on thenoise reduction. The noise measurementshave been supplemented by measurementsof surface profiles as well as friction. Noisemeasurements were carried out both as sta-tistical pass-by measurements (SPB) and asclose proximity (near field) measurements(CPX) according to ISO 11819. At both testsites a reference surface of the same age andtraffic load was constructed as a denseasphalt concrete surface with 11 mm max-imum aggregate size. At the first test site aninitial range of variation of SPB noise resultswas almost 3 dB between the quietest andthe noisiest pavement for passenger cars. Fortrucks a range of variation from 2 - 2.5 dBwas found. During the first 2 years the noise
levels increased slightly, and the noise reduc-tion decreased to 0 - 1 dB for cars, but wasunchanged for trucks. At the second test site(M64) the initial noise reduction was 1 - 2 dBbetter than at M10. The most promising con-cepts for low noise thin asphalts layers seemto be open graded asphalt concrete (AC 6o/ AC 8o), optimized stone mastic asphalt(SMA 6+ / SMA 8), but also thin semiporous asphalt layers (BBTM 6 Cl.2) may bedeveloped further. The changes of the noiselevels have been compared to changes in sur-face texture (including texture spectra) butthis comparison did not show any systematicrelationship. The friction was for all testpavements with maximum aggregate size 6 -8 mm better than the friction for the refe-rence DAC 11 pavement.
Light pavement surfaces in tunnels – reduction of energy
Title: Light pavement surfaces in tunnels – reduc-
tion of energy
Author: Bjarne Schmidt and Kåre Ulrich Hansen
Language: Danish
Available at: www.nordicroads.com/publications
Name: Light pavement
The Danish Road Institute has togetherwith A/S Øresund performed a literaturesurvey on the use of light pavement typesin tunnels in order to save on the energyconsumption from illumination of tunnels.The highlighted result of the literature sur-vey is given in this report. The aim of theliterature survey is also a pre-study to inve-stigate the potential of carrying out asecond phase including tests of differentpavement types to quantify the potential ofreducing the energy consumption in tun-nels by use of lighter pavement surfaces.
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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
VTIMagdalena GreenSE-581 95 LinköpingPhone +46 13 20 42 26Orderphone +46 13 20 42 69Email [email protected] www.vti.se
SWEDEN
Questionsconcerning the content ofthe articles, or orders forthe publications referred to,should be directed to thepublishing institution, seeaddressed above.
Requestsfor back issues, and notifi-cation of address changes.Readers outside the Nordiccountries: see Swedishaddress. Readers in theNordic countries: seeadresses above.
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