DOCSLIB.ORG

20160760-01-R.Pdf (11.83Mb)

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
20160760-01-R.Pdf (11.83Mb) Deliverable D1.4 Rockfall and landslide warning system on the Rauma Line Project acronym: GoSAFE RAIL Starting date: 01/10/2016 Duration (in months): 36 Call (part) identifier: H2020-S2R-OC-CCA-04-2015 Grant agreement no: 730817 Due date of deliverable: April 2018 Actual submission date: 14-05-2018 Responsible/Author: Yme Asgeir Kvistedal - YK Dissemination level: PU Status: Issued Reviewed: NGI and ROD-IS GA 730817 Page 1 | 25 Document history Revision Date Description 0.1 13.04 First draft 0.2 19.04 Internal revision by NGI 0.3 11.05 External revision by ROD-IS 1.0 14.05 First issue Report contributors Name Beneficiary Short Name Details of contribution Yme Asgeir Kvistedal YK Author Frode Sandersen FS Author Asgeir Olaf Kydland Lysdahl AOL Internal review Lorcan Connolly External review GA 730817 P a g e 2 | 25 Table of Contents 1. Executive Summary ................................................................................................................ 4 2. Abbreviations and acronyms .................................................................................................. 5 3. Background ............................................................................................................................. 6 4. Objective/Aim ......................................................................................................................... 6 5. Introduction ............................................................................................................................ 7 6. Rauma Line ............................................................................................................................. 9 7. Detection and warning system - hardware .......................................................................... 12 8. Processing and detection - software .................................................................................... 16 9. Data examples from Rensken ............................................................................................... 19 10. Rockfall simulation tests ....................................................................................................... 20 11. Discussions ............................................................................................................................ 23 12. References ............................................................................................................................ 24 GA 730817 Page 3 | 25 1.Executive Summary A prototype rockfall and landslide warning system has been installed at a high frequent rockfall site on the Rauma line, north-western Norway. The system is based on a wireless microseismic sensor network, and uses a combination of geophones and magnetometers to identify vibrations in the railway line, generated upon impact of falling rocks or landslide debris. The aim of the system is to identify when events with potential to generate obstructions or damage to the track has occurred, and to issue an automatic warning to the driver of the next passing train of the potential hazard. A set of algorithms to identify the different types of events generating vibrations in a railway line has been implemented. The ability to identify rockfalls were tested on an abandoned track section, using a sledgehammer to simulate impact. During these tests the system automatically identified all impacts sufficiently strong to generate a shockwaves in track. Detection of landslides is based on an algorithm previously used for detection of avalanches, having a proven track record. Identification of trains and rolling-stock is achieved using magnetometers, and has so far had an absolute success rate on site. At the time of writing the prototype has been in operation for a little more than four months, and during this period there has not been any naturally occurring rockfalls or landslides. An extended testing period is needed before making a final conclusion on the reliability and applicability of the technology as a warning system. The technology is reliable, has low maintenance requirement and is easy to install onsite without interfering with normal traffic. GA 730817 P a g e 4 | 25 2.Abbreviations and acronyms Abbreviation / Acronyms Description *HRKD]DUG 1DWXUDOO\ RFFXUULQJ GDQJHURXV SKHQRPHQRQ WKDW PD\ FDXVHORVVRIOLIHLQMXU\RURWKHUKHDOWKLPSDFWVSURSHUW\ GDPDJH ORVV RI OLYHOLKRRGV DQG VHUYLFHV VRFLDO DQG HFRQRPLFGLVUXSWLRQRUHQYLURQPHQWDOGDPDJH 5LVN 7KH FRPELQDWLRQ RI WKH FRQVHTXHQFHV RI DQ HYHQW RU KD]DUGDQGWKHDVVRFLDWHGOLNHOLKRRGRILWVRFFXUUHQFH 1*, 1RUZHJLDQ*HRWHFKQLFDO,QVWLWXWH %DQH1RU 1RUZHJLDQ1DWLRQDO5DLO$GPLQLVWUDWLRQ 5HQVNHQ 7KH *R6DIH5DLO ODQGVOLGH DQG URFNIDOO ZDUQLQJ V\VWHP WHVWVLWH *605 *OREDO6\VWHPIRU0RELOH&RPPXQLFDWLRQV±5DLOZD\ &7& &HQWUDOL]HG7UDIILF&RQWURO (5706 (XURSHDQ5DLO7UDIILF0DQDJHPHQW6\VWHP GA 730817 P a g e 5 | 25 3.Background The present document constitutes the Deliverable D1.4 “Rockfall and landslide warning system on the Rauma Line” in the framework of the WA 3.1, task 1.2 of CCA 04-2015. 4.Objective/Aim This document has been prepared to provide documentation on a prototype system for object detection on railways, developed as part of the GoSafeRail project. GA 730817 P a g e 6 | 25 5.Introduction Geohazards such as landslides, rockfalls and avalanches pose significant risk to railways in many countries. This is especially true with older infrastructure, built at a time when available mitigation measures were limited. At some locations geographical challenges and cost constraints left no choice but to build railways through areas with known geohazards. As many of these lines still follow the same routes as when first built, the associated hazards persist today. In the future climate change is also expected to alter the geohazard risk at given locations, as more rain is likely to trigger more landslides, while less snow will result in fewer avalanches (Aunaas, 2016). Physical mitigation measures such as barrier walls and rockfall nets are successfully used to improve railway safety. Geohazard risk mapping has however shown that when the situation is significantly complex these measures become costly and difficult to dimension (Sandersen, 2016). Moving the line and building tunnels are in many cases the only permanent physical alternative. Figure 1: On the 9th of June 1926 a major landslide hit the Rauma line by Verma station. The landslide crossed the line twice, on both sides of the horseshoe turn in "Vendetunellen" Monitoring and warning systems are cost-efficient alternatives when permanent mitigation measures become difficult. These systems often need to cover sections of several kilometres and GA 730817 P a g e 7 | 25 should be able to detect all foreseeable geohazard events. In addition they need to work during all weather and seasonal conditions, and should ideally be easy to install and maintain. Slide detector fences have been used as a warning system for avalanches and rockfalls for many years. These are relatively simple systems where a close circuit is broken when a wire in the fence is cut upon impact. The problem with these installations is that they require personnel to enter a potentially hazardous area to repair a broken fence, before regular operation can continue. Many of these systems are thus left inactive. Pilot vehicles are sometimes used to check a line ahead of a passing train. This will reduce the overall capacity on the line and could unless fully automated become costly to deploy on a large scale. In the future drones are expected to become an alternative to pilot vehicles. This technology is however also subject to limitations, as most geohazard events are associated with severe weather conditions and limited visibility, making flying and visual inspection challenging. In more recent years different technologies have been used to detect track obstructions. Cameras and radars can automatically monitor track sections for objects that could pose risk to trains. Although efficient, these technologies are limited by line of sight and mostly applicable on hotspots such as stations and crossings. Geophones and fibreoptic cables have been used to detect possible obstructions through vibrations in the tracks. NGI installed the first prototype rock and ice fall detection system based on an array of geophones in 2004 (R. Cleave, 2009). This system used a standard seismic data acquisition unit and custom developed software for classification of events. The installation contained 24 geophones, mounted with 25 meter spacing alongside an exposed section of the Nordland line in northern Norway. The system was operational over a five year period, before eventually discontinued due to maintenance issues. Canadian railways also operate a few similar systems produced by Weir-Jones (Nedilko, 2016). Optical methods can be used to detect and locate vibrations and deformations along a fibre-optic cable. This method has been applied along roads and pipelines, and proposed as a solution for object detection on railways (Maloney, 2004). Both fibre-optic detection and wired geophone arrays require cables alongside the track, and are thus cumbersome to install and maintain. Analogue geophone cables are also subject to electrical interference and signal loss, limiting the possible length of a single system (R. Cleave, 2009). This report describes a wireless geophone-based rockfall and landslide detection system, developed as part of GoSafeRail. The prototype installation consist of 12 sensor units, mounted with 30 meter spacing, below a
Load more

Recommended publications
  • 432 Rauma 01 Stavem 08 Verma VF (St.Meld. Nr. 60).Pdf
    Samla plan for vassdrag (Samla Plan) skal gi eit framlegg til ei gruppevis prioritert rekkjefølge av vasskraftprosjekt for seinare konsesjonshandsaming. Prioritering av prosjekta skal skje etter eivurdering av kraftverkøkonomisk lønnsemd og grad av konflikt med andre brnkarinteresser som ei eventuell utbygging vil fera med seg. Samla Plan skal vidare gieit grunnlag for åtastilling tilkva vassdrag som ikkje bør byggast ut, men disponerast til andre føremål, Samla Plan vil omfatta vasskraftprosjekt tilsvarende omlag 40 TWh midlare årsproduksjon. Samla Plan blir rullert med relativt jamne mellomrom. Rulleringane blir presenterte for Stortinget ieigne stortings­ meldingar. Miljøvemdepartementet har ansvaret for arbeidet i samarbeid med Olje- og energidepartementet, Noregs vassdrags- og energiverk ogandre instansar. Arbeidet på ulike fagområde skjer dels sentralt og dels på fylkesnivå, der fagfolk frå fylkeskommunen, miljøvernavdelinga hos fylkesmannen og andre etatar ertrekte inn. l kvart fylke erdet oppretta eirådgivande kontaktgruppe for arbeidet med Samla Plan. Vassdragsforvalteren hos fylkesmannen erkoordinator for arbeidet med prosjekta ikvart fylke. Utgreiingane om vasskraftprosjekt og konsekevensar, blir for kvart prosjekt stilt saman i vassdragsrapportar. Forutan utgreiingane om vasskraftprosjekta, blir følgjande brukarinteresser!tema handsama: naturvern, friluftsliv, vilt, fisk, vassforsyning, vem mot forureining, kulturminnevern, jord- og skogbruk, reindrift, sikring mot flaum og erosjon, transpon, istilhøve og klima. Dessutan blir
    [Show full text]
  • REINHEIMEN 2° Reinheimen Nasjonalpark
    RE INH E IM E N REINHEIMEN 2° Reinheimen nasjonalpark Vårmarihand ved Nigardsbreen Trollveggen i formiddagssol. Elva Rauma 3° Reinheimen nasjonalpark Villmark med veidemannsspor Reinheimen nasjonalpark ligg i det nest største inngrepsfrie området i Sør-Noreg, og villmark pregar dette særs varierte fjellområdet. Dei høgste fjella i nasjonalparken reiser seg over 2000 m.o.h, medan det lågaste punktet ligg under Trollveggen ca. 130 m.o.h. Her finn vi mykje av det opphavlege fjelløkosystemet med villrein, jerv, kongeørn, jakt- falk og ryper. Reinheimen er rik på kulturminne etter den gamle villreinfangsten. Her er fangstgroper, massefangstanlegg, bogestelle og restar av gamle buplassar til fangstfolka. 4° Reinheimen nasjonalpark Mot toppen av Digervarden NATUROPPLEVINGAR Reinheimen kan by på allsidige og rike turopplevingar. Det meste av området er eit villmarksområde som i liten grad er tilrettelagt for friluftsliv, men i Tafjordfjella og vestlege delar av Skjåk finst merka stiar og turisthytter i og inntil nasjonalparken. Det finst og ein del hytter til utleige. Av omsyn til den sårbare villreinstammen har det ikkje vore ønskje om å marknadsføre eller kanali- sere større ferdsel inn i området. Skal du ferdast i desse områda, må du basere deg på å bere telt og anna utstyr i ryggsekken. Kjølenfjella 5° Reinheimen nasjonalpark Rypejakt Tradisjonelt har bygdefolket brukt Garnet vert sett ut området til beite- og seterdrift, fiske, reins- og småviltjakt. Det vert sett ut aure i mange av fjellvatna. Som besøkande i området kan du få kjøpt fiskekort. Garnfiske er oftast reservert dei innanbygdsbuande. Spør om gode tips! Du treng kort for å jakte både småvilt og rein.
    [Show full text]
  • Reindeer Hunting As World Heritage a Ten Thousan Year-Long Tradition
    Reindeer hunting as World Heritage A ten thousan year-long tradition Scientific statement 2006 Reindeer hunting as World Heritage Reindeer hunting as World Heritage A ten thousand year-long tradition A ten thousand year-long tradition Contents Preface 4 8 Description of the character of the 1 Wild reindeer hunting as World area (status at the time of nomination) 48 Heritage; a ten-thousand-year-long 8.1 General description of the area 48 tradition Summary 5 8.2 Description of how the four sub-areas 2 Introduction 8 complement one another 52 2.1 Early history of the project 8 8.3 Description of the individual sub-areas 53 8.3.1 Eikesdalsfjella 53 2.2 Information for national and municipal authorities 8 8.3.2 Snøhetta 54 8.3.3 Rondane 56 2.3 Consolidation of the project 8 8.3.4 Reinheimen 60 2.4 Openness and information 9 8.3.5 Buffer zone between the Eikesdalsfjella and This report has been prepared by a team of specialists appointed for the project: ”Wild reindeer 2.5 Broad foundation 9 Snøhetta sub-areas 63 hunting as World Heritage”: 2.6 Revitalisation and regional involvement 9 8.3.6 Buffer zone between the Snøhetta and Rondane - Professor Reidar Andersen, Museum of Archaeology and Natural History, Norwegian sub-areas 63 University of Science and Technology 3 Wild reindeer – history, genetics and - Per Jordhøy, Adviser at the Norwegian Institute for Nature Research habitat use 11 9 History and development 64 - Jostein Bergstøl, Research archaeologist at the Museum of Cultural History, 10 Komparativ analyse 67 University of Oslo 3.1
    [Show full text]
  • Measuring the Inaccurate: Causes and Consequences of Train Delays
    Summary: Measuring the inaccurate: Causes and consequences of train delays TØI Report 1459/2015 Author(s): Askill Harkjerr Halse, Vegard Østli and Marit Killi Oslo 2015, 71 pages Norwegian language In this report, we argue that the rich available data on train performance and railway infrastructure should be used to get precise measurements of economic relationships in railway management. As one such exercise, we first show how temporary speed reductions on railway links caused by low infrastructure quality affects running time and delays for Norwegian freight trains. Even though each speed reduction only adds about 44-50 seconds to running time, speed reductions still contribute to delay at the destination. Secondly, we show that delays has a negative effect on demand for passenger and freight trains services. The corresponding demand elasticity is lower than the one implied by willingness-to-pay studies, consistent with evidence from Great Britain. In is widely acknowledged in the transportation economics literature that more reliable transport time constitutes an economic benefit. In the presence of unreliability, individuals and firms adjust by taking costly measures like departing early or keeping a safety stock of goods. The ‘cost’ of train delays is therefore the foregone benefits that could have been achieved if all trains were running on time. Much of the existing literature on railway punctuality is based on optimization and/or simulation, calling for more empirical studies. In the innovation project PRESIS, funded by the Research Council of Norway and the Norwegian National Rail Administration, we have developed methods to survey reliability in the Norwegian rail sector.
    [Show full text]
  • Accesrailqr1.Pdf
    Acknowledgement: This document was developed by Galileo International, Training and Development. Customer feedback is important to us. Please take a few minutes to send any questions or comments to us at [email protected] ©2005 Galileo International. All Rights Reserved. Apollo, Galileo, the Globe device, Galileo 360o Learning, Best Buy Quote, Claim PNR, Custom Check, Focalpoint, Front Page News, Galileo 360 o Fares, GlobalWare, Inside Availability, Inside Link, Preview Plus, TravelScreen, Private Fares, PRO-files, Queue Manager, Scriptwriter Plus, Travel Directory, and Viewpoint are either registered trademarks or service marks of Galileo International in the United States and/or other countries. 8/05 GB AccesRail Quick Reference, August 2005 1 Contents AccesRail Products ....................................................................................................................3 AccesRail Facts ..........................................................................................................................4 AccesRail Rail Passes/Rules .....................................................................................................4 BritRail Pass ............................................................................................................................. 4 Eurail Pass (Available U.S./Canada only) ................................................................................. 5 Norway in a Nutshell Pass (Available U.S./Canada only) ........................................................
    [Show full text]
  • Rebuilding Efforts to Take Years News Officials Estimate All Schools in Oslo Were Evacu- Ated Oct
    (Periodicals postage paid in Seattle, WA) TIME-DATED MATERIAL — DO NOT DELAY News In Your Neighborhood A Midwest Celebrating 25 welcome Se opp for dem som bare vil years of Leif leve sitt liv i fred. to the U.S. De skyr intet middel. Erikson Hall Read more on page 3 – Claes Andersson Read more on page 13 Norwegian American Weekly Vol. 122 No. 38 October 21, 2011 Established May 17, 1889 • Formerly Western Viking and Nordisk Tidende $1.50 per copy Norway.com News Find more at www.norway.com Rebuilding efforts to take years News Officials estimate All schools in Oslo were evacu- ated Oct. 12 closed due to it could take five danger of explosion in school years and NOK 6 fire extinguishers. “There has been a manufacturing defect billion to rebuild discovered in a series of fire extinguishers used in schools government in Oslo. As far as I know there buildings have not been any accidents be- cause of this,” says Ron Skaug at the Fire and Rescue Service KELSEY LARSON in Oslo. Schools in Oslo were Copy Editor either closed or had revised schedules the following day. (blog.norway.com/category/ Government officials estimate news) that it may take five years and cost NOK 6 billion (approximately Culture USD 1 billion) to rebuild the gov- American rapper Snoop Dogg ernment buildings destroyed in the was held at the Norwegian bor- aftermath of the July 22 terrorist der for having “too much cash.” attacks in Oslo. He was headed to an autograph Rigmor Aasrud, a member of signing at an Adidas store on the Labor Party and Minister of Oct.
    [Show full text]
  • Utredning Av Kjemisk Behandling Av Vassdrag I Smitteregion
    Notat Behandlingsplan for bekjempelse av Gyrodactylus salaris i vassdrag i smitteregion Rauma. Utarbeidet for Direktoratet for naturforvaltning, DN Første versjon Februar 2013 Forord Behandlingsplanen er utarbeidet av Veterinærinstituttet (VI) på bestilling fra Direktoratet for naturforvaltning (DN). Behandlingsplan er et levende dokument som utvikles helt fram mot aksjonsstart. Denne versjonen er ferdigstilt med tanke på å følge søknad om tillatelse til rotenonbehandling. Ketil Skår Roar Sandodden leder seksjon for miljø- og smittetiltak prosjektleder Behandlingsplan for bekjempelse av Gyrodactylus salaris i vassdrag i smitteregion Romsdalsfjorden. 2 Innhold Forord ............................................................................ 2 Sammendrag ..................................................................... 4 1. Innledning ................................................................. 5 2. Begrunnelse for tiltak. .................................................. 6 3. Beskrivelse og avgrensning av behandlingsområdet. ............. 6 3.1 Aktuelle vassdrag og hydrologi .................................................. 7 3.2 Vannføring og vannhastighet .................................................... 13 3.3 Smittestatus og geografisk avgrensning av behandlingsområde ........... 15 4. Problemstillinger knyttet til kjemisk behandling ................. 17 4.1 Perifere vassdrag og vassdrag uten laks- behandling og/eller overvåkning? 17 4.2 Grunnvann, tidevannssoner og ledningsnett .................................. 18
    [Show full text]
  • Evidence of Rock Slope Breathing Using Ground-Based Insar
    GEOMOR-05677; No of Pages 18 Geomorphology xxx (2016) xxx–xxx Contents lists available at ScienceDirect Geomorphology journal homepage: www.elsevier.com/locate/geomorph Evidence of rock slope breathing using ground-based InSAR Line Rouyet a,c,⁎, Lene Kristensen b, Marc-Henri Derron a, Clément Michoud a,d, Lars Harald Blikra b, Michel Jaboyedoff a, Tom Rune Lauknes c a Institute of Earth Sciences, Risk Group, Géopolis, Quartier Mouline, University of Lausanne, 1015 Lausanne, Switzerland b Norwegian Water Resources and Energy Directorate (NVE), Ødegårdsvegen 176, 6200 Stranda, Norway c Norut, P.O. Box 6434, Forskningsparken, 9294 Tromsø, Norway d Terranum Ltd., 35 bis rue de l'industrie, 1020 Bussigny, Switzerland article info abstract Article history: Ground-Based Interferometric Synthetic Aperture Radar (GB-InSAR) campaigns were performed in summer Received 16 May 2015 2011 and 2012 in the Romsdalen valley (Møre & Romsdal county, western Norway) in order to assess displace- Received in revised form 30 June 2016 ments on Mannen/Børa rock slope. Located 1 km northwest, a second GB-InSAR system continuously monitors Accepted 4 July 2016 the large Mannen rockslide. The availability of two GB-InSAR positions creates a wide coverage of the Available online xxxx rock slope, including a slight dataset overlap valuable for validation. A phenomenon of rock slope breathing is de- tected in a remote and hard-to-access area in mid-slope. Millimetric upward displacements are recorded in Keywords: Rock slope August 2011. Analysis of 2012 GB-InSAR campaign, combined with the large dataset from the continuous station, Stability shows that the slope is affected by inflation/deflation phenomenon between 5 and 10 mm along the line-of-sight.
    [Show full text]
  • Annual Report 2004
    Annual Report 2004 1 Contents Time for trains 3 What is Jernbaneverket? 4 Organisational structure 5 Safety 6 Finance and efficiency 10 Operations 10 Maintenance 11 Capital expenditure – rail network development 12 State Accounts for 2004 14 Human resources 16 Personnel and working environment 16 JBV Ressurs 16 Competitiveness 18 Train companies operating on the national rail network 18 Infrastructure capacity – Jernbaneverket’s core product 18 Operating parameters 19 Key figures for the national rail network 21 Traffic volumes on the national rail network 23 Punctuality 24 Environmental protection 26 International activities 28 Contact details 30 www.jernbaneverket.no 2 Cover: Jernbaneverket’s celebrations to mark 150 years of Norwegian railways. Photo: Øystein Grue Time for trains The past year marked the 150th anniversary of the railways in Norway and proved a worthy celebration. Punctuality has never been better, rail traffic is growing, and in summer 2004 the Norwegian Parliament took the historic decision to invest NOK 26.4 billion in developing a competitive rail network over the ten years from 2006 to 2015. In other words, the anniversary year not only provided the opportunity for a nostalgic look back, but also confirmed that the railways will continue to play a central role in the years ahead. In line with Parliament’s decision, value our good working relationship with autumn 2005. This brings us one step clo- Jernbaneverket has drawn up an action the trade unions. The railway has a culture ser to our goal of an efficient, modern rail programme which, if implemented, will and a historic legacy which need to be network in the Oslo region.
    [Show full text]
  • Hydrogen and Batteries for Propulsion of Freight Trains in Norway
    Hydrogen and Baeries for Propulsion of Freight Trains in Norway Federico Zenith Steffen Møller-Holst Magnus Thomassen Birmingham, July 4–5, 2016 Outline Non-Electrified Railways in Norway Alternaves for Electrificaon Techno-Economical Analysis 1 Outline Non-Electrified Railways in Norway Alternaves for Electrificaon Techno-Economical Analysis 2 Norwegian Railway Network Focus on non-electrified lines (in red) • Røros and Solør lines (381 km, 94 km) – Catenary officially proposed – “Backup” for Dovre line • Rauma line (111 km) – Scenic line for tourists – Catenary not desirable • Nordland line, 731 km – To be partly electrified (130 km) – Up to 19 ‰ slope • Policians: “Please electrify everything” • Railway authority asked SINTEF 3 Freight on Nordland line Alternaves for Railway Electrificaon in Norway As considered in SINTEF’s study • Alternaves considered: – Biofuels – Natural gas – Hydrogen – Baeries – Diesel – Catenary – Hybrids • Evaluaon criteria – Environment – Technology readiness – Regulatory framework – Economy – Flexibility & robustness 4 Alternaves for Railway Electrificaon in Norway As considered in SINTEF’s study • Alternaves considered: – Biofuels – Natural gas – Hydrogen – Baeries – Diesel – Catenary – Hybrids • Evaluaon criteria – Environment – Technology readiness – Regulatory framework – Economy – Flexibility & robustness Freight on Nordland line 4 • Crosses polar circle • Strong winds (few or no trees) • Ice formaon on infrastructure 10-hour cab rides on Youtube (“Nordlandsbanen minu for minu”) The Nordland Line • Single-track
    [Show full text]
  • GEIRANGER-TROLLSTIGEN Photo: Jarle Wæhler / Statens Vegvesen
    GEIRANGER-TROLLSTIGEN Photo: Jarle Wæhler / Statens vegvesen / Statens Jarle Wæhler Photo: n exceptional driving experience along a route steeped in tradition, through spectacular scen- E39 64 70 Aery of deep fjords and lush valleys – wild, won- Molde 62 derful and vibrant. 64 E136 Åndalsnes Ålesund The route between Geiranger and Trollstigen is filled Sogge bru E39 Sykkylven with dramatic highlights, and in places the road itself 63 60 Stranda is enough to get your adrenaline pumping. The historic Sylte Ørsta Trollstigen road, with its 11 hairpin bends, was opened in Volda 63 E136 1936, and in 2005 the Geirangerfjord was included on Geiranger 60 Hellesylt UNESCO’s World Heritage List. The Trollstigen plateau Langevatnet 15 15 appears in new and contemporary design, with a con- Stryn 60 sistent architectural profile for all buildings, trails and E39 Lom viewing platforms. National Tourist Route Geiranger-Trollstigen runs from Of all the spectacular motoring routes in the world, we Langevatn on the Strynefjell plateau to Sogge bridge in dare to claim that Geiranger-Trollstigen is in the elite Romsdalen valley, and includes a ferry across the Nordals- fjord from Eidsdal to Linge. The route has a total length of division. 106 kilometres (County Road 63). The Trollstigen road and the stretch from Geiranger to Langvatn are closed during nasjonaleturistveger.no the winter season. © Norwegian Public Roads Administration, May 2013 Havøysund Varanger Senja Andøya Lofoten 18 NATIONAL TOURIST ROUTES. Each of these selected routes represents a unique motoring Helgelandskysten experience, and each offers its own distinctive combination of road, scenery and history. The Norwegian Public Roads Administration seeks to enhance your journey by providing spectacular viewing platforms, service Atlanterhavsvegen facilities, car parks, picnic areas, Geiranger-Trollstigen Gamle Stryne- Rondane walking trails and art installations fjellsvegen Sognefjellet Gaular- Valdresflye fjellet along these routes.
    [Show full text]
  • Jernbanestatistikk 2004
    Jernbanestatistikk 2004 1 Innhold Contents Forord 3 Preface 3 Sammenstillig av nøkkeltall 2004 4 Summary of key figures 2004 4 Det nordiske jernbanenettet 5 The Nordic railway network 5 Nøkkeltall infrastruktur i de nordiske land 5 Nordic railways – key figures 5 Baneprioriteter 6 Line priority 6 Nøkkeltall for det statlige jernbanenettet 7 Key figures for Norway’s public rail network 7 Trafikk 8 Traffic 8 Togmengde/togtetthet (person- og godstog) 8 Train density (passenger and freight traffic) 8 Totalt antall tog pr. døgn i Oslo-området 9 Total number of trains per day in Greater Oslo area 9 Persontrafikk 10 Passenger traffic 10 Antall reiser med tog (1000) 10 Passenger journeys (1000) 10 Antall personkilometer (mill.) 11 Passenger-kilometres (million) 11 Totalt antall persontog pr. døgn i Oslo-området 11 Total number of passenger trains per day in Reisetid og reiseavstander mellom større byer 12 Greater Oslo area 11 Avstandstabell langs jernbane (km) 12 Journey time and travelling distance between major cities 12 Raskeste tog på strekningen (tt:mm) 12 Distance by rail (km) 12 Reisehastighet for raskeste tog på strekningen, Fastest train on route (hh:mm) 12 avstand regnet langs vei (km/h) 13 Average speed of fastest train on each route Utvikling i reisetid for persontog 1960 - 2004 13 based on road distance (km/h) 13 Godstrafikk 14 Passenger train journey times, 1960–2004 13 Antall tonn transportert med tog (1000) 14 Freight traffic 14 Antall tonnkilometer (mill.) 15 Tonnes transported by rail (1000) 14 Punktlighet i toggangen 16 Tonne-kilometres (million) 15 Punktlighet i toggangen 2004 16 Train punctuality 16 Utvikling i punktlighet 1993 - 2004 18 Train punctuality 2004 16 Uønskede hendelser 19 Punctuality trends 1993–2004 18 Driftsulykker 19 Incidents 19 Sammenstilling av ulykker 2004 19 Accident 19 Driftsulykker ved togframføring 1993 - 2004 19 Accidents in 2004 19 Dyrepåkjørsler 20 Train-related accidents 1993–2004 19 Dyrepåkjørsler 1997-2004 20 Animal fatalities 20 Dyrepåkjørsler etter art i 2004 20 Animal fatalities 1997-2004 20 Antall elgpåkjørsler pr.
    [Show full text]