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Local Labour Market Effects of Transport Investments
TØI report 1057/2010 Author(s): Øystein Engebretsen, Anne Gjerdåker Oslo 2010, 105 pages Norwegian language Summary: Local labour market effects of transport investments Improvements in infrastructure may facilitate commuting between neigh- bouring regions, which in turn may stimulate the regional integration of local labour markets. In Norway, the average travel time to work has increased by more than 20 percent since the mid-1980s. The increase in commuting may be interpreted as a regional integration of labour markets, in response to improved accessibility and increased range. The increase has been largest in the peripheral municipalities. Studies of three Norwegian infrastructure investments – the Korgfjell tunnel, the Triangle Link and the main road (Rv5) between Førde and Florø – demonstrate that the investments have led to reductions in travel time and increased commuting. This in turn results in a more varied and effective labour market, providing greater opportunities for employment and economic growth, and a better matching of skills. The regional integration of labour markets may therefore ideally serve three aims: reducing unemploy- ment, improving access to labour, and securing a decentralised settlement structure. The report is based on an empirical analysis of the relationship between invest- ments in transport infrastructure and regional development, exemplified by an analysis of commuting and employment patterns. The analysis draws on a statistical analysis of commuting flows, settlement and employment patterns at a low level of aggregation. The statistical analyses are supplemented by interviews with firms and local authorities in selected case study areas. Together, the two data sources provide insights into the local consequences of specific infrastructure investments. -
Stability and Water Leakage of Hard Rock Subsea Tunnels
Stability and water leakage of hard rock subsea tunnels B. Nilsen The Norwegian University of Science and Technology, Trondheim, Norway A. Palmstrøm Norconsult as, Sandvika, Norway ABSTRACT: The many undersea tunnels along the coast of Norway offer excellent opportunities to study the key factors determining stability and water leakage in hard rock subsea tunnels. About 30 such tunnels have been constructed in Norway the last 20 years, all of them excavated by drill and blast. The longest tunnel is 7.9 km with its deepest point 260 metres below sea level. Although all tunnels are located in Precambrian or Palaeozoic rocks, some of them have encountered complex faulting or less competent rocks like shale and schist. The severe tunnelling problems met in these tunnels emphasise the need of a better understanding of the key factors determining stability and water leakage of such projects. This has been discussed based on the experience from several completed projects. 1 INTRODUCTION 2 CHARACTERISTICS OF SUBSEA TUNNELS In Norway, about 30 subsea tunnels, comprising Compared to conventional tunnels, subsea tunnels more than 100 km have been built the last 20 years. are quite special in several ways. Concerning Most of these are 2 or 3 lane road tunnels, but some engineering geology and rock engineering, the are also for water, sewage, or oil and gas pipelines. following factors are the most important (see also All tunnels so far are drill and blast. The locations of Figure 4): some key projects, and tunnels being discussed later • Most of the project area is covered by water. in this paper, are shown in Figure 1, and some main Hence, special investigation techniques need to figures concerning length and depth are given in be applied, and interpretation of the investigation Table 1. -
Bicycle Trips in Sunnhordland
ENGLISH Bicycle trips in Sunnhordland visitsunnhordland.no 2 The Barony Rosendal, Kvinnherad Cycling in SunnhordlandE16 E39 Trondheim Hardanger Cascading waterfalls, flocks of sheep along the Kvanndal roadside and the smell of the sea. Experiences are Utne closer and more intense from the seat of a bike. Enjoy Samnanger 7 Bergen Norheimsund Kinsarvik local home-made food and drink en route, as cycling certainly uses up a lot of energy! Imagine returning Tørvikbygd E39 Jondal 550 from a holiday in better shape than when you left. It’s 48 a great feeling! Hatvik 49 Venjaneset Fusa 13 Sunnhordland is a region of contrast and variety. Halhjem You can experience islands and skerries one day Hufthamar Varaldsøy Sundal 48 and fjords and mountains the next. Several cycling AUSTE VOLL Gjermundshavn Odda 546 Våge Årsnes routes have been developed in Sunnhordland. Some n Husavik e T YS NES d Løfallstrand Bekkjarvik or Folgefonna of the cycling routes have been broken down into rfj ge 13 Sandvikvåg 49 an Rosendal rd appropriate daily stages, with pleasant breaks on an a H FITJ A R E39 K VINNHER A D express boat or ferry and lots of great experiences Hodnanes Jektavik E134 545 SUNNHORDLAND along the way. Nordhuglo Rubbestad- Sunde Oslo neset S TO R D Ranavik In Austevoll, Bømlo, Etne, Fitjar, Kvinnherad, Stord, Svortland Utåker Leirvik Halsnøy Matre E T N E Sveio and Tysnes, you can choose between long or Skjershlm. B ØMLO Sydnes 48 Moster- Fjellberg Skånevik short day trips. These trips start and end in the same hamn E134 place, so you don’t have to bring your luggage. -
Mulighetsstudie - Evakueringsrom
Mulighetsstudie - Evakueringsrom Ove Njå Rapport - 2017/140 © Kopiering er kun tillatt etter avtale med IRIS eller oppdragsgiver. International Research Institute of Stavanger AS er sertifisert etter et kvalitetssystem basert på NS-EN ISO 9001 og NS-EN ISO 14001:2004 www.iris.no © Kopiering er kun tillatt etter avtale med IRIS eller oppdragsgiver. International Research Institute of Stavanger AS er sertifisert etter et kvalitetssystem basert på NS-EN ISO 9001 og NS-EN ISO 14001:2004 Prosjektnummer: 7351039 Prosjektets tittel: Mulighetsstudie Evakueringsrom Oppdragsgiver(e): VRI Rogaland / Rogaland fylkeskommune og EUREKA/Align ISBN: 978-82-490-0889-6 Gradering: Åpen Kvalitetssikrer: Geir Sverre Braut, SuS Stavanger, 25.08.2017 Ove Njå Einar Leknes Prosjektleder Direktør IRIS Samfunnsforskning Prosjektet er støttet av Norges forskningsråd gjennom programmet Virkemidler for regional FoU og innovasjon – VRI © Kopiering er kun tillatt etter avtale med IRIS eller oppdragsgiver. International Research Institute of Stavanger AS er sertifisert etter et kvalitetssystem basert på NS-EN ISO 9001 og NS-EN ISO 14001:2004 © Kopiering er kun tillatt etter avtale med IRIS eller oppdragsgiver. International Research Institute of Stavanger AS er sertifisert etter et kvalitetssystem basert på NS-EN ISO 9001 og NS-EN ISO 14001:2004 International Research Institute of Stavanger www.iris.no Forord Tunnelsikkerhet har vært viktig i Rogaland siden Arne Rettedal gjennom sitt virke i Rogaland fylkeskommune fikk bygget Rennfast-tunnelene. Det var nybrottsarbeid, hvor tunnelbrann ikke ble ansett som styrende for beredskapen. Ulykker inntraff, men det ble ikke de samme hendelsene som man erfarte i Sør-Europa. En brann i Mastrafjordtunnelen i 2006 kunne fått fatale følger, men heldigvis klarte Kystbussen å snu i en havarinisje like før alle ble innhyllet i røyk. -
Hele Rapporten Og Dens Enkelte Deler
TØI rapport 1542/2016 Tor-Olav Nævestad Karen Ranestad Beate Elvebakk Sunniva Meyer Kartlegging av kjøretøybranner i norske vegtunneler 2008-2015 TØI-rapport 1542/2016 Kartlegging av kjøretøybranner i norske vegtunneler 2008-2015 Transportøkonomisk institutt (TØI) har opphavsrett til hele rapporten og dens enkelte deler. Innholdet kan brukes som underlagsmateriale. Når rapporten siteres eller omtales, skal TØI oppgis som kilde med navn og rapportnummer. Rapporten kan ikke endres. Ved eventuell annen bruk må forhåndssamtykke fra TØI innhentes. For øvrig gjelder åndsverklovens bestemmelser. ISSN 0808-1190 ISBN 978-82-480-1823-0 Papirversjon ISBN 978-82-480-1821-6 Elektronisk versjon Oslo, desember 2016 Tittel: Kartlegging av kjøretøybranner i norske Title: Vehicle fires in Norwegian road tunnels vegtunneler 2008-2015 2008-2015 Forfattere: Tor-Olav Nævestad Authors: Tor-Olav Nævestad Karen Ranestad Karen Ranestad Beate Elvebakk Beate Elvebakk Sunniva Meyer Sunniva Meyer Dato: 12.2016 Date: 12.2016 TØI-rapport 1542/2016 TØI Report: 1542/2016 Sider: 96 Pages: 96 ISBN papir: 978-82-480-1823-0 ISBN Paper: 978-82-480-1823-0 ISBN elektronisk: 978-82-480-1821-6 ISBN Electronic: 978-82-480-1821-6 ISSN: 0808-1190 ISSN: 0808-1190 Finansieringskilde: Statens vegvesen, Financed by: Norwegian Public Roads Vegdirektoratet Administration Prosjekt: 4398 – Vegtunnelbrann2016 Project: 4398 – Vegtunnelbrann2016 Prosjektleder: Tor-Olav Nævestad Project Manager: Tor-Olav Nævestad Kvalitetsansvarlig: Rune Elvik Quality Manager: Rune Elvik Fagfelt: 24 Sikkerhet og organisering Research Area: 24 Safety and organisation Emneord: Vegtunnel Keywords: Road tunnels Branner Fires Undersjøiske vegtunnel Undersea tunnel Tunge kjøretøy Heavy vehicles Sammendrag: Summary: Det er godt over 1100 vegtunneler i Norge. -
Report No. 15 (2008–2009) to the Storting
Report No. 15 (2008–2009) to the Storting Interests, Responsibilities and Opportunities The main features of Norwegian foreign policy Table of contents Introduction. 7 5 The High North will continue Norwegian interests and globalisation . 8 to be of special importance The structure of the white paper . 9 to Norway . 49 5.1 Major changes in the High North Summary. 10 since the end of the Cold War. .. 49 5.2 The High North will continue to be Part I Challenges to Norwegian a major security policy challenge . 51 interests . .15 5.3 A greater role for the EU and the Northern Dimension . 52 1 Globalisation is broadening 5.4 International law issues . 53 Norwegian interests . 17 5.5 Cross-border and innovative 1.1 Globalisation and the state . 18 cooperation in the High North . 54 1.2 Globalisation is a challenge to 5.6 Increasing interest in the polar Norway . 18 areas and the Arctic Council . 55 1.3 Norway is becoming more closely involved in the global economy. 20 6 Europeanisation and Nordic 1.4 Norway’s broader interests . 22 cooperation . 57 6.1 The importance of the EU . 57 2 The downsides and 6.2 Further development of the EU . 59 counterforces of globalisation . 24 6.3 Europeanisation defines the 2.1 Globalisation includes and excludes 24 framework . 60 2.2 The new uncertainty of globalisation 6.4 Agreements and cooperation . 60 – new security policy challenges. 26 6.5 Fisheries policy. 63 2.3 Threats to Norway from global 6.6 Broad Nordic cooperation . 63 instability . 27 6.7 The Council of Europe and the OSCE . -
Norway, That Could Affect Norwegian Security and Damage National Interests in the Coming Year
Analyses of Crisis Scenarios 2019 DSB ANALYSES OF CRISIS SCENARIOS 2019 1 DISASTERS THAT MAY AFFECT NORWEGIAN SOCIETY Issued by: Norwegian Directorate for Civil Protection (DSB) 2019 ISBN: 978-82-7768-472-7 (PDF) Cover and design: Dinamo Printed by: ETN Grafisk, Skien 2 ANALYSES OF CRISIS SCENARIOS 2019 DSB SEVERE WEATHER Hurricane on the coast. Frøya municipality, Trøndelag. / SAMPHOTO WUTTUDAL TORE PHOTO DSB ANALYSES OF CRISIS SCENARIOS 2019 3 4 NASJONALTANALYSES OF RISIKOBILDE CRISIS SCENARIOS 2013 DSB 2019 DSB NATIONAL RISK AND THREAT ASSESSMENTS The DSB’s Analyses of Crisis Scenarios (ACS)1 is one of four threat and risk assessments published every year. The others are published by the Norwegian Police Security Service (PST), the Norwegian Intelligence Service (NIS) and the Norwegian National Security Authority (NSM). The PST’s primary responsibility is to prevent and investigate crimes against national security. The PST’s annual threat assessment discusses situations, usually in Norway, that could affect Norwegian security and damage national interests in the coming year. These include threats from state actors in the form of foreign intelligence services, their current intelligence targets and the services’ operational patterns in Norway. The assessments also deal with threats from non-state actors, especially threats of politically motivated violence by extremist groups or individuals. The assessments have a time horizon of one year and are published in the first quarter. The NIS’s primary task is to warn of external threats and support the development of Norwegian security, foreign and defence policy. The service publishes an annual assessment of the international situation and foreign threats of significance to Norway and Norwegian interests. -
Vedlegg 1: Prosjektvise Omtaler 2022–2027
Omtale av prioriterte prosjekter i perioden 2022-2027 Vedlegg 1: Prosjektvise omtaler 2022–2027 Innhold Korridor 1..................................................................................................................................... 2 Rv 22 Glommakryssing ........................................................................................................................ 2 Korridor 2..................................................................................................................................... 4 E18 Retvet – Vinterbro ........................................................................................................................ 4 E16 Nymoen – Eggemoen ................................................................................................................... 5 Korridor 3..................................................................................................................................... 6 Rv 282 Holmenbrua ............................................................................................................................. 6 E18/E39 Gartnerløkka – Kolsdalen ...................................................................................................... 7 E39 Ålgård – Hove ............................................................................................................................... 8 E134 Dagslett – E18 ............................................................................................................................. 9 Korridor -
Storda Bridge Contract Period Storda Bridge Is an Element of the Triangle Link Project, 1996-2001 Which Is Located South of Bergen at the West Coast of Norway
Computer image Storda Bridge Contract Period Storda Bridge is an element of the Triangle Link project, 1996-2001 which is located South of Bergen at the West Coast of Norway. The bridge together with a deep sub-sea rock Completion tunnel provides mainland connection southwards for the 2001 island of Stord. The suspension bridge is of a design Construction cost traditional to Norway, i.e. concrete pylons, a narrow NOK 340 mill aerodynamic steel box girder in the main span with two traffic lanes and one pedestrian lane. Approach bridges Services rendered are partly concrete, partly composite viaducts; thus the • Preliminary Design main cables in these areas are backstays, i.e. without • Complete tender design hangers. The main cables are rock- anchored. The • Complete detailed design bridge is set in unspoiled natural surroundings requiring • Construction follow up and special attention to architectural and environ-mental supervision considerations. Client Norwegian Public Roads Administration Pylon saddle during installation Pylon during construction Storda Bridge, cont’d Materials: Bridge girder vertical radius: 11460 m Concrete pylons: C45/C55 Bridge girder width: 13.5 m Steel box girder: S355 Bridge girder height: 2.7 m Cable wire: 1570 MPa Main span sag/span ratio: 1:10 Side span gradients: 1:2.37/1:2.65 Geometry: Cable diameter: 323 Main span: 677 m mm Total length: 1078 m Pylon height: 97 m Tender documents were prepared for two Ship Channel: H x B = 200 x 18 m separate cable alternatives, i.e. a locked coil alter-native and an air spun alternative. This meant that it was required to develop two sets of concepts in areas such as hanger clamps, saddles and anchorage details. -
Mal Rapporter
Summary Vehicle fires in Norwegian road tunnels 2008-2015 TØI Report 1542/2016 Authors: Tor-Olav Nævestad, Karen Ranestad, Beate Elvebakk & Sunniva Meyer Oslo 2016 96 pages Norwegian language Norway is one of the countries that constructs the most road tunnels, and there are well over 1,100 in the country. Road tunnels are usually at least as safe as, or safer than similar roads in the open air, but they have a disaster potential related to vehicle fires. The report maps and describes the characteristics of fires and smoke without fire (SWF) in Norwegian road tunnels in the period 2008-2015. The average number of fires in Norwegian road tunnels is 0.02 fires per year per tunnel kilometres (24 fires per year per 1,134 tunnel kilometres). The average number of SWFs is 0.01 per year per tunnel km (14 SWFs per year per 1,134 tunnel kilometres). The study provides four main results. The first is that the fires and SWFs generally did not involve harm to people or tunnels. Of the 303 fires and instances of SWF, we know that 15 involved minor injury to people, 13 involved serious personal injury and eight involved death. All deaths and 10 of 13 serious personal injuries are related to fires and SWFs caused by traffic accidents. Seven large-scale tunnel fires in the period 2008-2015 caused smoke contamination for a total of 76 people. 92 of the 303 fires involved damage to vehicles and 33 involved damage to tunnels. The second main finding is that heavy vehicles are overrepresented in fires in Norwegian road tunnels. -
Bømla Bridge Contract Period Bømla Bridge Is an Element of the Triangle Link Project, 1996-2001 Which Is Located South of Bergen at the West Coast of Norway
Bømla Bridge Contract Period Bømla Bridge is an element of the Triangle Link project, 1996-2001 which is located South of Bergen at the West Coast of Norway. The bridge together with a deep sub-sea rock Completion tunnel provides mainland connection southwards for the 2001 island of Bømlo. The suspension bridge is of a design Construction cost traditional to Norway, i.e. concrete pylons, a narrow NOK 275 mill aerodynamic steel box girder in the main span with two traffic lanes and one pedestrian lane. Approach bridges Services rendered are partly concrete, partly composite viaducts; thus the • Preliminary Design main cables in these areas are backstays, i.e. without • Complete tender design hangers. The main cables are rock- anchored. The • Complete detailed design bridge is set in unspoiled natural surroundings requiring • Construction follow up and special attention to architectural and environ-mental supervision considerations. Client Norwegian Public Roads Administration Splay chamber anchorages Pylon during construction Bømla Bridge, cont’d Materials: Design considerations Concrete pylons: C45/C55 Steel box girder: S355 Tender documents were prepared for two Cable wire: 1570 MPa separate cable alternatives, i.e. a locked coil alter-native and an air spun alternative. Geometry: This meant that it was required to develop Main span: 577 m two sets of concepts in areas such as Total length: 998 m hanger clamps, saddles and anchorage Pylon height: 105 m details. Ship Channel: H x B = 00 x 36 m Bridge girder vertical radius: 5206 m Bridge girder width: 13.0 m Bridge girder height: 2.6 m Main span sag/span ratio: 1:10 Side span gradients: 1:1.175/1:1:175 Cable diameter: 302 mm . -
Local Labour Market Effects of Transport Investments: the Case of Two Norwegian Regions
Local labour market effects of transport investments: The case of two Norwegian regions Anne Gjerdåker and Øystein Engebretsen Institute of transport economics, Oslo, Norway Email: [email protected] Abstract: Improvements in infrastructure may facilitate commuting between neighbouring regions, which in turn may stimulate the regional integration of local labour markets. In Norway, the average travel distance to work has increased by more than 20 percent since the mid-1980s, while the average travel time has remained constant. The increase in commuting may be interpreted as a regional integration of labour markets, in response to improved accessibility and increased range. The increase in travel distances has been largest in the peripheral municipalities. Studies of two Norwegian infrastructure projects demonstrate that these investments have led to reduced travel time and increased commuting. This in turn results in a more varied and effective labour market, providing greater opportunities for employment and economic growth, and a better matching of skills in the labour market. In both cases there has been an increase in commuting flows, although to varying degrees. The variation may be explained by the composition of the industry structure and employment opportunities within the two regions. Increased spatial competition may result in redistributive rather than generative growth, especially with regards to the location of service activities. The paper draws on a statistical analysis of commuting flows, settlement and employment patterns at a low level of aggregation. A detailed analysis of commuting between basic statistical units for the years 2001 and 2007 reveals a commuting pattern that is not discernible when using data at the municipality level.