Traffic Safety Research Saves Lives News from Contents

NORDIC ROAD AND TRANSPORT RESEARCH | NO.2 | 2008

Swedish National Road and Icelandic Road In Brief | p4 Transport Research Institute Administration (ICERA) Road Safety in the Transport Agencies’ (VTI) The ICERA's mission is to provide the Input to the Norwegian National Transport Plan 2010–2019 I p8 VTI is an independent, internationally established Icelandic society with a road system in accordance research institute which is engaged in the transport with its needs and to provide a service with the aim Prospects for Improving Road Safety in Norway I p10 sector. Our work covers all modes, and our core com- of smooth and safe traffic. The number of employe- Topic Days in Iceland Address Road Safety. es is about 340. Applied research and development petence is in the fields of safety, economy, environ- Time to Treat the Road Environment I p12 ment, traffic and transport analysis, public transport, and to some extent also basic research concerning behaviour and the man-vehicle-transport system inte- road construction, maintenance, traffic and safety is Global Traffic Safety | p14 performed or directed by the ICERA. Development raction, and in road design, operation and maintenan- Drugs and Medicines in Traffic I p16 ce. VTI is a world leader in several areas, for instance division is responsible for road research in Iceland. in simulator technology. Increased Safety for Road Workers on Motorways | p18 Norwegian Public Roads The "Swedish Model" is Recommended I p19 Danish Road Directorate (DRD) Administration (NPRA) Depth Analyses of Fatal Road Accidents in Norway | p20 The Norwegian Public Roads Administration is one Danish Road Institute (DRI) Better-informed Drivers I p22 The Road Directorate, which is a part of The of the administrative agencies under the Ministry of Ministry of Transport & Energy, Denmark, is Transport and Communications in Norway. The Lowering Speed Limits Reduces Speed and Saves Lives in Norway | p24 NPRA is responsible for the development and mana- responsible for development and management of Smarter and Safer School Buses – Unique Initiative on Trips by School Transport I p26 the national highways and for servicing and facilita- gement of public roads and road traffic, as well as the ting traffic on the network. As part of this responsi- Vehicle Department. This responsibility includes Safety Effects by Use of ITS in Connection with the Extension of M3 in Copenhagen | p28 research and development of all areas related to road bility, the Directorate conducts R&D, the aim of Fatigue in Traffic | p29 which is to contribute to efficient road manage- transport and the implementation of R&D results. ment and to the safe use of the network. The mate- Automatic Speed Control in Norway | p30 rials research component is carried out by the Road Safety in Northern Cyprus I p32 Danish Road Institute. Institute of Transport Traffic Safety Campaigns in Norway | p34 Technical Research Centre Economics (TØI), Norway Full Activity in the VTI Driving Simulator | p36 of Finland (VTT) The Institute of Transport Economics is the natio- VTT Technical Research Centre of Finland is a con- nal institution for transport research and develop- Fauna Passages in Denmark I p37 ment in Norway. The main objectives of the tract research organisation with a staff of 2,800. In Fire-safety in the Bjørvika Tunnel | p38 this joint publication, the VTT expertise areas cover Institute are to carry out applied research and pro- research and development of transportation, logis- mote the application and use of results through What's Going Down in Oslo? I p39 consultative assistance to public authorities, the tics and road structures. The work is carried out in Non-technical Improvements Reduce Rail Border-crossing Delays | p40 five research groups employing a staff of 60. transport industry and others. The Institute is an independent research foundation employing about The Implementation of the Norwegian Cycling Strategy I p42 one hundred persons. The Norwegian Network of Cycling Cities | p44 Publications I p46 Editorial notes Please write to the author or to the respective Finland publishing organisation. Nordic Road & Transport Research is a joint publi- Kari Mäkelä, VTT Requests for back issues, and notification of add- cation of six public road and transport research [email protected] ress changes: organisations in the Nordic countries, Denmark, Readers outside the Nordic countries: please write Iceland Finland, Iceland, Norway, and Sweden. The main to the Editor-in-chief at the VTI in Sweden. G. Pétur Matthiasson, ICERA objective of the publication is to disseminate re- Readers in the Nordic countries: please contact [email protected] search results and news from the institutions, espe- the publishing institution of your country. cially to researchers and decision makers. Each insti- Norway Addresses: see back cover. tution is responsible for the selection and presenta- Thorbjørn Chr. Risan, NPRA tion of the material from its own scope of activities. [email protected] Nordic Road & Transport Research is published The Editorial Board consists of the Harald Aas, TØI three times a year. It is regularly sent out, free of following representatives of the [email protected] charge, to recipients selected by the six joint publishing institutions Graphic Design publishers. Free sample copies are also sent out on Johnny Dahlgren Grafisk produktion AB, special request. Editor-in-Chief, Sweden Reproduction and quotation of the texts are allow- Magdalena Green, VTI Linköping, Sweden ed if reference is made to the author and source. [email protected] Issue 3,900 However, legislation regulates and restricts the right Denmark ISSN 1101-5179 to reproduce the illustrations. Please contact the Helen Hasz-Singh, DRI Cover respective publishing institution for information. [email protected] Advertising is not accepted. VTI/Hejdlösa bilder Correspondence about the contents of the publication:

2 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 3 News from Contents

2 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 3 IN BRIEF Mobile Guide Service for Mobile Phones Developed by VTT in Finland Real-time public transport information delivered to passengers' mobile phones

VTT Technical Research Centre of Finland the city of Oulu at about 40 stops. Helsinki has developed a mobile guide for city resi- City Transport (HKL) is planning to attach dents that facilitates using public transport. tags to stops in the downtown Helsinki The service delivers real-time information area. As NFC phones are not yet widely on buses or trams to mobile phones. used, the application also works on Nokia's Passengers waiting at a given stop can track other S40 and S60 models. the approach of their chosen service stop The service is designed to serve both by stop. city residents who use public transport The Mobile Guide for City Residents regularly and occasional passengers such as (KAMO) is a new mobile application that tourists. For the time being, the application offers route finding and stop-specific time- is available in the Helsinki and Oulu table information. Passengers can also pay regions, but can be expanded to cover their fare via the application and save jour- other cities and towns. ney details for later use. KAMO users can The service can also be enhanced with a track the progress of any bus, tram or range of additional services such as provi- underground train included in the real- ding information on local events, news time positioning-based monitoring. The reports or location-based advertisements. PHOTO: PHOTOS.COM service also enables journey planning and In the future, users will be able to tailor the tracking the planned route using a mobile KAMO application to offer information Visiting Scientist New Director phone. Travel news concerning problems only on certain routes or additional ser- or changes to public transport is also avai- mobile phone, can enhance the speed of vices selected by the user. The Danish Road Directorate, Danish DRI was held in May and June of 2008. General of ICERA lable via the KAMO application. Once the application. Touching the NFC tag at The development of the service by VTT Road Institute (DRI) was very pleased Douglas has great experience in friction downloaded onto a mobile phone, KAMO the bus stop shelter with a mobile phone was funded by Helsinki City Transport and when Dr. Douglas Wilson from University measurements from many places in the can be accessed using the phone's menu. opens the application on the phone's dis- the City of Oulu. of Auckland, New Zealand, asked Bjarne world and in laboratory testing, where wear The mobile service developed by VTT play without the user having to access it Schmidt about the possibility to set up a on pavement samples is compared to chan- can also utilize Near Field Communication separately via the menu. Tags can be used sabbatical leave at DRI. Bjarne and Douglas ges in friction measurements of pavements. (NFC), a short-range identification techno- for mobile travel ticket purchases or acces- have known each other for many years He therefore works with pavement technology. This type of remote reading functio- sing stop-specific timetable information. Contact: [email protected] through their collaboration on PIARC logy and traffic safety. In New Zealand, the nality, a feature of e.g. the Nokia 6131 NFC The NFC function has been in pilot use in Committee TC 4.2 on surface characteris- ROAR friction measuring device has been tics. For eight years, Bjarne was chairman used for such measurements. In Denmark, of the PIARC Committee on Road Surface ROAR (Road analyzer and recorder) has Characteristics. Douglas’ sabbatical leave at been used for ten years on acceptance and control for new and in-service pavements. Douglas is also interested to establish cooperative projects in other fields with the Danish Road Institute. He commented that On 1 May 2008 the Traffic Minister appoin- New Director General of Danish Road Directorate it is very good that a large part of road rese- ted Hreinn Haraldsson as the new General arch takes place at the Danish Road Director for the Icelandic Road Admini- Institute funded by public means. In New stration. Hreinn has worked for ICERA The Danish Minister of Transport has position as Director of the Danish Road Zealand, road and traffic research is done since 1981, latest as a director for the deve- appointed Per Jacobsen as the new Safety and Transport Agency. at Auckland University, where he is a senior lopment division, with responsibility for Director General of the Danish Road Per Jacobsen is 44 years old and comes lecturer. planning, environment, road traffic and Directorate. He started in his new position from previous positions in the Ministry of In New Zealand, there is a growing inte- road safety, IT as well as research and deve- on 1 June 2008. He is a graduate in Finance and the Ministry of Transport. rest in road engineering among university lopment. Hreinn is a doctor in Engi- Political Science. Recently he has held the position as students – and in the last six to eight years neering Geology from the University of The appointment is a part of an internal Director of the National Rail Authority. the number of undergraduates has risen Uppsala in Sweden. Hreinn, who is 59 change of directors in the Danish Ministry During his first days at work, he attended threefold and that of post-graduate stu- years old, has since he began to work for of Transport. The previous Director of the the Via Nordica Conference in Helsinki, dents has risen seven times. the ICERA been responsible for road tun- Danish Road Directorate, Henning Christi- and visited the Road Directorate’s depart- nels in Iceland. ansen has in this connection assumed the ments in all of Denmark.

4 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 5 IN BRIEF Mobile Guide Service for Mobile Phones Developed by VTT in Finland Real-time public transport information delivered to passengers' mobile phones

4 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 5 IN BRIEF

The Road Ahead with Via Nordica 2008 Large-scale Presentation in Slovenia

More than 1 000 Nordic road and traffic In April 2008, the conference TRA was experts were gathered in Helsinki, June held in Slovenia. VTI was there both with 9–11, during the congress of Nordic Road a stand and a large representative in the Association (NRA), Via Nordica 2008. Via form of the unique VTI road simulator. Nordica 2008 rounded off a working cycle TRA, European Road Transport of four years for the committees in the Research Arena, was arranged by the NRA. “The Road Ahead” was the motto of European Commission for the second time the congress this time. in the Slovenian capital Ljubljana on 21–24 Via Nordica 2008 became the jubilee April. This conference for researchers and congress of the NRA as it was the 20th cong- other actors in the European transport sec- ress since the association was founded 73 tor, such as road planners, vehicle makers and fuel producers, was held for the first

year’s ago, PHOTO: VTI, HELENA SEDERSTRÖM – This year’s congress is the biggest time in Göteborg in 2006. This year it was road design and road maintenance measu- It all went so well that, during the TRA congress ever and a proof of NRA being an attended by 200 people from 52 countries. res can be improved through testing and conference, VTI carried out tests which are active, dynamic and sustainable organiza- The next TRA will be held in Brussels on evaluation of how traffic breaks down diffe- part of the EU project SPENS (Sustainable tion, said Jukka Hirvelä, the Finnish 7–10 June 2010. rent materials and designs. It is also pos- Pavements for European New Member

Director General of Public Roads, during PHOTO: THORBJØRN CHR. RISAN; NPRA sible to chart the life of various maintenan- States). The objective was to evaluate, by the opening ceremony. Jukka Hirvelä has View from the exhibition area during Via Nordica 2008. Part of the Swedish stand ce and strengthening measures. The equip- accelerated tests, various strengthening led the NRA in the last four years. different roles in the traffic system. Three VTI had a place in the Swedish exhibition ment is mobile, which means that it can be measures to upgrade roads carrying low – The time when the congress was just a different angels of view characterized the stand together with the Swedish Road used both in special test facilities and out traffic volumes. venue for presentation of the summaries of programme: the people, the vehicle and Administration, Vinnova and SweRoad. on existing roads. what has been done in the committees is the infrastructure. The theme for the conference this year was over. Now Via Nordica is well-established as In connection with the congress, a vast greener, safer and smarter vehicles in one of the most important meeting places exhibition complemented the scientific Europe, and many sessions dealt with tech- of the business sector. The Nordic countries programme. Exhibitors from 14 different nologies of different kinds to achieve this. Mathematical Model for a Crash have many similar challenges which make countries, representing the whole sector, Several researchers from VTI were pre- this event important for exchanging know- exhibited their products. sent and presented papers on ongoing pro- Test Dummy Representing an ledge and experience – both within the pro- The next congress will take place in jects. One the VTI researchers was fessional and social aspects, Hirvelä said. Reykjavik, Iceland, in 2012. Sigurdur Erlingsson who presented the Average Woman Director General of VTI road simulator for load tests and acce- The programme of Via Nordica 2008 Public Roads in More information: www.vianordica2008.fi lerated testing at full scale. But it was not A mathematical model of a crash test ged, says Astrid. We have now got Saab had a strong focus on humans and their PHOTO: HENRIK KETTUNEN Finland, Jukka Hirvelä only a talk that was given about this road dummy that represents an average and Volvo to participate in the project. simulator, called HVS, Heavy Vehicle woman can for the first time enable the Chalmers University and Folksam have Honorary Members of the NRA Simulator, it could also be visited. Different automotive industry to design road safe- been involved for some time. We are technical visits were arranged during the ty solutions that are suited for both men now hoping to have a favourable answer Former General Director of the NPRA, conference, and one of these was to see a and women. from the EU. Olav Søfteland, and former manager of demonstration of HVS. The demonstration But the creation of a mathematical Women have more slender limbs NPRA’s international activity, Kjell Levik, was presented as "a must-see for all who model that will answer the question of than men, and their bodily proportions have become honorary members of the deal with design, construction and mainte- how the female body moves in a crash are also different. This is especially so as Nordic Road Association (NRA). nance of pavements". situation costs money. Astrid Linder, who regards the back, where the width across The two road veterans obtained the is running this research project at VTI, the shoulders, the waist and hips have honorary membership during the banquet Road tests and demonstrations has therefore, together with the Swedish quite different proportions. We also at the association’s congress, Via Nordica Using this equipment, it is possible to simu- automotive industry, submitted an appli- know that women run twice the risk of 2008, held in Helsinki in June 2008. NRA late real loads from heavy vehicles and thus cation to EU for MSEK 35 over four years. whiplash injuries compared with men. granted the honorary membership to Mr. to study how various types of road pave- The application is also backed by compa- – Put a woman's jacket on a man and Søfteland and Mr. Levik in recoginition of ment stand up to heavy traffic. HVS can nies, research institutes and universities in see how it hangs, it does not fit at all, says the work they have done for several NRA simulate one year's heavy traffic in only one Germany, The Netherlands, Austria, Astrid. committees throughout the years. week. It is possible to control load, speed, Switzerland, France, Spain and the UK. The two brand-new pensioners are now – We have no data on how women

PHOTO: HENRIK KETTUNEN temperature, tyre pressure, lateral position members of a very exclusive club of hono- Contact: Astrid Linder, [email protected] New honorary members of the NRA: (From right) Olav Søfteland, his wife, Gudveig, Kjell Levik and his wife, Inger and direction of loading. Knowledge of move in a crash, and this must be chan- rees in the association. Marie. To the left, Pär Håkan Appel, ex secretary-general of the NRA.

6 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 7 IN BRIEF

The Road Ahead with Via Nordica 2008 Large-scale Presentation in Slovenia

6 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 7 TRAFFIC SAFETY

Road Safety in the Transport Agencies’ Input to the Norwegian National Transport Plan 2010–2019

The Norwegian Government will present the National Transport

Plan (NTP) 2010–2019 in a white paper in December 2008. In The NPRA recommend increased use of median barrier as one measure to reduce head-on accidents on two and three lane roads in Norway. January 2008 the transport agencies presented their joint input to the NTP. In this report the Norwegian Public Roads Administration (NPRA) proposed as a target to reduce the number of fatalities and seriously injured in road accidents by one third by the year 2020, implying a reduction from a present level of about 1,200 each year to no more than 800 in 2020. The transport agencies input to the NTP also presents the main features in a recommended road traffic safety strategy for the next ten years.

based investments) are reduced. hin Intelligent Transport Systems (ITS). Sigurd Løtveit NPRA, Norway Head-on accidents are the cause of The NPRA has drawn up an ITS strategy almost half of all road traffic fatalities in for the NTP period 2010–2019. The strate- Norway. Measures reducing head-on acci- gy recommends ambitious objectives when ll traffic safety activities in Norway are dents will therefore be a main priority. The it comes to development and use of devices Abased on “Vision Zero” – a long term NPRA recommend increased use of medi- such as: vision of no road fatalities or road acci- an barriers on two and three lane roads, - Intelligent Speed Adaptation (ISA) dents causing lifelong injury. This will also from building about 10 km each year at - Section control with speed cameras be the guiding star for the period present to a rate of about 20 km each year - Alco lock 2010–2019, and the proposed target for in the period 2010–2019. This is yet not - Dynamic speed limits PHOTO: STEINAR SVENSBAKKEN, NPRA 2020 can be seen as a first step towards enough to meet the demand. In 2020 we - Electronic edge and centre line warning “Vision zero”. will still have between 400 and 500 km systems. activity on the roads should be strengthe- dents is the highest, and aimed at user plan elaborated by the NPRA, the Police The transport agencies input to the trunk roads with a speed limit of 70 km/h Statistics show that young drivers, elder- ned in order to monitor compliance with groups with the highest accident risk. Directorate, the Directorate for Health, NTP 2010–2019 is based on a total financi- or more and Annual Average Daily Traffic ly drivers, motorcyclists, intoxicated drivers rules and regulations concerning road traf- The present strategy for traffic safety and the Norwegian Association for Road al framework that equals the 2007 budget (AADT) more than 8,000 without median and certain groups of immigrants run a fic. The proposed road safety target for campaigns, limited to maximum 2–3 the- Safety. The action plan will be launched in ten times. Within this framework the NPRA barrier. much higher risk of being involved in car 2020 is built on the assumption that the mes each year, will continue. Research the autumn of 2009, describing the contri- recommend a significant increase in funds The NPRA recommend a more syste- accidents than other road users. The NPRA NPRA increases its recourses used for seat shows that the simultaneous application of bution that is necessary from each agency for operation and maintenance, foot and matic approach to preventing single vehic- have therefore started a four year research belt enforcement and road side inspections several types of measures has the best if the road safety target in the NTP is to be bicycle paths and minor traffic safety le accidents (run-off-the-road accidents) programme aiming to raise knowledge of heavy vehicles. It is also necessary with effect. This means for example that infor- achieved. investments (measures after road safety through traffic safety inspections. Measures about these groups of road users. Measures increased contribution from the police, mation measures and enforcement measu- inspections, road lighting, upgrading following these inspections include roadsi- directed especially against “high risk strengthening speed enforcement and res should work together. Contact: Sigurd Løtveit, NPRA. junctions, median barriers etc.) on trunk de safety treatment, guardrails, rumble groups” will have high priority in the drink driving enforcement. Enforcement A more detailed list of traffic safety mea- E-mail: [email protected] More information at: www.ntp.dep.no roads. To make up for this the funds for strips, horizontal curve treatments etc. period of 2010–2019. timing and location must be selected with sures will be presented in the Road Safety (Some in English) large, traditional road projects (section A rapid development is taking place wit- The NPRA recommends that the control regard to when and where the risk of acci- Action Plan for 2010–2013. This is a joint

8 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 9 TRAFFIC SAFETY

Road Safety in the Transport Agencies’ Input to the Norwegian National Transport Plan 2010–2019

The Norwegian Government will present the National Transport

8 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 9 TRAFFIC SAFETY

The largest reduction in the number of kil- Table 1:Estimated reduction of road users killed. led or injured road users is obtained by implementing policy option 1, optimal use of road Estimated Prospects for Improving Road Safety safety measures. Full implementation of this reduction of road users policy option results in a predicted number of killed fatalities of 138 in 2020. The predicted num- in Norway ber of seriously injured road users is 652. Road safety measure Benefit-cost Killed The Public Roads Administration has, ratio based on its own analyses, concluded that it is Road-related safety measures Road traffic in Norway is among the safest in the world, but still in principle possible to reduce the number of killed or seriously injured road users by 50% Bypass roads 1.38 0.2 the number of accidents is regarded as too high. In a scoping in 2020. Pedestrian bridge or tunnel 1.44 3.3 study for the next National Transport Plan 2010–2019 the possi- It is, however, not realistic to expect road Converting T-junction to roundabout 1.86 1.9 bility of realising a target of halving the number of road accident safety measures to be used optimally. In the Converting X-junction to roundabout 2.62 3.0 fatalities and seriously injured road users by 2020 was assessed. first place, some of the measures that may Roadside safety treatment 2.77 0.5 improve road safety if used optimally are out- Reconstruction and rehabilitation of roads 1.57 1.0 side the power of the Norwegian government. Guardrails (along roadside) 2.53 1.3 This applies to new motor vehicle safety stan- Median guard rails on undivided roads 1.40 1.7 dards. In the second place, for some road Median rumble strips (1 metre wide) 2.41 1.0 Rune Elvik, Institute of safety measures, optimal use implies a drastic Horizontal curve treatments 2.37 1.4 Transport Economics increase. This applies to police enforcement. Road lighting 1.94 10.9 It is, however, unlikely that the police will Upgrading substandard road lighting 2.75 0.8 increase traffic law enforcement to the opti- Follow up road safety inspections 2.48 3.1 t the Institute of Transport Economics mal extent. In the third place, optimal use of Traffic signals in T-junctions 5.17 0.0 we have studied the possibility of rea- A road related road safety measures requires a Traffic signals in X-junctions 3.95 0.2 ching the target and what road safety mea- maximally efficient selection of sites for treat- Lowering speed limit on hazardous roads 14.29 3.2 sures would be needed to do so. ment. This is not easily accomplished in Upgrading pedestrian crossings 2.35 5.4 A total of 139 road safety measures were Norway due to resource allocation mecha- Vehicle-related safety measures surveyed. The most effective and well nisms favouring regional balancing, rather E-Call (assuming mandatory from 1.1.2009) 1.61 4.9 documented measures, 45 in total, were than economic efficiency. Event recorders 2.15 14.5 included in a formal impact assessment, A more realistic policy is therefore that Electronic stability control 3.98 34.5 which also included a cost benefit analysis. road safety measures continue to be used Front and side air bags 1.01 14.9 Use of these measures during the period along roughly the same lines as they are today. Enhanced neck injury protection 20.25 2.3 until 2020 was considered. Analyses indica- Such a policy will not bring about large Seat belt reminders 16.21 11.7 te that 39 of the 45 measures are cost-effec- improvements in road safety in Norway. A 4 or 5 stars in EuroNCAP 1.24 13.7 tive, i.e. their benefits are greater than the conservative estimate for the number of road Intelligent speed adaptation (ISA-systems) 1.95 43.5 costs according to cost-benefit analyses. accident fatalities in 2020 is about 200. A cor- Design of car front to protect pedestrians 4.52 1.8 The preliminary targets in the National responding estimate for seriously injured Front impact attenuators on heavy vehicles 2.12 6.9 Transport Plan call for a reduction of fata- road users is about 850. While both these Enforcement-related safety measures lities from 250 (annual mean 2003–2006) numbers are lower than the current numbers, Speed enforcement 1.49 7.2 to 125 in 2020. The number of seriously they are a long way from realising the targets Speed cameras 2.11 1.6 injured road users is to be reduced from set for 2020 (125 road users killed, 490 serio- Section control (co-ordinated speed cameras) 1.58 0.9 980 (mean 2003–2006) to 490. Intelligent speed adaptation (ISA-systems) in new cars can reduce the amount of accidents significantly. usly injured). Feedback signs for speed 2.35 1.4 The range of options for improving It should be stressed that the estimates pre- Drink-driving enforcement 1.80 22.1 road safety has been described in terms of sented in this report are highly uncertain. It Alcolock for drivers convicted of drink-driving 8.75 7.5 four main policy options, all of which apply tically. Not all road safety measures are increase in police enforcement, nor will would therefore not be surprising if the actu- Seat belt enforcement 2.44 5.7 to the period from 2007 to 2020: under the control of the Norwegian new laws be introduced (e.g. a law al development turns out to be different from Technical inspections of heavy vehicles 1.41 0.6 1. Optimal use of road safety measures: government; in particular new motor requiring bicycle helmets to be worn). the one estimated. Service- and rest hour enforcement 1.45 1.1 All road safety measures are used up to vehicle safety standards are adopted by 4. Strengthening present policies. In this Bicycle helmet law 1.02 1.3 the point at which marginal benefits international bodies. option, those road safety measures Law requiring pedestrian reflective devices 3.49 5.6 equal marginal costs. 3. Continuing present policies. This which it is cost-effective to use more Road user-related safety measures 2. “National” optimal use of road safety For more information: Prospects for improving road option essentially means that road safety extensively, are used more extensively Accompanied driving 1.25 3.0 measures: This option is confined to measures continue to be applied as they than today. In particular, this implies a safety in Norway, TØI report 897/2007 Author: Rune Elvik, [email protected] Elderly driver retraining 1.85 0.2 measures that can be controlled domes- currently are. There will not be any drastic increase in police enforcement.

10 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 11 TRAFFIC SAFETY

Topic Days in Iceland Address Road Safety Time to Treat the Road Environment

The idea came to a group of people in a meeting in the summer of 2007. The idea of gathering together all that remotely have something to do with a topic in order to pick their minds. To get all these people together to be able to connect their knowledge, know-how and ideas to tackle a particular task. The first topic became road safety and the road environment, i.e. road surroundings and how to make roads safer, in this case by making the roadside safer.

That would also lower the cost of mainte- that in the years 2003–2007 almost 59 per- nance and supplies. The third conclusion cent of those who were injured or died in Auπur ﬁóra Árnadóttir, Erna Hreinsdóttir was the need to prioritize based on acci- rural traffic, did so because of driving off ﬁórir Ingason, G. Pétur Matthíasson dents, traffic and cost. the road. Road environment did therefore Many came to the board. About 320 matter, and where it’s impossible to fix the he idea was well perceived by the board people work at ICERA. A total of 112 were surroundings a safety barrier is necessary. Tof the Icelandic Road Administration invited to the Topic Days, 70 of them regis- She also mentioned that work has already (ICERA) and in April 2008 two half days tered. Those were divided into working begun to appraise road surroundings in were set aside for this project. The Topic groups. Iceland and that in the summer of 2007, Days were on. Day 1 started with a light lunch, and more than half of the Ringroad was finis- At the end of the day the conclusion was after that four speakers addressed the hed. Yet, it would be a big task to clean eve- that in order to make the roads forgiving issue. Ágúst Mogensen, director of the rything up and treat all the roadsides nee- the first option should always be treating Road Accident Analysis Group, started by ded. the safety zone according to standards, answering the question: “Does the road Erna Hreinsdóttir, Project Leader in the otherwise a safety barrier should be put up. environment matter?” And not surprisingly Road Design Department of ICERA, star- Given that assumption the most important the answer was: “Yes, it does”. He said, it ted by reminding everybody that one of thing was to write down instructions on was clear that many didn’t know what to do ICERA´s main aims is that traffic safety in various roadside treatments. Instructions if they lost control of their car and ran off Iceland should be equal to the best in the talked about the experience of the first how to put up, maintenance and winter ticipants found that this type of topic work are needed on how to treat the safety zone the road. However, the road should not world. Therefore, she said, when different wire rope safety fence in Iceland. He dis- service. The third group focused on the was really fruitful and encouraged the and also instructions about alternative punish them for their mistakes. Therefore, interests collide the safety interest should cussed what the ICERA had learned about side of the road, rocks, ditches, side slopes, ICERA to do more of this, besides, of cour- equipment, for example what to choose, the surroundings matter a lot. He pointed be the deciding one. As a designer of this road equipment and how those light poles, signs, gutters, etc. Group 4 tack- se, to keep on working on the particular and how to put it up and maintain it. Even out that a serious deformation of the pas- roads, she meant that inside the safety zone responsible had changed their way of main- led the prioritizing of projects and synchro- topic of road safety. though manufacturers give instructions it’s sengers area of the car, was in 15 per cent of the road the land should be made so taining the wire rope safety fence. nizing of tenders, supervision and mainte- not the same as getting those from the of the cases because of a high fall off a that drivers should be able to prevent to After the four speakers had finished the nance of both the safety zone around roads practiced hand. When that is the case, what road, and in 45 per cent of the cases from roll over, they should be able to gradually attendants were divided into four groups. and safety barriers. really matters is highlighted and made easy a collision with a fixed object outside the stop and if they managed to gain control of One talked about safety barriers, types, The groups went through their findings Contact: to work with. Many were also of the opi- road or another obstruction off road. the car they should be able to get back design, how to put them up, about the wor- and everybody participated in the discus- [email protected] nion that ICERA should own all materials Next talked Audur fóra Árnadóttir, onto the road. king width and how to put together diffe- sions afterwards and came to the main [email protected] [email protected] in order not to have too many different Head of the Traffic Department of ICERA, The last speaker, Páll Halldórsson, rent types. Group 2 also talked about safety conclusion mentioned in the beginning of [email protected] equipment set up on and by the roads. about run-off-the-road accidents. She said, ICERA South district operational manager, barriers, different types, the buying cost, this article. Beside that conclusion the par-

12 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 13 TRAFFIC SAFETY

Topic Days in Iceland Address Road Safety Time to Treat the Road Environment

12 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 13 TRAFFIC SAFETY

Global Traffic Safety

Traffic accidents kill 1.2 million people every year, while an additional 50 million are injured. 86 per cent of these accidents occur in developing countries, where the cost of traffic accidents equals all bilateral aid. Traffic in the developing world is becoming a disaster.

for wolves, snakes and spiders, traffic acci- accidents. While both automobile prolife- Carl Chr. Gabrielsen dents slip through almost invisibly. NPRA, Norway ration and urbanisation are world-wide Meanwhile, traffic accidents are rapidly phenomena, they will change the face of becoming a leading cause of death. the developing world. Traffic safety is a modern concern and unger and disease, wild beasts and war, rates low on the public awareness scale. Hthese are the scourges of mankind. Traffic explosion Greenhouse gas emissions Protect us against them and we make you Until quite recently the automobile has Road traffic is estimated to be responsible But as a threat to human life, it is increa- into a hero. Moses is a prime example, been a characteristic of industrialised for between 15 and 20 per cent of the sing drastically. commemorated in both the Bible and the societies rather than the developing world. world’s total greenhouse gas emissions. Koran for building granaries. His contem- This is about to change. The developing Industrialised nations have the resources porary equivalent appears to be Bob world is under rapid modernisation, bring- to reduce these emissions. The developing

Geldolf, a pop star made lord for master- ing with it unprecedented traffic growth. world does not. PHOTO: PHOTOS.COM minding Live Aid in 1988. For fighting The global car fleet, at 850 million vehicles disease we remember the good doctors today, is expected to double by 2030. This Traffic accidents This situation is steadily getting worse. as a threat to human life, it is increasing for more than 30 years. Norway has what it Salk, Semmelweis, Parkinson and growth will primarily take place in the Already today, traffic accidents kill 1,5 mil- By 2030 the growth of the global car fleet drastically. In the developing world, traffic takes to fill the vacant role of champion of Alzheimer. As for the fight between man developing economies. lion people every year, injuring another 50 will push traffic fatalities up to 2.4 million. accidents will soon rival disease as a leading global traffic safety. It might therefore and beast, the modern movie Jaws is but an Automobile proliferation coincides with million. This is a Tsunami of death with The World Health Organisation predicts cause of death. It is neither covered by the seem odd that our Minister of the echo of the archetypical monster-saga of another powerful phenomenon of moder- 100,000 killed every month. 85 per cent of that industrialised nations will experience media nor championed by prominent poli- Environment and International Develop- Beowulf. For promoting traffic safety? nity – urbanisation. For the first time in his- the victims, and 96 per cent of all traffic a 28 per cent decrease of traffic accidents. ticians. Global traffic safety has no cham- ment, Erik Solheim, is phasing transport Sorry, we don't remember you for this. tory the majority of the world’s population accidents involving children, occur in the In the developing world they will increase pion. Global traffic safety has no voice, no and communications out of the Norwegian The traffic accident is a recent danger. is now residing in urban areas. developing world. with 48 per cent in Latin America, 80 per Bob Geldolf, no Dr. Salk. development portfolio. We haven’t had time to adjust to it yet. The Furthermore, the urbanised population is The costs of traffic accidents are stagge- cent in Sub-Saharan Africa and 144 per This must change. But then again, traffic safety never won human mind, conservative by nature, refu- expected to continue to grow. With an ring. In 2005, traffic accidents in the deve- cent in South Asia. Norway is one of the most traffic safety an election. ses to replace its primeval fears with this increased percentage of the population loping world equalled all bilateral aid conscious nations in the world. We have an recent phenomenon. “I’ve got no fear to living in the immediate proximity of a gro- received that same year. Even worse, this Conclusion impressive track record, a “zero casualties” ” Contact: Carl Chr. Gabrielsen, NPRA. spare”, the brain mutters. “Why take the wing car fleet, the best we can hope for is represents only the direct costs of the acci- Traffic safety is a modern concern and vision for the future, and have contributed E-mail: [email protected] risk?” While our danger-radar happily scans to avoid a disproportional growth of traffic dent, in terms of the value of lost labour. rates low on the public awareness scale. But to the road sector in developing countries

14 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 15 TRAFFIC SAFETY

Global Traffic Safety

14 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 15 TRAFFIC SAFETY

Drugs and Medicines in Traffic

Drugs and medicines occur on our roads. But today very little is known of the extent and the risks involved. The EU project DRUID has become involved in this problem by studying the prevalence of various substances and their effects, and their rela- tionship with risk.

shows a high degree of participation al- re the prevalence of drugs and other pre- Magdalena Green VTI, Sweden though the investigation is voluntary. parations in traffic in general with the pre- – It is a matter of getting a picture of valence of drugs and other preparations in what drugs and medicines are found on drivers who have been killed in road acci- he EU project DRUID (Driving under the roads rather than a complete scan, says dents. In this way we will have an idea of Tthe influence of drugs, alcohol and Magnus Hjälmdahl, researcher at VTI and the magnitude of the risk of being killed in medicines) deals with the problem of alco- project leader for DRUID in Sweden. an accident if one drives with drugs and hol and drugs in traffic as a whole, and has Overall, 50,000 saliva samples are to be other substances in one's body. the aim to describe the extent and nature collected and analyzed in Sweden and ele- of the problem. ven European countries. Sweden's contri- The effect of medicines on driving perfor- The objective of VTI's participation is to bution is 6,000 samples. mance chart the prevalence of drugs and medici- Those taking part are asked to give a Today there is a black market in ampheta- nes on our roads and to perform a simula- saliva sample and answer questions on age mine based substances, and it is suspected PHOTO: PHOTOS.COM tion study on how driving performance is and sex. The samples are then sent for ana- that an increasing proportion of professio- affected by medicines. lysis at the National Board of Forensic nal drivers take "uppers" to cope with their Medicine in Linköping where the saliva long shifts on the road. ce, the test subjects may find it easier to blind test, i.e. neither the test subjects nor they took unnecessary risks in driving. But A survey of drugs in traffic samples are scanned for over 25 substan- – Drug use is increasing in the society as keep an even speed and to swerve less on the test personnel knew what condition was it will not be until the autumn that we will Within the framework of the project, VTI is ces. a whole, and it is naive to think that it does the road. On the other hand, they probably being tested. be able to have some definite answers to charting the prevalence of drugs in traffic – Analysis of the samples will be ready by not include drivers, says Magnus. have greater difficulty in making the right – Since it was a double blind test, we how the medicine affected their driving. in Sweden, both illegal drugs and medici- the autumn of 2009. Collection of the sam- VTI has, through a simulator study, stu- decisions and they take more risks, which have so far only been able to guess the nes. With the help of the police drivers are ples extends over a year and will be finis- died how driving behavior is affected by can have dramatic consequences. effects of the medicine, says Magnus. stopped at the side of the road and are hed in March 2009, says Magnus. medicines. The focus is to study how a cen- In May 2008, 20 test subjects drove in – We know that the medicine is an asked to take part in the study. The project has two principal aims. One tral stimulant medicine, and also the com- the VTI driving simulator for a total of "upper" and it makes one sharper and Participation is voluntary and the samples is to chart what drugs occur in traffic, since bination of a central stimulant and fatigue, three nights each. On each occasion, they more focused on what one is doing. And are treated anonymously; neither the dri- today we know very little of this. The results affects a person's driving. The expected took medicines according to one of the fol- we definitely saw that some test subjects For more information: www.druid-project.eu Contact: Magnus Hjälmdahl ver nor the car can be linked to a certain will also be compared with the other parti- effects are that some parts of the driving lowing conditions – low dose, somewhat were unusually alert in the middle of the [email protected] sample. Experience from other countries cipating countries. The second is to compa- task can actually be improved – for instan- higher dose, and placebo. It was a double night and that sometimes, according to us,

16 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 17 TRAFFIC SAFETY

Drugs and Medicines in Traffic

16 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 17 TRAFFIC SAFETY

Increased Safety for Road Workers on Motorways

One of the dangerous elements during road works is when road markings have to be placed and removed on a motorway, where

traffic flow continues unhampered while the signs are being put PHOTO: VTI/HEJDLÖSA BILDER up and removed. The "Swedish Model" Is Recommended

For a number of years, children in Sweden up to the age of four have travelled rearward facing in the car, but in the rest of Helen Hasz-Singh, Europe and the world this is something new. But a report from [email protected] ANEC, the European consumer voice in standardisation, now recommends that all children in Europe, up to the age of four, ow the Danish Road Directorate has should travel rearward facing, i.e. according to the Swedish Nimproved this procedure so that no model. road worker needs to cross the motorway with road signs under his arm! weight of 25 kilo are already available on that the European method involves comp- The entire road marking can now safely Magdalena Green, VTI, be put in place on the fast lane since a lorry Sweden the Swedish market, but they are difficult rehensive testing of various components, with a Truck Mounted Attenuator (TMA) to find in Europe. ANEC hopes that this while the Swedish method places a greater is parked there. On the lorry, a flashing recommendation will get manufacturers focus on measurements on the dummy's arrow shows that the drivers should change NEC in Brussels is one of the strongest and shops to make rearward facing child head. VTI considers that these two test pro- lane to the slow lane. The TMA consists of Aconsumer voices in Europe, and they seats readily available and cheaper in the cedures complement each other very well, an aluminium container with eight sec- have, on the basis of accident data regar- whole of Europe. It is also hoped that deve- and we have therefore developed a volunta- tions, each containing shock-absorbing ding severe injuries and fatalities involving lopment and improvement of these seats ry labelling method for child car seats materials. In the emergency lane, a lorry children in the UK, Sweden and US, will take place at a faster pace as the market which includes measurements on the dum- with similar blinking arrows is parked. In concluded that it is without a doubt safest and demand increase. my's head. this lorry, the road signs showing reduced to travel rearward facing. ANEC now hopes – It is important to emphasise that this speed, etc. are stored. that this report will put pressure on legisla- Voluntary labelling will not be an approval test but a voluntary The traffic now only moves in a single tion and consumer recommendations until – We will retain what has been called the labelling test, says Tommy Pettersson. file in the slow lane and the fact that drivers they clearly show that it is unsafe to have Swedish model, i.e. we will not only encou- from a distance have seen two big blinking children forward facing too early. rage rear facing travel in words but will also arrows has a speed reducing, psychological – This is a welcome message for us here have a test method that promotes this, says effect. The road workers are protected by at VTI and a fine accolade for Swedish road Tommy Pettersson, who is head of the VTI the two lorries parked in the emergency safety work, says Research Engineer Jan crash safety laboratory. lane and the fast lane, and they are not in Wenäll at VTI. This can be the first step Up to the spring of 2008 it was possible contact with the traffic. The traffic is led towards a new EU standard for the safety of to approve child car seats in accordance through a blinking gate, the speed is redu- children in cars. with two test procedures, a European code ced in good time and the road works can and a Swedish one. But now child car seats be carried out behind a row of traffic cones Availability and development of rearward can only be approved in accordance with Contact:Tommy Pettersson, [email protected] which can easily and quickly be removed facing child seats the European code. Generally speaking, For more information: www.vti.se/crashtest when the work is completed. Seats for rearward facing travel up to a the great difference between the codes is

18 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 19 TRAFFIC SAFETY

Increased Safety for Road Workers on Motorways

One of the dangerous elements during road works is when road markings have to be placed and removed on a motorway, where traffic flow continues unhampered while the signs are being put PHOTO: VTI/HEJDLÖSA BILDER up and removed. The "Swedish Model" Is Recommended

18 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 19 TRAFFIC SAFETY

Depth Analyses of Fatal Road Accidents in Norway

The Norwegian Public Roads Administration has established regional accident analysis groups. These groups started their work with depth analyses of all fatal road traffic accidents in Norway the 1st of January 2005. The aim of this work is to develop more knowledge about causal factors behind these accidents, both within road user behaviour, vehicle safety and road conditions, and to propose measures in order to prevent similar accidents from happening again.

PHOTO: NPRA

works out a national annual report. Two • Lack of driver capability (lack of driving Ivar Haldorsen, NPRA, Norway national reports have been published, that skills, insufficient information proces- roads were causal factors behind 11 % equipment and defect vehicle brakes Related to roads summarize the results of the depth analyses sing, wrong decisions, lack of driving of the accidents were causal factors behind 18 % of the • Safety audits of existing roads focussing in 2005 and 2006. These reports point out experience, unrealistic belief in own • Dangerous design features connected to accidents on dangerous design features in the he depth analyses of fatal accidents casual factors, measures to prevent similar skills) were causal factors behind 75 % road geometry were causal factors • Because of large differences in weight near vicinity of the roads and guard Thave given new knowledge about causal accidents from happening again, and other of the accidents behind 11 % of the accidents between colliding vehicles (passenger rails, and implementation of means factors and valuable experiences. experiences from the accident analyses. • Intoxicated driving (alcohol and drugs) • Because of dangerous design features cars and heavy vehicles, motor cycles • Median barriers Examples: In Norway 226 fatal road traffic acci- were causal factors behind 18 % of the connected to the near vicinity of the and passenger cars etc.), 30 % of the • Improved road signing and road mar- • Intoxicated driving (alcohol and drugs) dents occurred in 2006. 242 persons were accidents. Many of these accidents and roads (trees, rocks, steep slopes etc), 20 analyzed accidents resulted in fatalities king. is a considerable road safety problem. killed in these accidents. All of these acci- fatalities were the result of a combina- % of the accidents resulted in fatalities • Because of low standard of safety of Related to vehicles The amount of intoxicated driving is lar- dents were analysed by the accident analy- tion of intoxication, high speed and lack • Because of lack of median barriers, 15 vehicles, 13 % of the analyzed accidents • Alco lock in vehicles ger than indicated in statistics on road sis groups. Most accidents are the result of of use of seat belts % of the accidents probably resulted in resulted in fatalities. • Intelligent driver support systems (ISA, safety accidents several causal factors. These causal factors • Driver fatigue were causal factors fatalities ESC etc.) • Depth analyses more than accident have been organised in the following main behind 18 % of the accidents • Because of lack of or insufficient guard Road safety means • Improved vehicle controls. reports from the police have clarified groups: • Lack of visibility in the road traffic rails, 9 % of the accidents probably On the basis of their analyses, the accident This article is based on the following publication: whether seat belts and other protection • Conditions related to the drivers (pedestrians, cyclists, persons on motor- resulted in fatalities. analysis groups have proposed several safety Title (Norwegian): Dybdeanalyser av dødsulykker i equipment have been used or not in • Conditions related to the vehicles cycles and mopeds) were causal factors means. These are means related to drivers, vegtrafikken – Nasjonal årsrapport for ulykkesana- fatal accidents • Conditions related to the road and the behind 16 % of the accidents. Vehicles and use of protection equipment means related to roads, and means related lysegruppenes arbeid i 2006 Title (English): Depth Analyses of Fatal Road • Depth analyses more than accident road traffic system. • 41 % of the drivers and passengers in to vehicles. The most important are: Accidents – National Annual Report of the reports from the police have shown how Main results from the depth analyses of Conditions related to the roads automobiles killed in these accidents Related to drivers Accident Analysis Groups in 2006 conditions related to vehicles and the accidents in 2006 are described below. • Road conditions as snow, ice, wet and did not use seat belts • Information and campaign activities Author: Ivar Haldorsen. E-mail: roads have been causal factors behind slippery roads, were causal factors • 15 % of the killed drivers and passen- regarding speed and use of seat belts [email protected] Institution: Road Directorate, Road and Traffic fatal accidents. Conditions related to the drivers behind 16 % of the accidents gers on motor cycles and mopeds did and other protection equipment Department The regional accident analysis groups • High speed (above speed limits or to • Insufficient road signing and road mar- not use helmets • Police traffic enforcement on speed and Report number: 09/2007 work out annual reports that summarize high speed compared to local condi- king were causal factors behind 11 % of • 80 % of killed persons on cycles did not intoxicated driving ISSN 1503-5743 the results of their work. Based on these tions) were causal factors behind about the accidents uses helmets • Automatic traffic control Language: Norwegian Available at: [email protected] reports the Norwegian Road Directorate the half (49 %) of the accidents • Lack of visibility (obstacles) along the • Defect wheels and tires, defect light • Improved driving education.

20 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 21 TRAFFIC SAFETY

Depth Analyses of Fatal Road Accidents in Norway

PHOTO: NPRA works out a national annual report. Two • Lack of driver capability (lack of driving Ivar Haldorsen, NPRA, Norway national reports have been published, that skills, insufficient information proces- roads were causal factors behind 11 % equipment and defect vehicle brakes Related to roads summarize the results of the depth analyses sing, wrong decisions, lack of driving of the accidents were causal factors behind 18 % of the • Safety audits of existing roads focussing in 2005 and 2006. These reports point out experience, unrealistic belief in own • Dangerous design features connected to accidents on dangerous design features in the he depth analyses of fatal accidents casual factors, measures to prevent similar skills) were causal factors behind 75 % road geometry were causal factors • Because of large differences in weight near vicinity of the roads and guard Thave given new knowledge about causal accidents from happening again, and other of the accidents behind 11 % of the accidents between colliding vehicles (passenger rails, and implementation of means factors and valuable experiences. experiences from the accident analyses. • Intoxicated driving (alcohol and drugs) • Because of dangerous design features cars and heavy vehicles, motor cycles • Median barriers Examples: In Norway 226 fatal road traffic acci- were causal factors behind 18 % of the connected to the near vicinity of the and passenger cars etc.), 30 % of the • Improved road signing and road mar- • Intoxicated driving (alcohol and drugs) dents occurred in 2006. 242 persons were accidents. Many of these accidents and roads (trees, rocks, steep slopes etc), 20 analyzed accidents resulted in fatalities king. is a considerable road safety problem. killed in these accidents. All of these acci- fatalities were the result of a combina- % of the accidents resulted in fatalities • Because of low standard of safety of Related to vehicles The amount of intoxicated driving is lar- dents were analysed by the accident analy- tion of intoxication, high speed and lack • Because of lack of median barriers, 15 vehicles, 13 % of the analyzed accidents • Alco lock in vehicles ger than indicated in statistics on road sis groups. Most accidents are the result of of use of seat belts % of the accidents probably resulted in resulted in fatalities. • Intelligent driver support systems (ISA, safety accidents several causal factors. These causal factors • Driver fatigue were causal factors fatalities ESC etc.) • Depth analyses more than accident have been organised in the following main behind 18 % of the accidents • Because of lack of or insufficient guard Road safety means • Improved vehicle controls. reports from the police have clarified groups: • Lack of visibility in the road traffic rails, 9 % of the accidents probably On the basis of their analyses, the accident This article is based on the following publication: whether seat belts and other protection • Conditions related to the drivers (pedestrians, cyclists, persons on motor- resulted in fatalities. analysis groups have proposed several safety Title (Norwegian): Dybdeanalyser av dødsulykker i equipment have been used or not in • Conditions related to the vehicles cycles and mopeds) were causal factors means. These are means related to drivers, vegtrafikken – Nasjonal årsrapport for ulykkesana- fatal accidents • Conditions related to the road and the behind 16 % of the accidents. Vehicles and use of protection equipment means related to roads, and means related lysegruppenes arbeid i 2006 Title (English): Depth Analyses of Fatal Road • Depth analyses more than accident road traffic system. • 41 % of the drivers and passengers in to vehicles. The most important are: Accidents – National Annual Report of the reports from the police have shown how Main results from the depth analyses of Conditions related to the roads automobiles killed in these accidents Related to drivers Accident Analysis Groups in 2006 conditions related to vehicles and the accidents in 2006 are described below. • Road conditions as snow, ice, wet and did not use seat belts • Information and campaign activities Author: Ivar Haldorsen. E-mail: roads have been causal factors behind slippery roads, were causal factors • 15 % of the killed drivers and passen- regarding speed and use of seat belts [email protected] Institution: Road Directorate, Road and Traffic fatal accidents. Conditions related to the drivers behind 16 % of the accidents gers on motor cycles and mopeds did and other protection equipment Department The regional accident analysis groups • High speed (above speed limits or to • Insufficient road signing and road mar- not use helmets • Police traffic enforcement on speed and Report number: 09/2007 work out annual reports that summarize high speed compared to local condi- king were causal factors behind 11 % of • 80 % of killed persons on cycles did not intoxicated driving ISSN 1503-5743 the results of their work. Based on these tions) were causal factors behind about the accidents uses helmets • Automatic traffic control Language: Norwegian Available at: [email protected] reports the Norwegian Road Directorate the half (49 %) of the accidents • Lack of visibility (obstacles) along the • Defect wheels and tires, defect light • Improved driving education.

20 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 21 TRAFFIC SAFETY phones and navigators in vehicles, and raise broader awareness of their traffic safety potential. These devices can provide different types of driver support functions, and almost nothing is known yet about Better-informed Drivers their safety and other impacts. The market penetration of portable navigators and smart phones is exploding; the timing for this project is ideal. Time is a scant resource in traffic. Accidents usually occur when The functions to be tested cover three we see things too late or not at all. Even the most sophisticated broad areas: functions promoting (i) safe driving, (ii) economic driving and (iii) a sensor networks currently being developed for driver support can- novel navigator retrofitted eCall. The main not totally compensate for this. For this reason, we need vehic- emphasis of the work is on speed informa- les that ‘talk’ to the driver and other cars in order to provide us tion, traffic information, road weather more time to react and enhance the awareness of hazards along information and “green driving” support. The impacts are assessed on different levels the way. covering (i) usability, (ii) behaviour & incidents, (iii) safety, (iv) the environment and (v) impacts on the transport system. Attention will also be paid to possible Tapani Mäkinen, tion and road slipperiness with sufficient to feed the signals into a FRICTION- negative impacts, since smart phones were Technical Research Centre accuracy to improve vehicle control. The Estimation-Observer and to estimate the not originally designed for vehicle use and of Finland project will not develop new sensors, but tyre-road-friction value by using online navigation devices and may have problems uses existing sensors in a novel way. The mathematical statistics methods. with fixing and positioning in the cockpit. number of pursuits are underway at aim is a solution for real-time estimation of The achievements of the FRICTION The project aims to speed up the penetra- AVTT to provide drivers with more time tyre-road friction using a sensor cluster in a projects after two years of development are tion of systems able to "see" beyond drivers’ and keep them informed of the traffic moving vehicle. Consequently, three kinds the following: field of vision especially in critical condi- ahead – even beyond the field of vision. of sensors were used: (i) existing vehicle- • The architecture of an online friction tions, where good situation awareness is The activities deal with driver monitoring based sensors for monitoring vehicle dyna- information data fusion algorithm, needed. The project provides an opportu- technologies, environment perception and mics, (ii) environmental sensors, and (iii) a together with Siemens VDO, CRF and nity to test the impacts of similar functions cooperative driving functions, such as tyre-based sensor. Today, the signals from Volvo that future cooperative systems will provi- information on road conditions ahead, these sensors are used separately for vehic- • The first versions of data fusion in a mat- de, once their development challenges hazards, accidents and traffic jams by le safety systems without co-operative com- lab/simulink environment and valida- have been solved in the coming years. In means of aftermarket and nomadic devi- munication between the sensors. The pro- tion with real data fact, aftermarket and nomadic devices will ces. First, you need to have contents for the ject has two characteristics: vertical in deve- • A new antenna concept for the tyre sen- provide an alternative to some important messages and secondly you need to transfer loping a new system to enhance driver assis- sor cooperative driving and ADAS functions this message to the driver. Two projects, tance, and horizontal in providing a system • Novel use of far-infrared and polarisa- for many years ahead. FRICTION and TeleFOT, deal with these for different applications and for ongoing tion cameras in measuring and classifi- The concept consists of creating three two aspects. projects in preventive safety and upcoming cation of road surface slipperiness European test communities: Northern, The objective of the FRICTION project cooperative systems. The innovative idea is • The use of 24GHz and 77GHz radar sig- Central and Southern. This was deemed is to create an onboard system for estima- nals in the detection of dry, wet and icy necessary to ensure a realistic assessment ting friction and road slipperiness to road surfaces (patent application pen- of the functions on the European scale due enhance the performance of integrated ding). to very different traffic behaviour patterns and cooperative safety systems. Predictive The second project, TeleFOT, addresses and reactions to safety measures in various information yielded by the system enhan- the use and impacts of nomadic and after- countries. About 3 000 drivers are partici- ces cooperative driving such as V2V and market devices in providing drivers with pating in the tests. The project has strong driver information. Applications that can information about traffic and road condi- national support and no resources are nee- benefit from precise information on fric- tions ahead. The 15-million-euro project ded for building the infrastructures provi- tion and road slipperiness are control sys- will be launched in the summer of 2008. ding the functions and services to be tes- tems for driving safety such as slip control This project also is partly EU-funded and ted. Business models and other issues rela- systems, emergency braking systems, includes 25 partners from nine European ted to the large-scale deployment of the electronic stability programs, adaptive crui- countries. functions are also being studied. se control and rollover avoidance. The objectives of TeleFOT are to assess Dissemination and raising awareness are a Evidently the one-sensor-only approach has the impacts of functions provided by after- Figure 2. Traffic sign information through a smart phone. special point of focus. proved unsuccessful for determining fric- Figure 1. Friction-sensor road tests. market and nomadic devices such as smart

22 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 23 TRAFFIC SAFETY phones and navigators in vehicles, and raise broader awareness of their traffic safety potential. These devices can provide different types of driver support functions, and almost nothing is known yet about Better-informed Drivers their safety and other impacts. The market penetration of portable navigators and smart phones is exploding; the timing for this project is ideal. Time is a scant resource in traffic. Accidents usually occur when The functions to be tested cover three we see things too late or not at all. Even the most sophisticated broad areas: functions promoting (i) safe driving, (ii) economic driving and (iii) a sensor networks currently being developed for driver support can- novel navigator retrofitted eCall. The main not totally compensate for this. For this reason, we need vehic- emphasis of the work is on speed informa- les that ‘talk’ to the driver and other cars in order to provide us tion, traffic information, road weather more time to react and enhance the awareness of hazards along information and “green driving” support. The impacts are assessed on different levels the way. covering (i) usability, (ii) behaviour & incidents, (iii) safety, (iv) the environment and (v) impacts on the transport system. Attention will also be paid to possible Tapani Mäkinen, tion and road slipperiness with sufficient to feed the signals into a FRICTION- negative impacts, since smart phones were Technical Research Centre accuracy to improve vehicle control. The Estimation-Observer and to estimate the not originally designed for vehicle use and of Finland project will not develop new sensors, but tyre-road-friction value by using online navigation devices and may have problems uses existing sensors in a novel way. The mathematical statistics methods. with fixing and positioning in the cockpit. number of pursuits are underway at aim is a solution for real-time estimation of The achievements of the FRICTION The project aims to speed up the penetra- AVTT to provide drivers with more time tyre-road friction using a sensor cluster in a projects after two years of development are tion of systems able to "see" beyond drivers’ and keep them informed of the traffic moving vehicle. Consequently, three kinds the following: field of vision especially in critical condi- ahead – even beyond the field of vision. of sensors were used: (i) existing vehicle- • The architecture of an online friction tions, where good situation awareness is The activities deal with driver monitoring based sensors for monitoring vehicle dyna- information data fusion algorithm, needed. The project provides an opportu- technologies, environment perception and mics, (ii) environmental sensors, and (iii) a together with Siemens VDO, CRF and nity to test the impacts of similar functions cooperative driving functions, such as tyre-based sensor. Today, the signals from Volvo that future cooperative systems will provi- information on road conditions ahead, these sensors are used separately for vehic- • The first versions of data fusion in a mat- de, once their development challenges hazards, accidents and traffic jams by le safety systems without co-operative com- lab/simulink environment and valida- have been solved in the coming years. In means of aftermarket and nomadic devi- munication between the sensors. The pro- tion with real data fact, aftermarket and nomadic devices will ces. First, you need to have contents for the ject has two characteristics: vertical in deve- • A new antenna concept for the tyre sen- provide an alternative to some important messages and secondly you need to transfer loping a new system to enhance driver assis- sor cooperative driving and ADAS functions this message to the driver. Two projects, tance, and horizontal in providing a system • Novel use of far-infrared and polarisa- for many years ahead. FRICTION and TeleFOT, deal with these for different applications and for ongoing tion cameras in measuring and classifi- The concept consists of creating three two aspects. projects in preventive safety and upcoming cation of road surface slipperiness European test communities: Northern, The objective of the FRICTION project cooperative systems. The innovative idea is • The use of 24GHz and 77GHz radar sig- Central and Southern. This was deemed is to create an onboard system for estima- nals in the detection of dry, wet and icy necessary to ensure a realistic assessment ting friction and road slipperiness to road surfaces (patent application pen- of the functions on the European scale due enhance the performance of integrated ding). to very different traffic behaviour patterns and cooperative safety systems. Predictive The second project, TeleFOT, addresses and reactions to safety measures in various information yielded by the system enhan- the use and impacts of nomadic and after- countries. About 3 000 drivers are partici- ces cooperative driving such as V2V and market devices in providing drivers with pating in the tests. The project has strong driver information. Applications that can information about traffic and road condi- national support and no resources are nee- benefit from precise information on fric- tions ahead. The 15-million-euro project ded for building the infrastructures provi- tion and road slipperiness are control sys- will be launched in the summer of 2008. ding the functions and services to be tes- tems for driving safety such as slip control This project also is partly EU-funded and ted. Business models and other issues rela- systems, emergency braking systems, includes 25 partners from nine European ted to the large-scale deployment of the electronic stability programs, adaptive crui- countries. functions are also being studied. se control and rollover avoidance. The objectives of TeleFOT are to assess Dissemination and raising awareness are a Evidently the one-sensor-only approach has the impacts of functions provided by after- Figure 2. Traffic sign information through a smart phone. special point of focus. proved unsuccessful for determining fric- Figure 1. Friction-sensor road tests. market and nomadic devices such as smart

22 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 23 TRAFFIC SAFETY

Lowering Speed Limits Reduces Speed and Saves Lives in Norway

Lowering the speed limit from 80 km/h to 70 km/h on roads with many accidents has reduced both speed (-2,1 km/h to -4,1 km/h) and the number of injury accidents (-16%) and people killed (-42%) in Norway. Lowering the speed limits from 90 km/h to 80 km/h has also reduced the speed (-1,6 km/h to -2,8 km/h), the number of injury accidents (-10%) and the number of people killed (-40%).

ring stations operated by the Public Roads can be estimated to between 2.1 and 4.1 Arild Ragnøy NPRA, Norway Administration. A computer algorithm was km/h on roads that had a speed limit of 80 developed in order to ensure that only data km/h before treatment. The correspon- of acceptable quality was used in the study. ding net reduction in mean speed on 90 n the autumn of 2001, speed limits were Comparison road sections for the speed km/h roads can be estimated to between Ilowered from 80 km/h to 70 km/h and study were found in the same county and 1.6 and 2.8 km/h. from 90 km/h to 80 km/h on hazardous with the traffic as on the treated roads. The road sections in Norway. These road sec- speed limits were unchanged on the com- Effect on accidents tions had been identified as having a high parison roads. The accident data for the treated road sec- number of fatal or serious injury accidents tions are presented in Table S2. The befo- per kilometre of road. Effect on speed re-period for 80–70 km/h includes all years Speed limits were lowered on 294 road Changes in mean speed are shown in Table from 1993 to 2000 (589,496 days), while sections with a total length of 1,134 km. S1. As can be seen, mean speed was redu- the after-period started at slightly different 247 road sections (total length 741 km) ced in all groups. The reductions were dates in late 2001 and included the years had the speed limit lowered from 80 km/h somewhat larger in the two treated groups 2002 and 2003 (148,403 days). (80 km/h to 70 km/h and 90 km/h to 80 For 90–80 km/h the before–period inc- to 70 km/h. 47 road sections (total length Table S2: Accident data for treated road sections. When regression-to-the-mean and long- km/h) than in the two comparison groups. ludes data from 1996 to 2000 (1,825 days) 393 km) had the speed limit lowered from term trends are controlled for by means of This indicates that lowering the speed limit with an after period from 2002 until 2006 90 km/h to 80 km/h. Group Item of data Before After comparison groups it is concluded that the had a net effect on speed. (1,460 days). net effect of lowering the speed limit from The net reduction in mean speed attri- 80 km/h to 70 km/h Total days covered 589 496 148 403 Before-and-after study 80 km/h to 70 km/h has reduced the num- butable to the lowering of the speed limit Injury accidents 2 307 455 Effects on accidents were evaluated by ber of injury accidents (-16%) and killed (- means of a before-and-after study using the Fatalities 211 30 Table S1: Changes in the mean speed of traffic follow changes in speed limits. 42%). Empirical Bayes design. Critically injured road users 537 70 Lowering the speed limits from 90 In addition, the study controlled for Mean speed (km/h) Slightly injured road users 2 949 680 km/h to 80 km/h has as a net effect redu- long-term trends in accident occurrence by Group Before After 90 km/h to 80 km/h Total days covered 1 825 1 460 ced the number of injury accidents (-10%) applying a comparison group. Comparison and the number of killed persons (-40%). group consisted of roads that retained the Treated roads 80 km/h to 70 km/h 75.3 71.2 Injury accidents 278 185 original speed limit of 80 km/h (alternativ- Comparison roads retaining 80 km/h 76.4 74.4 Fatalities 45 21 Contact: Arild Ragnøy, NPRA E-mail: [email protected] ly 90 km/h). Treated roads 90 km/h to 80 km/h 85.1 82.2 Critically injured road users 28 5 General information about traffic safety at: Data on changes in speed have been Comparison roads retaining 90 km/h 84.6 83.4 Slightly injured road users Not reported Not reported www.vegvesen.no taken from 29 permanent traffic monito-

24 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 25 TRAFFIC SAFETY

Lowering Speed Limits Reduces Speed and Saves Lives in Norway

24 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 25 TRAFFIC SAFETY Smarter and Safer School Buses – Unique Initiative on Trips by School Transport

Thanks to the external loudspeaker and Smarter Safer School Buses is a world-unique initiative regarding cameras, the driver is able to communicate children's journeys to and from school. The aim of the project, with the children and see them both in and outside the bus. This makes it easier for the performed by VTI, is to enhance the safety and security of child- driver to take action in the event of danger. ren travelling by school transport. With the help of a newly developed warning system at the stops, other road users are also warned that there are children on the road. During the test, two stops were their transmitters, provided that they get Magdalena Green information on which child is enterig or equipped with warning units which also on at their usual stop. All children who are VTI, Sweden exiting, information that the driver today receive signals from the children's transmit- must remember without aid. On the screen expected to get on are displayed for the ters. The units warn other road users by next to the driver, he/she can also call up driver, not only those who are at the stop chool journeys are an important part of emitting a blinking yellow light. In indepen- the child's name and, if the parent/guardi- and have their transmitter on them. a child's environment, and should be dent tests, this type of warning system has S an has given permission, a picture of the When the children get off, they are log- designed so that the whole journey to and been found to have a high road safety effect, child. The driver can also get more informa- ged off automatically. In the same way, from school can be secure and safe. In 2008, since drivers passing the stop are made tion about the child. Examples of this are children are logged in automatically when tests are made on two specially equipped aware that there are children near the stop information on how to contact the parents they enter the bus in the afternoon, when buses and bus stops in the ordinary school and they thus lower their speed. The aim of or whether the child has special needs. many children get on at the same time at transport service in a Swedish municipality. the warning system is to make the stop safer the school. Prior to getting off, the system This is a pilot project that is carried out for during the time that children stand there Full control also gives information to the children by play- the first time in the world. The project will waiting for the school bus to arrive. The bus driver is also shown if the child is ing back an audio file in the bus which gives demonstrate a realistic driver support sys- at or near the stop. The children are name- the name of the next stop, the names of the tem which will, in a systematic and natural Evaluation and results ly given small radio transmitters, micro- children who are to get off, and any necessa- way, support the driver. The project special- The study is evaluated with reference to the chips, to hang on their coat or rucksack. ry safety instructions for the children. ly focuses on situations where the children drivers' and children's experience of the The transmitter has a range of about 100 – The system is first class, I am more and are exposed as vulnerable road users. driver support system. The drivers attend metres, and sends signals to the driver sup- more impressed, says Mikael Nyström who focus groups before and during the test. port system in the bus. When the children is a bus driver and is taking part in the test. New technology provides routine and They also keep a diary for some weeks get on the bus, the driver logs them in by – Thanks to the new technology, I have security during the test period. The first diaries clicking on their photograph. It is also pos- better contact with both the children and Through studies of school transport acci- have now been handed to VTI. Linda sible to log in children that have forgotten their parents. dents in which children have been injured, Renner, who works on the project at VTI, VTI has shown that a departure from routi- says after a first look at the diaries: ne is an important factor. Safety and securi- – The new system appears to be appre- ty are assumed to increase with a higher deg- ciated and well used. ree of routine. With the help of new techno- Children are interviewed in groups. logy, children can now be given better routi- This was done before the project started nes during their school journeys, regardless and will be repeated at an early and late of who is driving the bus. For example, stage of the project. The results will be children will always be let off the bus at the used to demonstrate the feasibility of using same place, and the driver has information the driver support system for improving on whether the child needs to be seen over the safety and security of children who use the road, or whether he/she usually gets off the school transport system. at the front or rear of the bus. The project also includes speed measu- Since many school transport stops are rements, both before and during the test not marked, it may be difficult for a new or period. substitute driver to find the right place to stop at. Through the new system the driver has access to information about the route Contact: Anna Anund, [email protected] and are shown a picture of the next stop. At Linda Renner, [email protected]

the stop, the driver is automatically given PHOTO: VTI/HEJDLÖSA BILDER

26 | NORDIC NO. 2 2008 www.nordicroads.com TRAFFIC SAFETY Smarter and Safer School Buses – Unique Initiative on Trips by School Transport

the stop, the driver is automatically given PHOTO: VTI/HEJDLÖSA BILDER

26 | NORDIC NO. 2 2008 www.nordicroads.com TRAFFIC SAFETY Safety Effects by the Use of ITS in Fatigue in Traffic PHOTO: VTI/HEJDLÖSA BILDER

which is the latest useable statistics. To society, people tend to give priority to work wheel and seat. As regards the road envi- DROWSI prevents fatigue in traffic Kasper Rosenstand make a direct comparison of the two and pleasure at the expense of sleep. ronment, VTI has studied rumble strips on In the research project DROWSI, Drowsiness periods possible, it has been chosen to con- About 20 per cent of the Swedish popula- the road, which have been found effective Intervention, authorities are in dialogue with industry in order to develop, through research and vert the statistics into number of accident tion suffers from some form of sleep distur- in waking sleepy drivers. development, concepts and technologies for real 3 which runs around the western part per year before and during construction. bance or stress related disease. Because of time prediction of driver fatigue, and also to find Mof greater Copenhagen is under This shows that the overall number of this, many people become part of a high Lack of statistics effective countermeasures. The project is to result extension from four to six lanes in the accidents barely has changed in connec- risk group that can cause serious crashes in Fatigue may be involved in as many as four in technical aids that can detect when the driver is sleepy and stop him/her falling asleep. There are period 2005–2009. To achieve a satisfying tion with the roadwork. Before the con- traffic and at work. out of ten road accidents in Sweden. This is system solutions for both cars and trucks. level of safety, traffic flow and service for struction began there were 75.3 accidents Since 2000, VTI has been involved in what Anna Anund of VTI has found in a The project extends over four years and is per- the road users during the time of construc- per year and during construction there several studies which, in different ways, study carried out together with the police formed within the framework of the national rese- tion, the DRD has chosen to use traffic were 77.2 accidents per year. deal with the problem of driver sleepiness. in Umeå. The study is based on police arch and development programme IVSS (Intelligent Vehicle Safety Systems). management systems and information to The risk groups are young drivers, profes- interviews with drivers involved in road influence the road user’s choice of speed, Fewer injured sional drivers, shift workers and people crashes leading to injuries. Sensation – EU project on fatigue, sleep and travel time and route. Information on the When looking in more detail into these sta- who suffer from sleep disturbance. – We are, broadly speaking, certain that stress systems used can be found in an article in tistics, it shows that the number of acci- 25 per cent of all slight and severe acci- SENSATION, Advanced sensor development for attention, stress, vigilance and sleep/wakefulness Nordic Road & Transport Research 1/2008 dents with injured is halved. There were Warning systems dents are caused by fatigue. But the pro- monitoring, is an EU project in which partners and on www.nordicroads.com. 10.3 serious accidents per year before the Through various research projects, VTI portion may be as high as 38 per cent, says from both industry and various institutes in construction began, while the number of aims to produce effective measures such as, Anna. Europe are involved. The project focuses on the Effects concerning the traffic safety serious accidents reached 5.6 accidents per for example, warning systems in both the Statistics concerning sleepiness are problem area stress, fatigue and sleep in transport, industry and health care. VTI's involvement Three years after the Danish Road year during the time of construction. car and in the road environment. Warning incomplete, something that may be due to in the project has mainly focused on problems Directorate launched the extension of M3, The number of accidents with material systems in the car will detect if the driving the fact that, in contrast to e.g. driving associated with transport. new statistics show that the traffic manage- damage has increased slightly from 65 acci- performance of the driver is impaired under the influence, it is difficult, in fact The object of Sensation is to highlight health, ment system is helping the road users to dents per year before construction to 71.6 because of sleepiness, and will warn the dri- impossible in case of fatal accidents, to safety and quality of life and to protect the surroundings by reducing the number of fatigue-rela- get safe and smooth through the 17 kilo- accidents per year during construction. ver. The systems in the car are based either describe and to measure just how sleepy a ted accidents. The core issue in the work is deve- metres of roadwork. Experience shows that in connection on the way the car is steered and where on driver involved in a crash was. Another lopment of a cost effective and efficacious tech- The DRD has studied the number of with similar roadwork where ITS is not the road it is placed, or they register eye problem may be the lack of interest – Anna nology that can detect fatigue symptoms and warn accidents in the years before the construc- used the number of accidents is doubled. movements and blink rate, which are often believes that the problem is not taken the driver before an accident occurs. Several sensors have been developed in the project which tion began and compared these with the a reflection of the driver's level of sleepi- seriously enough. measure pulse (stress), brain activity (sleep and number of accidents during the construc- ness. In addition, account can also be taken VTI now hopes that the problem of dri- wakefulness) and blink rate (sleepiness). tion from Easter 2005 to October 2007, of the time of day and the sleepiness/wake- ver sleepiness will attract attention and

28 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 29 TRAFFIC SAFETY Safety Effects by the Use of ITS in Fatigue in Traffic PHOTO: VTI/HEJDLÖSA BILDER

Every year, fatigue in traffic causes around 100,000 accidents all Connection with the Extension of M3 over the world. In Sweden, sleepy drivers are involved in more than 25 per cent of all road crashes. Driving when sleepy is just in Copenhagen as dangerous as driving under the influence of alcohol. In spite of this, many people decide to drive when sleepy, and expose both themselves and others to danger. VTI is engaged in several pro- In connection with the extension of M3 in Copenhagen, the jects in order to enhance knowledge in this field and thus reduce Danish Road Directorate (DRD) has established a set of traffic the number of crashes associated with driver sleepiness. management systems and information services for the users of the road in order to achieve a satisfying level of safety, traffic fulness behaviour of the driver. awareness of the problem will grow, and Magdalena Green flow and service during the time of construction. The establishing VTI, Sweden Warning systems that are coupled to this that all the research projects on new war- of ITS at M3 is so far the most comprehensive ITS application are often based on a combination of feed- ning systems will produce good results. back to the driver regarding his/her per- the DRD has implemented. leeping problems and stress are the formance, and one or more warnings. Contact: Anna Anund, [email protected] S serious public health issues of our Warnings can be given in the form of war- times, and they often cause inattentiveness ning sounds, spoken announcements, visu- Examples of research projects: on the part of drivers. In our new 24 hour al messages or via vibrations in e.g. the which is the latest useable statistics. To society, people tend to give priority to work wheel and seat. As regards the road envi- DROWSI prevents fatigue in traffic Kasper Rosenstand make a direct comparison of the two and pleasure at the expense of sleep. ronment, VTI has studied rumble strips on In the research project DROWSI, Drowsiness periods possible, it has been chosen to con- About 20 per cent of the Swedish popula- the road, which have been found effective Intervention, authorities are in dialogue with industry in order to develop, through research and vert the statistics into number of accident tion suffers from some form of sleep distur- in waking sleepy drivers. development, concepts and technologies for real 3 which runs around the western part per year before and during construction. bance or stress related disease. Because of time prediction of driver fatigue, and also to find Mof greater Copenhagen is under This shows that the overall number of this, many people become part of a high Lack of statistics effective countermeasures. The project is to result extension from four to six lanes in the accidents barely has changed in connec- risk group that can cause serious crashes in Fatigue may be involved in as many as four in technical aids that can detect when the driver is sleepy and stop him/her falling asleep. There are period 2005–2009. To achieve a satisfying tion with the roadwork. Before the con- traffic and at work. out of ten road accidents in Sweden. This is system solutions for both cars and trucks. level of safety, traffic flow and service for struction began there were 75.3 accidents Since 2000, VTI has been involved in what Anna Anund of VTI has found in a The project extends over four years and is per- the road users during the time of construc- per year and during construction there several studies which, in different ways, study carried out together with the police formed within the framework of the national rese- tion, the DRD has chosen to use traffic were 77.2 accidents per year. deal with the problem of driver sleepiness. in Umeå. The study is based on police arch and development programme IVSS (Intelligent Vehicle Safety Systems). management systems and information to The risk groups are young drivers, profes- interviews with drivers involved in road influence the road user’s choice of speed, Fewer injured sional drivers, shift workers and people crashes leading to injuries. Sensation – EU project on fatigue, sleep and travel time and route. Information on the When looking in more detail into these sta- who suffer from sleep disturbance. – We are, broadly speaking, certain that stress systems used can be found in an article in tistics, it shows that the number of acci- 25 per cent of all slight and severe acci- SENSATION, Advanced sensor development for attention, stress, vigilance and sleep/wakefulness Nordic Road & Transport Research 1/2008 dents with injured is halved. There were Warning systems dents are caused by fatigue. But the pro- monitoring, is an EU project in which partners and on www.nordicroads.com. 10.3 serious accidents per year before the Through various research projects, VTI portion may be as high as 38 per cent, says from both industry and various institutes in construction began, while the number of aims to produce effective measures such as, Anna. Europe are involved. The project focuses on the Effects concerning the traffic safety serious accidents reached 5.6 accidents per for example, warning systems in both the Statistics concerning sleepiness are problem area stress, fatigue and sleep in transport, industry and health care. VTI's involvement Three years after the Danish Road year during the time of construction. car and in the road environment. Warning incomplete, something that may be due to in the project has mainly focused on problems Directorate launched the extension of M3, The number of accidents with material systems in the car will detect if the driving the fact that, in contrast to e.g. driving associated with transport. new statistics show that the traffic manage- damage has increased slightly from 65 acci- performance of the driver is impaired under the influence, it is difficult, in fact The object of Sensation is to highlight health, ment system is helping the road users to dents per year before construction to 71.6 because of sleepiness, and will warn the dri- impossible in case of fatal accidents, to safety and quality of life and to protect the surroundings by reducing the number of fatigue-rela- get safe and smooth through the 17 kilo- accidents per year during construction. ver. The systems in the car are based either describe and to measure just how sleepy a ted accidents. The core issue in the work is deve- metres of roadwork. Experience shows that in connection on the way the car is steered and where on driver involved in a crash was. Another lopment of a cost effective and efficacious tech- The DRD has studied the number of with similar roadwork where ITS is not the road it is placed, or they register eye problem may be the lack of interest – Anna nology that can detect fatigue symptoms and warn accidents in the years before the construc- used the number of accidents is doubled. movements and blink rate, which are often believes that the problem is not taken the driver before an accident occurs. Several sensors have been developed in the project which tion began and compared these with the a reflection of the driver's level of sleepi- seriously enough. measure pulse (stress), brain activity (sleep and number of accidents during the construc- ness. In addition, account can also be taken VTI now hopes that the problem of dri- wakefulness) and blink rate (sleepiness). tion from Easter 2005 to October 2007, of the time of day and the sleepiness/wake- ver sleepiness will attract attention and

28 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 29 TRAFFIC SAFETY

Automatic Speed Control in Norway

Automatic speed control (ASC) is an important traffic safety measure which has gradually become widespread in Norway and we now have some 360 ASC sites throughout the country. Evaluations of ASC indicate that it both results in a reduction of around 20% in the average accident rate and causes motorists to reduce their speed. It is the drivers who significantly exceed the speed limit who reduce their speed most. We also know that most motorists (about 75%) state PHOTO: ARNE NYBORG, NPRA their support for this type of traffic safety measure.

PHOTO: PHOTOS.COM

When the distance between the points is ASC uses a similar photo threshold to that increased from some 6 000 in 1989 to known, and we know the time it took for in spot ASC, and only pictures of vehicles about 240 000 in 2007. To illustrate the Equipment Automatic red light enforcement Anne Beate Budalen the vehicle to drive from A to B, the avera- that have exceeded the chosen photo scope of ASC surveillance, 33% of those Both technical equipment and software The first tests of automatic red-light enfor- NPRA, Norway ge speed over the stretch can be calculated. threshold are stored. who are fined for having driven too fast in have undergone steady development up to cement took place in 1990. The testing was With ordinary spot ASC, a camera is trigge- Norway are recorded by means of ASC the present day. Initially only wet film and terminated in 1997–1998 after a thorough red when a vehicle exceeds a pre-set speed, Developments photographs (the Central Mobile Police n Norway the Norwegian Public Roads old-fashioned flash photography were evaluation because the resources used were the photo-triggering threshold. Section The number of photographs taken has Service accounts for 30% and the local IAdministration and the police work used. Because of the growing number of found to a great deal outweigh the bene- police districts for the remainder). The together on the ASC project. The Public speed checks and the desire for a simpler fits. number of vehicles monitored has risen Roads Administration cooperates with the way of working with the aid of digital trans- from 10 million in 1992 to 120 million in police on the development and operation fer of pictures, work to develop digital Section ASC 2007. This shows clearly that ASC is beco- of the system, while the police are respon- cameras commenced early. The work star- Another branch of ASC, section ASC, has ming a very important part of overall surve- sible for follow-up of drivers who are pho- ted in connection with the Olympic Games now been tested in an experimental step- illance efforts in Norway, and it will conti- tographed. at Lillehammer, where digital pictures were ping up of surveillance at Lillehammer. nue to be used as a traffic safety measure. It Norway has had ASC since 1988, and it used for traffic surveillance. It was time- Technically, the tests functioned well, and is to be hoped that it will be taken further was initially implemented in ten police dis- consuming work, and high resolution was the Public Roads Administration recom- to section ASC in the near future. tricts. Great attention is paid in the equip- important. Wet-film cameras are now being mended to the political authorities that ment to protection of privacy, and all pas- gradually replaced, and today over 90% of section ASC should be used as a traffic safe- ASC in Norway Started in 1988 sengers are omitted from pictures. Radar- all pictures are taken with digital cameras. ty measure. With section ASC, the average Number of sites in 2008: 360 based equipment was abandoned at an The old-fashioned flash has been a challen- velocity of a vehicle is measured over a Number of pictures taken in 2007: 240 000 early stage in favour of sensors embedded ge. They are expensive to use, and cannot stretch of road, typically 2–3 km. The Number of vehicles monitored in 2007: 120 mil- in the asphalt road pavement. Measuring be used in ASC between two fixed points, length of the stretch will depend on how lion Measuring method: Piezoelectric cables equipment and procedures are quality where pictures have to be taken of all vehic- accurately we “choose” to identify the assured by the Norwegian Metrology les passing the points. Infra-red photograp- vehicles. The method depends on our Service, Det norske Veritas and SP hy was tested instead, and today it is rapid- being able to recognise a vehicle at an arri- Contact: Anne Beate Budalen, [email protected] Technical Research Institute of Sweden ly taking over from the old flash photos. val point A and a calculation point B. Number of vehicles monitored with spot ASC in Norway 1992–2007. (SP Sveriges tekniska forskningsinstitut).

30 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 31 TRAFFIC SAFETY

Automatic Speed Control in Norway

PHOTO: PHOTOS.COM

30 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 31 TRAFFIC SAFETY

Road Safety in Northern Cyprus

Placed under the “Belly of Turkey”, Cyprus is an island on the outskirts of Europe. A Danish Road Institute (DRI) employee is involved in a traffic safety programme in northern Cyprus. The programme includes various activities that are normally included in the strategies for improving traffic safety. In the following, a brief outline of the initiatives of the programme is given and some of the expected results are descried.

Helge Skovbjerg

yprus is known as a brilliant place for Like in UK, the new drivers have the L on the vehicle. Cholidays. It has per tradition close relations to United Kingdom, having British road rules and left side driving. Cities improving the traffic situation. The six pro- Police, who already have quite sophisti- Primary Road Network along the coast are developing rapidly due jects are: cated databases for road safety informa- • This project comprises the development to the construction of houses owned by tion. In this project there will be an of a National Highway Plan and reme- foreigners, especially British citizens. The Organisational Structure adjustment of the present system to diation of accident prone road sections island entered into the EU as part of the • This project is aimed at outlining a new cater for information to all the stakehol- and black spots. It involves mainly the fifth enlargement of 1st May 2004. Due to structure for the Traffic Safety ders, not only the Police. entity for Public Works and Transport, the division of the island into a Greek part Commission. Like most other countries Highway Department. (south) and a Turkish part (north), Cyprus in EU, the Commission comprises Vehicle Inspection and Licensing entered into EU as a “de facto” divided representatives from all the key stake- • This project aims at setting up a regula- Traffic Operation. island. This means that the northern part holders including the most important tory framework and new structures for • This project comprises the development of the Island is outside the customs and fis- NGOs. In this variety of a Traffic Safety vehicle inspection and licensing. It of an Urban Traffic Management Plan cal territory of the EU. Said in EU terms: Meeting at police headquarters; Nicosia. Commission, there are no representati- involves mainly the entity of Finance, for three cities. It also comprises specific “The acquis communautaire” is suspended ves from parliament. entity of Internal Affairs, Vehicle measures for increasing traffic safety in in northern Cyprus. The suspension has countries. EU is presently financing a num- Skanderborg has been engaged. His task is Inspection Centres and Driving Schools. urban areas. It involves mainly the territorial effect, but does not concern the ber of initiatives for various sectors on nort- to advise on activities, project specifica- Accident Information System Municipalities and Northern Cyprus for personal rights of Turkish Cypriots as EU hern Cyprus, and included in these sectors tions, selection of consultants etc. All • This project comprises the setting up of Road Safety Education Internal Affairs. citizens, as they are considered as citizens is the transport sector. Specific attention management issues related to implement an Accident Information System with • This project aims at developing and of the Member State Republic of Cyprus. has been drawn to the traffic safety pro- such a large 3 million EURO programme is the facility of making detailed accident implementing broader campaigns and The programme will be implemented Northern Cyprus has a high rate of road blems and the EU has launched a large done under his advice. analyses and identifying black spots. It involves training and public relations. It during the coming years and hopefully accidents. Judged by statistics, the relative programme to improve the present situa- What is being done to improve traffic also comprises training in data collec- involves mainly the Mass Media, NGOs, finalised by 2011. At that time, appropriate frequency of road accidents is much higher tion. To guide the local EU office in Nicosia, safety in northern Cyprus? The main effort tion, accident analysis and consequently and Traffic Safety Commission. data will create fair documentation that the in northern Cyprus than it is in other coun- Helge Skovbjerg, Regional Manager of the includes the implementation of six diffe- campaigning and enforcement. This accident rate on the road of northern tries in the EU, specifically the Nordic Operations and Maintenance Unit in rent projects to obtain the objectives of project involves mainly the Traffic Cyprus has decreased.

32 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 33 TRAFFIC SAFETY

Road Safety in Northern Cyprus

Helge Skovbjerg

32 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 33 TRAFFIC SAFETY

Traffic Safety Campaigns in Norway

Serious road accidents are viewed as a serious national concern. The Government has established the Vision Zero as the basis for traffic safety work in Norway – a vision of no one being killed or permanently injured in traffic.

groups on fatal accidents found that 41% media and PR. The mail target group has Cecilie Waterloo of the car users killed in traffic in Norway been involved in development of the cam- Lindheim, NPRA, Norway in 2006 did not use seat belts. 40 lives paign through a competition to write the could have been saved if the rate of usage best script for a TV-commercial. n important part of traffic safety work were 100%. Ais to provide information to the public, The main target set for seat belt use in Results i.e. traffic safety campaigns. general in Norway is 90% in urban areas In urban areas the use of seat belts has and 94% outside urban areas within 2010. increased from 84% in 2004 to 89,4% in Nationwide campaigns The main target group for the campaign 2007.

Knowledge from accident analysis and rese- activities is young men, 18–30 years old. For rural areas the usage has risen from PHOTO: NPRA arch is used as a basis to provide the most 91,4 % to 93,7% in 2007. The increase is efficient campaigns. Norwegian Public Three emotional pictures 2003–2008 higher for young people than for adults. 75%. 11% of the fatal accidents in 2005 • Drink water instead of beverages contai- risk takers to moderate their driving. Some Roads Administration (NPRA) aspires to The three pictures are emotional and advi- and 18% in 2006 were sleep related. ning sugar! high risk takers will not change behaviour maximise the combination of information ce us to use seat belt. Through this combi- The Stop & Sleep Campaign Campaign message: Sleepy behind the due to information or peer pressure. The and enforcement because this combina- nation, several evaluations show very good International research shows that between wheel? Stop and sleep for 15 minutes. Aim: Speak out! police are involved to react on this group. tion is efficient. Traffic safety campaigns results on attention and knowledge to the 15–30% percent of all road accidents are To reduce the number of sleep related The main target group of the campaign should express preferred behaviour in campaign, up to 94% in the target group in caused by drivers falling asleep. accidents by 50% by the end of 2008. Speak out! are adolescents from 16–24, Evaluation order to change behaviour in a safer direc- 2005. The pictures are also used on nation- A Norwegian study by the Institute of Research shows that drivers often use a with a particular focus on 16–19 year old The campaign was evaluated by the tion. wide special designed roads signs, and Transport Economics revealed that as variety of non-effective strategies in order passengers. This is the group with highest Norwegian Institute of Transport already adopted by other countries. much as 80% of private drivers have either to stay awake, like singing to themselves, risk in traffic, with high numbers of fatali- Economics in 2007. The effect is strong in Ongoing campaigns Further, the campaign includes traffic fallen asleep or been close to falling asleep. playing loud music etc. The Stop and Sleep ties and serious injuries. Their lack of expe- the counties with intensified police con- NPRA carries through two nationwide cam- control and information through mass For professional drivers the figure was Campaign emphasises that the only effecti- rience as drivers and negative peer/group trols. The reduction of killed and seriously paigns. One is to raise the use of seat belt ve measure is to sleep. 15 minutes sleep will pressure might explain the high risk. injured drivers and passengers in the target DINAMO RRA62 Foto: Massimo Leardini DINAMO RRA62 Foto: Massimo Leardini DINAMO RRA62 Foto: Massimo Leardini and the other to reduce the number of revitalise the driver sufficiently for him/her It is found that many young people feel group is estimated to 25,5%, with a net sleep related accidents. We also carry to keep driving for a couple of hours. fear as passengers, but remain silent. This benefit estimated to about 49 million Euro. through a campaign called Speak out! in campaign therefore offers support through major parts of Norway. Measures Towards Professional Drivers ordinary roadside controls with informa- Information from the Stop and Sleep tion and giveaways with the Speak out! Nationwide seat belt campaign Campaign was combined with routine con- logo. The use of seat belts is an efficient measu- trols of hours of service regulation. But this strategy will not affect all the re to reduce the numbers of killed and Three main messages are: injured in road accidents. Research tells • Following the regulations is no guaran- Contact: Cecilie Waterloo Lindheim. us that the risk of being killed can be tee against falling asleep E-mail: [email protected] reduced by 50% in the front seats when • Drivers who violate the regulations are Bjarte Skaugset, NPRA. E-mail: [email protected] Det spiller ingen rolle om du bare skal på en kort kjøretur – hvis du ikke kommer tilbake. Husk bilbelte seat belt is used. Our depth analysis Å miste en venn er ekstra vondt – dersom det kunne vært unngått. Husk bilbelte 50 km/t virker ikke mye – men kolliderer du uten bilbelte, tilsvarer det et fritt fall på 10 meter. Husk bilbelte vegvesen.no/bilbelte vegvesen.no/bilbelte vegvesen.no/bilbelte PHOTO: MASSIMO LEARDINI most likely to fall asleep

34 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 35 TRAFFIC SAFETY

Traffic Safety Campaigns in Norway

34 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 35 Full Activity in the VTI Driving Simulator Fauna Passages in Denmark

VTI provides world class simulation and simulator know-how for Denmark has for many years taken the fauna of the countryside most research projects regarding road safety. In recent times, into consideration, when planning major construction works. An the VTI simulators have been running at full steam both day and environmental screening always takes place in the very early night. stage of planning a motorway or highway.

the most recent driving simulator repre- Examples are a study of rumble strips on the than the requirements of a water passage. PHOTO: STEEN OGSTRUP sents some of the best that can be achieved road, and a warning management system Denmarks’ widest fauna passage, 50 metres wide. with today's technology. Together with an which is to handle warnings received from Fauna passages over bigger roads also foxes, badgers, various martens and Common dormouse advanced graphics system, this gives a simu- active safety systems. In the VTI heavy vehic- In 2000, the motorway between Ålborg and common dormice. Special consideration should be taken to lator of world class, with a very realistic dri- le simulator, a study was also carried out to Frederikshavn was opened and near The heavy traffic on Route 9 has for the common dormouse. The forests north ving experience. study the safety implication of different tires Jutland Ridge the first bigger fauna passage many years created a barrier for the ani- of Svendborg are one of the few places in and tire configurations for buses driving on over the motorway was inaugurated at the mals between the forests on both sides of Denmark where the common dormouse From driver behaviour to vehicle technology icy roads. The fatigue projects DROWSI and same time. The motorway cut through the the corridor. In connection with environ- has its natural abode. It is included in the The driving simulator has a wide field of Sensation, and the EU project Druid, also ridge and the road was placed in two tun- mental screening it was therefore decided EU’s Habitats Directive and is included on use, extending from driver behaviour, made use of the simulator. nels, which created a 25 m wide passage to construct a fauna passage like the one at the list of animal species requiring protec- through the man-machine interface, The activities will continue in the over the motorway, which gives a passage- Jutland Ridge. tion. effects of fatigue and drugs, to road design, autumn. The simulator facilities will then be way mainly for stags. The Danish Forest and Nature Agency The existing Route 9 has always created tunnel design, reactions of the body, dri- used in the project Heavy Route (Intelligent Also a number of fauna passages have however pointed out a construction abroad a barrier for the common dormouse. It was vers with functional impairment and new Route Guidance for Heavy Vehicles), the been constructed as regular bridges. which was bigger than the construction at therefore decided also to establish a fauna component systems in the vehicle. A dri- aim of which is to develop a route guidance Jutland Ridge and experiences from there passage over the existing Route 9. ving simulator is a higly effective, riskfree system that selects the safest and most cost Route 9 showed that really good results were only The motorway is at its deepest point, a and cost effective way of simulating in a effective routes for goods transport in The motorway alongside Route 9 which is obtained at greater widths so that bigger 10 meter cut, and thus it is possible to esta- laboratory the traffic situation to be stu- Europe. The simulators will also be used in under construction at present passes north animals were prepared to cross there. The blish good afforestation over the motor- died. The ability to perform safe tests, with projects where road experience and sensiti- of Svendborg through a big and cohesive Danish Road Directorate and Danish Forest way. An afforestation with trees and bushes identical scenarios for each test subject is a vity to side wind are studied. natural area with forests both east and west and Nature Agency agreed that at this place and with a clearing which creates good great advantage of the simulator. of the corridor, where Route 9 and the a fauna passage should be constructed of 50 space for bigger animals to go through and Contact: Jonas Jansson, [email protected] Just now, a lot of research is in progress For more information: www.vti.se/drivingsimulator motorway are situated. In the forest, there m width across the motorway. also bushes that make allowance for the regarding driver fatigue, and a simulator is is a large number of roe deer and there are common dormouse. PHOTO: VTI

36 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 37 Full Activity in the VTI Driving Simulator Fauna Passages in Denmark

of great help in this. The simulator has Magdalena Green, been used, for example, to study how dri- Steen Ogstrup, [email protected]. VTI, Sweden vers in a tired state react to various types of warning system. The ability to monitor dri- TI is far ahead in the field of driving ver behaviour as fatigue develops is absolu- uring recent years, many fauna passa- Vsimulation. Today, VTI has two simula- tely critical in designing reliable driver sup- Dges have been constructed under tors, one for passenger cars and one for port systems which can predict dangerous motorways and bigger roads. Most fre- heavy vehicles. Both simulators feature a behaviour due to fatigue. In principle, dri- quently they have been constructed in con- real vehicle cabin and have a sophisticated vers go on until they fall asleep and have an nection with running water, where berms motion system for a realistic reproduction accident. The procedure is then replayed have been constructed which can create a of the forces exerted on the body when dri- to see how this could have been predicted connection under the road alongside the ving. Under the cabin there is a vibrating in the best way. water for bigger or smaller animals. Today, table that simulates high frequency vibra- tunnels for streams are always constructed tions caused by road roughness, which Varying research projects with berms. On sites where it is necessary makes the driving experience very true to In the spring, a large number of projects for larger animals to pass, such as deer and life. When it comes to the motion system, were carried out in the VTI simulator. stags, the passage is considerably larger the most recent driving simulator repre- Examples are a study of rumble strips on the than the requirements of a water passage. PHOTO: STEEN OGSTRUP sents some of the best that can be achieved road, and a warning management system Denmarks’ widest fauna passage, 50 metres wide. with today's technology. Together with an which is to handle warnings received from Fauna passages over bigger roads also foxes, badgers, various martens and Common dormouse advanced graphics system, this gives a simu- active safety systems. In the VTI heavy vehic- In 2000, the motorway between Ålborg and common dormice. Special consideration should be taken to lator of world class, with a very realistic dri- le simulator, a study was also carried out to Frederikshavn was opened and near The heavy traffic on Route 9 has for the common dormouse. The forests north ving experience. study the safety implication of different tires Jutland Ridge the first bigger fauna passage many years created a barrier for the ani- of Svendborg are one of the few places in and tire configurations for buses driving on over the motorway was inaugurated at the mals between the forests on both sides of Denmark where the common dormouse From driver behaviour to vehicle technology icy roads. The fatigue projects DROWSI and same time. The motorway cut through the the corridor. In connection with environ- has its natural abode. It is included in the The driving simulator has a wide field of Sensation, and the EU project Druid, also ridge and the road was placed in two tun- mental screening it was therefore decided EU’s Habitats Directive and is included on use, extending from driver behaviour, made use of the simulator. nels, which created a 25 m wide passage to construct a fauna passage like the one at the list of animal species requiring protec- through the man-machine interface, The activities will continue in the over the motorway, which gives a passage- Jutland Ridge. tion. effects of fatigue and drugs, to road design, autumn. The simulator facilities will then be way mainly for stags. The Danish Forest and Nature Agency The existing Route 9 has always created tunnel design, reactions of the body, dri- used in the project Heavy Route (Intelligent Also a number of fauna passages have however pointed out a construction abroad a barrier for the common dormouse. It was vers with functional impairment and new Route Guidance for Heavy Vehicles), the been constructed as regular bridges. which was bigger than the construction at therefore decided also to establish a fauna component systems in the vehicle. A dri- aim of which is to develop a route guidance Jutland Ridge and experiences from there passage over the existing Route 9. ving simulator is a higly effective, riskfree system that selects the safest and most cost Route 9 showed that really good results were only The motorway is at its deepest point, a and cost effective way of simulating in a effective routes for goods transport in The motorway alongside Route 9 which is obtained at greater widths so that bigger 10 meter cut, and thus it is possible to esta- laboratory the traffic situation to be stu- Europe. The simulators will also be used in under construction at present passes north animals were prepared to cross there. The blish good afforestation over the motor- died. The ability to perform safe tests, with projects where road experience and sensiti- of Svendborg through a big and cohesive Danish Road Directorate and Danish Forest way. An afforestation with trees and bushes identical scenarios for each test subject is a vity to side wind are studied. natural area with forests both east and west and Nature Agency agreed that at this place and with a clearing which creates good great advantage of the simulator. of the corridor, where Route 9 and the a fauna passage should be constructed of 50 space for bigger animals to go through and Contact: Jonas Jansson, [email protected] Just now, a lot of research is in progress For more information: www.vti.se/drivingsimulator motorway are situated. In the forest, there m width across the motorway. also bushes that make allowance for the regarding driver fatigue, and a simulator is is a large number of roe deer and there are common dormouse. PHOTO: VTI

36 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 37 Fire-safety in the Bjørvika Tunnel What's Going Down in Oslo?

The consequences of a fire in Norway’s first immersed tunnel could be catastrophic. If the unprotected structure is exposed to prolonged and extreme heat, the concrete could start to spall Johanne Solheim and compromise the integrity of the construction. Two levels of NPRA, Norway fire-protection were therefore a prerequisite in the design of the project. In the event of a fire, if the primary fire-protection should he transport route for the Bjørvika fail, a unique secondary system is in place. Tconcrete tunnel elements is long. It is, in fact, the longest such transport route known. The elements, 112.5 m long and weighing 30,000 tonnes, were built in a dry dock at Askøy just outside the city of Johanne Solheim NPRA, Norway Bergen, Western Norway; their destination is Bjørvika in Oslo, approximately 800 km around the coast. Waves, wind and currents he primary fire-protection is divided put the elements through some of their Tinto two systems. Firstly, the roof, and greatest challenges. the upper part of the wall will be covered To minimise the risk, the elements were with a board or a sprayed material. This not to be exposed to waves higher than five contract is currently out to tender and will metres. Therefore transport could only be decided in August 2008. Secondly, pre- occur during the summer months and only fabricated fire resistant concrete panels will PHOTO: IAN MARKEY, NPRA if calm weather was forecasted. Fire protection boards (test mock-up in tunnel). Sprayed fire protection with different surface treatments Along the transport route safe-havens protect the wall from the road level and 3.5 (test mock-up in tunnel). metres up the wall. were identified so that the elements could PHOTO: NPRA Pulling 30 000 tons of concrete through the sound of Drøbak last autumn. In the bidding-process, the Norwegian national standards for testing and docu- prevents spalling. The minuscule fibres, seek refuge if needed. The elements, floa- Public Roads Administration set their own menting tunnel fire-protection, the only 18 micrometres in diameter and 6 mil- ting in the water, were in general pulled by requirements concerning documentation Directorate of Public Roads started its own limetres long, can potentially be life-saving two tug-boats, but in congested channels a and testing of the fire-protection. One of Concrete-project in 2003. Its goal was to during intense tunnel-fires. third tug-boat was used. The elements tra- the requirements was a secondary fire-pro- find out how concrete structures can be This relatively simple and inexpensive velled at a speed of 2–3 knots. tection system, where a specific amount of protected from losing their load carrying solution gave good results. In ideal circumstances, transport was polypropylene fibres were mixed with the capacity during intense fires. Although it is not entirely understood estimated to take five days. Five of Bjørvika concrete in the ceiling of the tunnel. A series of full-scale experiments in the how these fibres work, it is generally accep- Tunnel’s six elements arrived after exactly According to Claus K. Larsen, senior- Directorate of Public Roads’ test-tunnel, ted that it is the melting of the pp-fibres bet- five days in transit. The final element arri- nd engineer at the Directorate of Public Runehamar in Åndalsnes, revealed weak- ween 360–400 degrees that alleviates the ved on Monday 2 June 2008, after six days Roads, the Bjørvika Tunnel will get the best nesses in some types of fire-protection. spalling problem. This is achieved either by in transit. The reason for this delay was not fire-protection possible today. Exposure to the RWS fire-curve, a tempera- creating small air pockets counteracting waves or winds, but a fairly strong counter In the late 1990’s, three fatal incidents ture curve that simulates a tank-vehicle pressure build-up or vents for steam to esca- current. put tunnel fire-safety on the agenda. The burning freely for two hours with tempera- pe. In conclusion, one can say that the Mont Blanc tunnel fire in Italy/France in tures up to 1 350 degrees, caused up to 15 Adding pp-fibres to the concrete mixes transport of the Bjørvika Tunnel elements, 1999 cost 39 lives, a similar fire in Tauern, centimetres of spalling and direct exposu- is a requirement in the Bjørvika-contract the longest known route for such a cargo, Austria, a few months later cost 12 lives, re/melting of the reinforcement. and in the Skansen Tunnel in Trondheim was a success. The immersion and installa- and 11 lives were lost in the St. Gotthard Through several experiments in which will also be built with concrete. tion of the tunnel elements is scheduled to tunnel fire in Switzerland in 2001. It was Rundhamar, the Directorate of Public be started in August 2008. during these years that the design-process Roads came up with an efficient solution. Contact: Johanne Solheim, Contact: Johanne Solheim, of the Bjørvika tunnel was in full activity. Adding two kilos of polypropylene fibres [email protected] [email protected] In this environment, and with no inter- (pp-fibres) per cubic metre of concrete Map showing the transport route for the tunnel elements from Bergen to Bjørvika in Oslo.

38 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 39 Fire-safety in the Bjørvika Tunnel What's Going Down in Oslo?

38 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 39 Non-technical Improvements Reduce Rail Border-crossing Delays

Rail infrastructure upgrading is often advocated in order to solve the problem of freight train border-crossing delays. According to new research, regulatory and administrative factors are just as important. The agreement “Train of Trust” has reduced the stopping time from 24 hours to 2-3 hours on several border crossings between Poland and Czech Republic.

The case study was conducted at two border sections between Train of Trust has reduced freight train border stopping time to current 2—3 hours which Poland and Czech Republic: Zebrzydowice (Poland)—Petrovice used to be as along as 24 hours. (Czech Republic) and Chalupki (Poland)---Bohumin (Czech Republic).

The case study data collection went national perspectives. These conditions ve railway undertakings without double Yu Bai, Institute of An explanation for the delays? there be other factors/causes except the inspection. Evidence from the two border Transport Economics, Causes for the wide-spread delays of border technological incompatibilities which actu- through three main stages. Firstly, an may differ from border to border. Norwa crossing freight trains still remain to be ally explain a large portion of discrepancy exploratory questionnaire survey was con- Therefore, conditions on for instance sections shows that operating Train of debated. In existing industrial and scienti- between the scheduled and the actual bor- ducted during July 2005–May 2006. Based handling of data exchange among the con- Trust has reduced freight train border s markets in the enlarged EU have fic literatures, there is a lack of systematic der-crossing time? More than 70 percent of on the results from the questionnaires, two trol bodies, path allocation for border-cros- stopping time to current 2–3 hours which Aincreasingly become cross border, analysis on causes of freight train border trains are delayed in the very sensitive field visits were organized. The first field- sing trains, legal regimes and types of con- used to be as along as 24 hours. growth of the transport sector as a whole crossing delays. Extensive literature review trans-Alpine market. In comparison, some work happened at the above border stations signment notes adopted in relevant nations Alternative operating models of hand- was led by cross-border traffic. When the however does reveal a widely held view on private rail operators operating on the in September of 2006. Representatives of need to be clarified before any valid ling international rail traffic were evalua- international dimension of European rail cause of border crossing delays, i.e. techno- same routes and same infrastructure have the two rail operators, dispatchers from the conclusion on cause of border-crossing ted in the study, which also have direct freight transport is so large, problems at logical interoperability problem among dif- achieved a rate of delay which is less than two nations’ infrastructure managers and delays can be drawn. impacts on border-crossing time and trans- rail border crossing points are becoming ferent European national rail networks. 20 percent. Freight train border-crossing station masters were interviewed. The The different railway and administrative portation performance. There exist a few increasingly influential. Delays upon cros- The incompatibility of national rail net- delays are not just a matter of technical second fieldwork was conducted at the bor- controls freight trains go through at bor- key organizations, different from border to sing borders and lack of reliability of inter- work lies in the difference in for example obstacles. der region and informants came from PKP der stations and the layout of these con- border, which can facilitate or block the national freight trains threaten the service loading gauge, electrical voltages, signal- PLK (the Polish infrastructure manager), trols is a key issue to take into considera- possibilities of removing border-crossing quality. Rail freight has been losing market ling systems, licensing schemes, as well as Case study CTL’s regional office at Katowice and tion. The investigated CTL–CD freight tra- delays. This type of sources of delays share to road on cross-border transport different national approaches to railway A case study which was funded by the Czech Railways’ regional office at Ostrava. ins are under joint border controls where should not be neglected. due to its disappointing performance. The safety. It is based on this view that rail infra- REORIENT project has provided insights various controls by both the Polish and The case findings suggest that the atten- table below gives an overview of delays suf- structure upgrading is often advocated in concerning the above questions. REORI- Alternative explanations Czech side are conducted jointly at a com- tion for solving international freight train fered by international freight trains of order to solve the problem of freight train ENT project assesses the process of trans- Border-crossing freight trains need to go mon border control zone. This has redu- border-crossing delays should move more to unaccompanied traffic. border-crossing delays. forming the European railways from natio- through strict border formalities control- ced the time freight trains spend at border what happened prior to trains’ arrival at the Is the explanation satisfactory? Could nally fragmented into internationally integ- led by rail carriers, infrastructure mana- stations, while otherwise the same time- border stations. An amplifying effect have rated rail operating system as a consequen- gers, border police and other administrati- saving effect would have required a huge been revealed due to delays en route which ce of the EC interoperability legislation. ve bodies. The regulatory bodies of these amount of infrastructure investment. lengthened the idle time trains stop at border Table: Delays to the freight trains of members of International Union of Combined Road-Rail Transport How the cargos and responsibilities are stations when no controls are conducted. Companies. (Source: UIRR) The case study was conducted at two bor- countries’ transportation sectors and rail der sections (see map) between Poland trade unions are not directly engaged in transferred from one railway undertaking The above examples of findings suggest 2001 2003 2006 and Czech Republic: Zebrzydowice the controls but may be influential on the to the next one upon crossing the border is that the technical solutions by itself as men- (Poland)—Petrovice (Czech Republic) handling of international freight trains. another factor which might cause substan- tioned in the beginning of the article for Number of monitored trains run by UIRR members 21,324 27,247 23,232 and Chalupki (Poland)---Bohumin (Czech The case study shows that to uncover the tial delays. An effective measure here is the handling widespread delays of internatio- Late over 30 min. than scheduled arrival time 57% 43% 47% Republic). International freight trains ope- complexity of freight train border-crossing agreement on “Train of Trust” where CTL nal freight trains will only have limited Late over 3 hours than scheduled time 32% 24% 30% rated jointly by CTL Logistics (the largest delays, the phenomenon should be exami- and CD or among others agree that rolling effects on actual reduction of the delays. private rail operator in Poland) and Czech ned from not only technical but also regu- stock inspections performed by one railway Late over 24 hours than scheduled time 7% 5% 10% Contact: Yu Bai, [email protected] Railways were investigated. latory, operational, managerial and multi- undertaking shall be valid for the successi-

40 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 41 Non-technical Improvements Reduce Rail Border-crossing Delays

40 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 41 The Implementation of the Norwegian

for cycle infrastructure of 1,5 billion NOK. Cycling Strategy In addition cycle facilities are included in all new road projects and there is also funding from toll roads.

Better maintenance of existing cycle Norway has 4,7 million inhabitants. About 60 % lives in towns facilities and cities of over 5,000 inhabitants. The modal share of cycling Cyclists are a type of road users that is extra on a national level is 5 % out of the total number of trips. This sensitive to uneven roadways, mud splas- share has been on a stand still since 2001, after a long and hing and poor surface quality. The concept “user-optimal standard” has been brought slow drop since the car rationing was abandoned in 1960. in to describe conditions that are impor- Cycling as a mode of transport has been neglected until recently. tant to cyclists. To improve the existing Some of the Norwegian cities, however, have a higher share of cycle infrastructure, cycle path inspections cycle trips than the national average. This is for example the and the necessary improvements are to be carried out on 25% of the total facilities case for Trondheim (population 150,000) and the Stavanger area within 2009. (population 180,000) with 8,5 and 7% respectively.

PHOTO: IMAGELIBRARY Competence training Competence training is a key measure in order to achieve the above. In order to increase competence the NPRA has established a National Network of Cycling and Social Affairs, the Norwegian early in the 1970s, with a total of 3,200 km Hege Herheim Tassell Cities. The network has its own web site. NPRA, Norway Association of Local and Regional now built. The regulation pursuant to Authorities and the Norwegian National Section 13 of the Road Act stipulates that Status: Does it really work and what Cycling Association. planning and expanding the road net- happens next? he Norwegian Cycling Strategy: Does it works shall include facilitating foot and We already see payouts. Where the NPRA, Tstand a chance? It certainly does. As a The goal of the National Cycling Strategy cycle traffic. the municipality and the county have a result of the environmental challenges and The Public Roads Administration has genuine ambition to increase cycling, we the recognition for the need of a greener SAFER AND MORE ATTRACTIVE TO now been given a new role regarding cycle see results in the shape of joint funding of mode of transport, the Norwegian govern- CYCLE traffic. NTP 2006–2015 states that The cycle infrastructure both on national, ment adopted a National Cycling Strategy Public Roads Administration shall "be the county and municipal roads. The NTP and Increased safety for cyclists as part of the National Transport Plan initiator of increased cycle use, and spread the Cycle Strategy is under revision and the (NTP) for 2006–2015. The overall ambi- The share of bicycle traffic in “cycling knowledge about cycling and cycling mea- competitive interface between modes of tions are a more environmentally friendly cities” is to increase by 50% sures to municipalities, counties, the public transport is addressed. Extensive use of transport and a healthier population. The transport industry, employers, the travel Bicycle traffic in Norway is to compri- bicycles will only be achieved if they have main objective of the Strategy is to make it industry and others". The main focus is on se at least 8 % of all travels advantages over other modes of transport. safer and more attractive to cycle through planning and building a comprehensive This means that all measures that make it larger investment budgets, better mainte- and coherent cycle network in all towns less attractive to drive will make it more att- nance of existing cycle facilities, improved Vision Zero for traffic safety is a vision of and cities, including facilities for parking ractive to cycle, provided that the infra- traffic regulations and competence-buil- no fatalities or permanent injuries in road bicycles. There is also a continuous focus structure is available and up to standards. ding. traffic. The national cycling strategy is on safe school routes. Restrictive measures on car traffic, such as The Cycling Strategy is based on inter- based on this vision and a prerequisite is an road prising and parking restrictions are national best practise and recommends infrastructure that is safe for cycling. Larger investment budgets now discussed. known measures to make cycling a safer By 2010 we will have formal plans for 73 and more attractive mode of transport. Measures to obtain the National Goals: out of 102 towns and cities. The govern- The strategy was drafted by the Norwegian Down to business. How do we do it? mental investment budget is more than Building separate foot and cycle paths doubled, and the action programme for Public Roads Administration (NPRA) in More information at: www.sykkelby.no cooperation with the Directorate of Health along the national highway network began the period 2006–2009 has a frame budget PHOTO: MATTON

42 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 43 The Implementation of the Norwegian

for cycle infrastructure of 1,5 billion NOK. Cycling Strategy In addition cycle facilities are included in all new road projects and there is also funding from toll roads.

42 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 43 The Norwegian Network of Cycling Cities

The Norwegian government has included a National Cycling Strategy in the recent National Transport Plan 2006–2009 Parliamentary Bill no 2003–2004 (NTP). The strategy directs special focus on development of a Network of Cycling Cities as an instrument to achieve increased competence and efforts concerning cycle traffic. Following this instruction the Norwegian Public Roads Administration (NPRA) late 2004 established a Network of Cycling Cities in co-operation with the Norwegian Cyclists’ Association.

cerning arrangements for cycling in the is free. The network will emphasise compe- PHOTO: PHOTOS.COM he ambition is to motivate and inspire participating towns and cities: tence building in cities and towns with Tregional and local roads authorities as • Provide information on and arrange for more than 5.000 inhabitants, but will wel- well as NPRA’s own staff, to improve the suitable instruments for efforts at come all municipalities that wish to con- conditions for cycling in Norway. increasing cycle traffic (cycle path centrate efforts on increasing cycle traffic. Activities in the network - introduction courses in all regions on vities with respect to important measures to In order to achieve the objectives, it is inspection, cycle accounting, the Area- Counties are also suitable participants in The Network of Cycling Cities are a profes- the National Cycling Strategy increase cycle traffic. necessary to improve the knowledge of and Transport Model for cycle plan- the network based on their responsibility sional network and resource environment - courses on planning of cycle infrastruc- In addition to these activities an annual cycle planning. The Norwegian planners ning, cycle facilities handbook, etc.) for the county roads and county plans. Six for participating towns and cities. The acti- ture National Cycle Conference is arranged as a have a tradition for planning safe school • Market efforts and communicate expe- counties are members of the network. It is vity in the network is connected to three - courses on bicycle inspections of co-operation between the host city, the host roads for children in the countryside, but riences from participating towns and important that participation in the net- main areas: existing cycle facilities. county, the NPRA and the Norwegian have little experience when it comes to cities work is supported both politically and • Network meetings, professional mee- The courses are free. The municipalities Cyclists’ Association as the main respon- planning for cycling as an efficient trans- • Promote the role of the NPRA as the ini- administratively by the municipality or tings and courses only have to pay their own travel expenses. sible party. The National Cycle Conference port mode in cities. tiator of increased use of cycles. This is county. • Study tours The responses to the courses have been this year is held in Kongsberg on the 20th to done by spreading knowledge about cyc- The regions of the NPRA will participa- • Gather information and establish infor- good. The courses have also been open to the 21st of October. Organisation of the network ling and cycling measures to municipali- te based on the responsibility for national mation channels (internet pages, news- consultants. The project owner is the NPRA and the ties, regional public authorities, the roads and our responsibility to be an initia- letters). Municipalities with web sites on Newsletters are published regularly and Norwegian Cyclists' Association has been public transport industry, the travel tor for increased cycle traffic. cycling are linked up. the web site is continuously updated. The engaged as the secretariat. The Council industries, employers and others Half of the municipalities that have The network has arranged study tours to secretariat and the NPRA also take part in consists of representatives from the munici- • Contribute to provide participating towns and cities with more than 5,000 inha- Odense (Denmark), Groningen (the local arrangements and give lectures when palities, the counties, the NPRA, the cities with the necessary professional fol- bitants are members of this network (51 in Netherlands), Stockholm (Sweden), invited to seminars etc. More information about the network on: Ministry of Environment and the low-up. all). Six out of 19 counties are members. Belgium (Gent) and also trips to Troisdorf, The effects of the competence network www.sykkelby.no Directorate of Health and Social Affairs. Bremen and Münster in Germany. are being monitored through a yearly sur- Information about the National Cycle Conference on: www.sykkelkonferansen.no (only in The network has arranged the following vey among the members. The questions Norwegian). courses: asked will give a good overview of their acti-

44 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 45 The Norwegian Network of Cycling Cities

Objectives for the work with the Network Target groups and players in the network Gyda Grendstad, NPRA, Norway of Cycling Cities The Network of Cycling Cities is open to all Measures to increase the competence con- municipalities and counties. Membership cerning arrangements for cycling in the is free. The network will emphasise compe- PHOTO: PHOTOS.COM he ambition is to motivate and inspire participating towns and cities: tence building in cities and towns with Tregional and local roads authorities as • Provide information on and arrange for more than 5.000 inhabitants, but will wel- well as NPRA’s own staff, to improve the suitable instruments for efforts at come all municipalities that wish to con- conditions for cycling in Norway. increasing cycle traffic (cycle path centrate efforts on increasing cycle traffic. Activities in the network - introduction courses in all regions on vities with respect to important measures to In order to achieve the objectives, it is inspection, cycle accounting, the Area- Counties are also suitable participants in The Network of Cycling Cities are a profes- the National Cycling Strategy increase cycle traffic. necessary to improve the knowledge of and Transport Model for cycle plan- the network based on their responsibility sional network and resource environment - courses on planning of cycle infrastruc- In addition to these activities an annual cycle planning. The Norwegian planners ning, cycle facilities handbook, etc.) for the county roads and county plans. Six for participating towns and cities. The acti- ture National Cycle Conference is arranged as a have a tradition for planning safe school • Market efforts and communicate expe- counties are members of the network. It is vity in the network is connected to three - courses on bicycle inspections of co-operation between the host city, the host roads for children in the countryside, but riences from participating towns and important that participation in the net- main areas: existing cycle facilities. county, the NPRA and the Norwegian have little experience when it comes to cities work is supported both politically and • Network meetings, professional mee- The courses are free. The municipalities Cyclists’ Association as the main respon- planning for cycling as an efficient trans- • Promote the role of the NPRA as the ini- administratively by the municipality or tings and courses only have to pay their own travel expenses. sible party. The National Cycle Conference port mode in cities. tiator of increased use of cycles. This is county. • Study tours The responses to the courses have been this year is held in Kongsberg on the 20th to done by spreading knowledge about cyc- The regions of the NPRA will participa- • Gather information and establish infor- good. The courses have also been open to the 21st of October. Organisation of the network ling and cycling measures to municipali- te based on the responsibility for national mation channels (internet pages, news- consultants. The project owner is the NPRA and the ties, regional public authorities, the roads and our responsibility to be an initia- letters). Municipalities with web sites on Newsletters are published regularly and Norwegian Cyclists' Association has been public transport industry, the travel tor for increased cycle traffic. cycling are linked up. the web site is continuously updated. The engaged as the secretariat. The Council industries, employers and others Half of the municipalities that have The network has arranged study tours to secretariat and the NPRA also take part in consists of representatives from the munici- • Contribute to provide participating towns and cities with more than 5,000 inha- Odense (Denmark), Groningen (the local arrangements and give lectures when palities, the counties, the NPRA, the cities with the necessary professional fol- bitants are members of this network (51 in Netherlands), Stockholm (Sweden), invited to seminars etc. More information about the network on: Ministry of Environment and the low-up. all). Six out of 19 counties are members. Belgium (Gent) and also trips to Troisdorf, The effects of the competence network www.sykkelby.no Directorate of Health and Social Affairs. Bremen and Münster in Germany. are being monitored through a yearly sur- Information about the National Cycle Conference on: www.sykkelkonferansen.no (only in The network has arranged the following vey among the members. The questions Norwegian). courses: asked will give a good overview of their acti-

44 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 45 PUBLICATIONS

It is important to forecast poor road weat- type of continuous phase, homogeneity of tive is to study the clogging of pavements of Driver Approach Speeds on detecting the track and the railway crossing her conditions already the previous eve- the dispersion and the size of the phases. different ages in both the Netherlands and Lightly Trafficked Roads at is not a problem for drivers. Since lightly ning, so that drivers can change their travel Since no information on the amount of Denmark to be able to assess the effect of Unprotected Railway Crossings trafficked roads are used by pretty much plans and schedules if needed. During bitumen and modifier in the mix was modifying cleaning processes to improve the same people every day, it can be assu- most of the years studied, poor or hazar- given, it is not possible to relate the morp- the acoustic lifetime of the pavements. Title: Driver approach speeds on lightly trafficked med that they know the location of the dous road conditions on accident-prone hology found to other road sections. The roads at unprotected railway crossings level crossing. Author: Mikko Poutanen days were well warned of in advance. volumetric properties and the mix and lay- Ageing of Porous Pavements – However, despite the driving speeds Series: Contractor Report VTT-R-10530-06 For the second part of the study drivers ing conditions may differ from the road Acoustical Effects Language: Finnish with English abstract being generally fairly low, people drive far were interviewed in poor road weather sections investigated. Available at: www.nordicroads.com/publications too fast in the vicinity of the track. At a dis- conditions. This study showed that drivers Title: Ageing of Porous Pavements – Acoustical Name: Driver Approach Speeds tance of 10 m from the track 20–60% of all had difficulties recognising slippery road Clogging of Porous Pavements – Effects vehicles drove so fast that they would not Author: Jørgen Kragh conditions. Those drivers, who had driven Assessment of Test Sections In Finland, some 50 accidents occur every have been able to stop before the track if Series: Technical Note 56 a longer distance before the interview, had Language: English year at railway level crossings. Restricted needed. The percentage of those who more driving experience in general, or had Title: Clogging of porous pavements - Assessment Available at: www.nordicroads.com/publications and poor lateral sight distances and high could not stop depends only slightly on the of test sections pre-information about predicted road Name: Acoustical Effects driving speeds are considered among the sight distances of railway crossings. Author: Carsten B. Nielsen weather conditions assessed the road weat- Series: Technical note 54 main reasons for the accidents. However, Therefore, increasing lateral sight distan- The report is based on the DWW database her to be worse than other drivers. Those Language: English there are no research results demonstra- ces will not necessarily improve the safety who had assessed the road weather to be Available at: www.nordicroads.com/publications and deals with acoustical effects of the clog- ting that people drive at high speed at of level crossings. Name: Clogging of Porous Pavements worse than others drove at a slightly slower ging of porous asphalt. Results from motor- unprotected level crossings. The main pur- speed. About 20% of the interviewed dri- ways A17 and A28 with two-layer porous pose of this study was to measure driver The Road Weather Service Warns The DRI-DWW Noise Abatement Program- vers had made or considered making chan- asphalt indicate that during eleven years, approach speeds on lightly trafficked Drivers about Poor Road Weather me is a joint cooperation between the Road ges in their travel plans because of the road passenger car noise levels increased 5 dB, roads. Other objectives were to examine Conditions and Hydraulic Engineering Institute weather conditions. Based on the results of heavy vehicle levels by 2 dB. Passenger car what kind of effect different sight distances (DWW) in the Netherlands and the Danish the study, the road weather information noise levels on 11 year old porous asphalt have on driving speeds and to evaluate the Title: Determining the successfulness of the road Road Institute (DRI) for research and were 1 dB lower and heavy vehicle noise weather information service in the winter seasons service is estimated to have an important proportion of drivers who would not be development in issues related to abatement levels 2–3 dB lower than Dutch reference 1997–2007 impact on traffic safety. able to stop before the track. The approach Authors: Niina Sihvola, Pirkko Rämä and Ilkka of road traffic noise. The present report values. At the new pavement on A28, levels speeds were measured at four unprotected Juga addresses the analysis and assessment of were 5 dB lower than the reference. The railway crossings in Southern Finland. The Series: Finnra Reports 15/2008 Modified Bitumen – Assessment drilling cores from highways A28 and A17 results indicate that no severe clogging has measurements lasted approximately two Language: Finnish with English abstract PHOTO: PHOTOS.COM in the Netherlands and an urban street taken place on A28 during its first 3 years. weeks at the same location to get enough of Test Sections Title: Drivers’ opinions about road weather condi- (Øster Søgade) in Copenhagen. The objec- The older pavement on A17 was clogged, findings to measure mean speeds to an tions and road weather information – interviews The aim of the first part of this study was Title: Modified bitumen in porous pavements - with more clogging between the wheel accuracy of 2 km/h. The vehicles were during winter conditions. to determine how well the objectives of the Assessement of test sections tracks than in the wheel tracks. tracked in both approaching directions at Authors: Niina Sihvola and Pirkko Rämä road weather service were met. That is to Author: Carsten B. Nielsen Series: Finnra Reports 16/2008 Series: Technical note 53 distances of 70 m, 40 m and 10 m from the say, how often the different road weather Language: Finnish with English abstract Language: English track. For measuring driving speeds Emfit Available at: www.nordicroads.com/publications classes were predicted, how the predictions Available at: www.nordicroads.com/publications sensors were used, which is a type of Name: Poor Road Weather Conditions succeeded and whether the drivers were Name: Modified Bitumen overflow detector. warned about the conditions on days with a The main results showed that people The road weather service is a traffic infor- markedly high accident rate. The study The DRI-DWW Noise Abatement Program- drive relatively slowly on lightly trafficked mation service that provides road users examined more carefully the winter sea- me is a joint cooperation between the Road roads in Finland, because average speeds at with information on predicted road weat- sons 2004–2007 and made a summary of and Hydraulic Engineering Institute a distance of 70 m from the track were her conditions, via the Internet and as part the years 1997–2007 with the help of earli- (DWW) in the Netherlands and the Danish below 50 km/h at all railway crossings. of weather forecasts on television and er studies. Road Institute (DRI) for research and Drivers decelerate equally, irrespective of radio. The service collects and combines In 1997–2007, poor road weather condi- development in issues related to abatement lateral sight distances, when they are app- data on road weather, road maintenance tions were predicted about 27–35% of the of road traffic noise. In the present report, roaching a level crossing; near the track and current weather, and forecasts the time and hazardous conditions 2–5% of the morphology of modified bitumen in the average speeds were around 20 km/h. development of road and weather condi- the time. Studying accidents showed that selected and Dutch road sections are inve- Because the driving speeds were similar tions based on this data for the next 24 warnings were usually successfully focused stigated. A catalogue of morphologies is

irrespective of sight distances, presumably hours. on days with a distinctly high accident rate. organised from visually characterising the PHOTO: PHOTOS.COM

46 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 47 PUBLICATIONS

irrespective of sight distances, presumably hours. on days with a distinctly high accident rate. organised from visually characterising the PHOTO: PHOTOS.COM

46 | NORDIC NO. 2 2008 www.nordicroads.com NORDIC NO. 2 2008 | 47 NORDIC

SWEDEN DENMARK FINLAND VTI Danish Road Institute VTT Technical Research Centre Magdalena Green Helen Hasz-Singh of Finland SE-581 95 Linköping Guldalderen 12 Kari Mäkelä Phone +46 13 20 42 26 DK-2640 Hedehusene P.O.Box 1000 Fax +46 13 14 14 36 Phone +45 72 44 70 00 FI-02044 VTT Orderphone +46 13 20 42 69 Fax +45 72 44 71 05 Phone +358 20 722 4586 Email [email protected] Email [email protected] Fax +358 20 722 7056 Web www.vti.se Web www.roaddirectorate.dk Email [email protected] Web www.vtt.fi

ICELAND NORWAY NORWAY Icelandic Road Administration Norwegian Public Roads Institute of Transport Economics G. Pétur Matthiasson Administration Harald Aas Borgartún 7 Thorbjørn Chr. Risan Gaustadalléen 21 IS-105 Reykjavik P.O. Box 8142 Dep NO-0349 Oslo Phone +354 522 1000 NO-0033 Oslo Phone +47 22 57 38 00 Fax +354 522 1009 Phone +47 22 07 35 00 Fax +47 22 60 92 00 Email [email protected] Fax +47 22 07 37 68 Email [email protected] Web www.vegagerdin.is Email [email protected] Web www.toi.no Web www.vegvesen.no

Questions Requests Web concerning the content of for back issues, and notifi- www.nordicroads.com the articles, or orders for cation of address changes. the publications referred to, Readers outside the Nordic Subscribe should be directed to the countries: see Swedish www.nordicroads.com/subscribe publishing institution, see address. Readers in the [email protected] addressed above. Nordic countries: see adresses above.