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Impact of DAC on production personnel at marshalling yards : Deliverable D 5.1
No full textThe current deliverable is an outcome of the EU-project titled DACcelerate part of WP4 (Infrastructure, capacity and modal shift/Green deal) in the European DAC Delivery Programme (EDDP, under the WP structure valid until end-2022). EDDP WP4 has been led by Trafikverket who is also in various leading positions/WPs in TRANS4M-R and EDDP neo. The overall objective DACcelerate WP5 is to investigate the changes in work environment at marshalling yards that a transition from screw couplers to Digital Automatic Couplers (DAC)entails. Production at the main marshalling yards of Sweden and Austria is analysed and compared. These two marshalling yards represent significant differences in terms of traffic throughput, physical design and organisation of production personnel. Job tasks performed by different professional roles at the marshalling yard has been surveyed as well as how personnel interact in accordance with current work processes. The research method applied in the current work has primarily involved workplace visits and interviews and hence the investigation has required a close collaboration with operators of marshalling yards. For the case studies in Sweden and Austria this has meant a comprehensive and trustful cooperation with the operator Green Cargo and the Austrian federal railways ÖBB. The current project has been integrated in WP4 of the EDDP programme as well as aligned with unions and other stakeholders through workshop sheld during the period when the project was carried out.Accelerated DAC transformation to full digital rail freight operations in Europ
Double-layer porous asphalt : Performance of innovative noise-reducing variants
No full textSince 2010 double-layer porous asphalt (DPA) pavements have been used on motorway E4 through the Swedish city Huskvarna. The pavement has been a great success despite the challenge to use porous pavements in a country where studded tyres are used in wintertime, resulting in excessive surface wear and subsequent clogging of pores. In this paper, seven interesting trials on this road related to the noise reduction of the pavement are reported: 1. Paving DPA hot-on-hot: Commonly, when paving DPA, it is considered necessary to do this “hot-on-hot” which means that the top layer must be applied while the bottom layer is still hot. This project has shown that it works fine to pave the two layers in two different days. 2. Rejuvenating the surface may almost totally clog the pores in the top layer. In an attempt to extend the technical lifetime, the slow lane was rejuvenated by application of a Fog Seal. This filled the remaining porosity which resulted in a great loss of noise reduction. 3. The effect of the bottom layer is analysed in relation to the top layer. One part of the section had a single-layer PA, the performance of which could be compared to another section where the same PA layer had been laid on a bottom layer, thus creating a DPA. It appeared that 2/3 of the noise reduction is due to the bottom layer of the DPA. 4. Reusing the bottom layer: On one part of the new pavement laid in 2017, only the top layer of the old DPA section was milled-off and then repaved with a new top layer, while the bottom layer was reused. The noise reduction which is lost by reusing the old bottom layer is only around 1 dB (of the initial 7-8 dB), or 0.5 dB as an average. 5. Steel slag has been used instead of stone aggregate in the top layer in one trial. The performance of this trial is analysed in comparison to the conventional aggregate. 6. Grinding off the peaks in the surface has a favourable effect on both noise reduction and rolling resistance. This is a way to produce an “extra negative texture”. 7. End-of-life noise reduction: After a few years, the top layer is clogged; yet, the pavement provides a considerable noise reduction. Surprisingly, 1-3 dB of noise reduction remains even when there is full clogging. Reasons for this are discussed. BVFF Djupanalys av funktionen över tid för de dränerande vägbeläggningarna på E4 i Huskvarn
Towards microscopic models for bicycle traffic simulation
No full textAs bicycling becomes an integral part of sustainable mobility, it becomes essential to enhance planning strategies that ensure bicycling as an efficient mode of transport. While traffic simulation has been extensively utilized for traffic planning of various modes of transport, this type of modeling support is largely lacking in the planning of bicycle traffic. Given the high heterogeneity in the characteristics of bicyclists, the use of microscopic traffic simulation, which incorporates the explicit inclusion of individual properties and preferences, becomes particularly useful for evaluating bicycle traffic performance. By examining real-world traffic, the objective of this thesis is to investigate essential requirements for microscopic modeling and simulation of bicycle traffic on off-street bicycle path segments, and to further develop and evaluate modeling approaches suitable for bicycle traffic. Understanding the fundamentals of how bicyclists interact with the infrastructure and other bicyclists is a necessary step towards accurate simulation of bicycle traffic. In this thesis, research gaps related to the evaluation of bicycle traffic performance and simulation are identified, and methods to validate bicycling data are proposed to determine its quality and suitability for traffic analysis. Furthermore, two distinct modeling approaches are investigated to simulate the impact of gradients in bicycle traffic. The first involves calibrating a car-based model using a widely-used microscopic traffic simulation software, and the second implements a power-based model rooted in the physical forces acting on a bicycle. Lastly, characteristics of bicycle traffic that are relevant for simulating bidirectional traffic are identified and described. The work in this thesis offers a starting point towards enhanced microscopic bicycle traffic simulation that effectively assist the planning of efficient bicycle traffic.Funding agency: The Swedish Transport Administration (Trafikverket) via Centre for Traffic Research (CTR) under grant TRV 2019/84465CTR - Cykeltrafiksimulerin
Metod för bedömning av vägbankars påverkan i kustmiljö genom skrivbordsanalys
No full textDenna rapport utgör stöd och vägledning för hantering av vägbankar och banvallar som snör av vikar och sund i våra kustvatten. Den innehåller Trafikverkets metod för att genom skrivbordsanalys bedöma och sedan prioritera sådana platser det sannolikt behövs åtgärder. Metoden har tillämpats på alla identifierade statliga vägbankar som riskerar att snöra av vikar och sund och som därmed kan innebära en negativ påverkan på vattenmiljön. Endast en banvall identifierades. Rapporten riktar sig till Trafikverkets medarbetare och konsulter som arbetar med utredning och eventuella åtgärder på prioriterade platser. Den riktar sig också till andra väghållare som önskar genomföra motsvarande kartläggning och analys, samt övriga som arbetar med marin restaurering. Metoden ska i förlängningen även kunna anpassas för motsvarande problematik i sötvatten. Rapporten har tagits fram som ett samarbete mellan Trafikverket och konsultföretagen DHI Sverige och EnviroPlanning. </p
Åtgärder för att förebygga och minska effekter av viltolyckor : Potentialen med förarstödssystem och ITS i infrastrukturen
No full textTrots åtgärder för att minska antalet viltolyckor i Sverige har utvecklingen gått åt fel håll. Mellan åren 2010 och 2021 har antalet viltolyckor ökat med 37 % på statliga vägar. Ökningen av antalet trafikolyckor med vilt på svenska vägar beror främst på en ökad trafikmängd, samt höga hastigheter på de delar av vägnätet där vilt är vanligt förekommande. Över hälften av viltolyckorna sker på vägar med 4 000 fordon per dygn och skyltad hastighet över 80 km/h. För vildsvin, dovhjort och kronhjort bidrar även en ökad utbredning och växande populationer till ökningen. Hastighet är en avgörande faktor för uppkomsten av viltolyckor och dess effekter. Detektering av vilt, avancerade förarstödssystem i fordon och infrastrukturella Intelligenta Transport System (ITS) (t.ex. viltvarnare och variabla hastighetsgränser på strategiskt utsatta platser) är viktiga möjliggörare för att minska antalet viltolyckor. Forskning och teknikutveckling gällande utformningen av vägars sidoområden, djurens beteenden och ekologi, m.m. är därför nödvändig. Syftet med denna förstudie är identifiera existerande och nya förarstödsystem och system i infrastrukturen som kan bidra till att undvika eller mildra effekten av en viltolycka på det lågtrafikerade vägnätet där andel viltolyckor per trafikant är högt relativt antalet viltolyckor per km och där det inte är ekonomiskt försvarbart att vidta fysiska åtgärder. Kunskap från myndigheter, näringsliv och akademi kombineras för att hitta möjligheter som kan bidra till att minska antalet viltolyckor på väg.Despite measures to reduce the number of wildlife-vehicle collisions (WVCs) in Sweden, the trend is pointing in the wrong direction. The number of WVCs has increased by 37% between 2010 and 2021. Besides the fluctuating numbers of wildlife, the increase in the number of WVCs on Swedish roads is due to an increase in traffic, as well as high speeds on the parts of the road network where wildlife is common. More than half of WVCs occur on roads used by 4,000 or more vehicles per day and with speed limits above 80 km/h. For wild boar, fallow deer and red deer, increased distribution in Sweden and growing populations are also contributing to the increase in WVCs. Speed is a crucial factor in the occurrence of WVCs and their effects. Detection of wildlife, advanced driver support systems in vehicles and infrastructural Intelligent Transport System (ITS) measures such as warnings indicating wild animals and variable speed limits at strategically riskful locations are important enablers to reduce the number of WVCs. Research and technology development regarding the design of roadside areas, animal behaviour and ecology, and so forth, is therefore necessary. The purpose of this prestudy is to identify both existing and new driver support systems and systems in infrastructure that can help to prevent or reduce the impact of WVCs on parts of the road network where the proportion of WVCs per road user is high and where physical measures cannot be justified. Knowledge from authorities, industry and the academic community has been gathered with a view to identifying opportunities for solutions that could reduce the number of WVCs.Financed by Vinnova as part of the Drive Sweden strategic research programmeThe potential of ITS measures in vehicles and infrastructure to reduce collisions with wild animals/ITS åtgärder i fordon och infrastruktur som en lösning för minskade viltolycko
Nedfräst givare för sidolägesmätning 2022
No full textSyftet med projektet är att vidareutveckla och testa en variant av den befintliga mätmetoden TA89 för att mäta trafikens sidoläge, där kablarna fräses ned i vägbeläggningen, i stället för att limmas fast på ytan. Koaxialkabel av typen RG178 av teflontyp har använts under lång tid som sensor vid sidolägesmätningar utförda av Statens Väg- och Transportforskningsinstitut. Effekten som utnyttjas är triboelektrisk effekt. Denna sensor har tejpats ovanpå vägbanan så användandet är begränsad till icke-vintertid. Hållbarheten har visat sig genom åren vara cirka 100 000 passager. Detta projekt syftar till att få en hållbarare sensor som går att använda året runt. En variant av kabeln som har högre känslighet är RG316. Denna kabel frästes ned på 2 cm djup och sedan fylldes spåret igen. Ett omfattande testupplägg av olika fyllnadsmaterial gjordes vid VTI:s testanläggning för vägbyggnationForskningsfinansiering av BVFF (Bana väg för framtiden).Nedfräst givare för sidolägesmätnin
Intervjuer med intressenter i långväga resandeprognoser : Delrapport i Förstudie kring etablering av forskningsprojekt för prognosmetodik
No full textSyftet med denna rapport är att redovisa resultat och slutsatser från en enkätstudie med intressenter inom prognosmodeller för långväga resande (resande över 100 km) som genomfördes i september 2023. Många enkätsvar är i linje med att en framtida modell behövs för att göra ungefär samma saker som idag, att den nuvarande modellen har brister, och att bra data att skatta modellen är svåra att få tag på. Mer intressant är förslag på förändringar i modellen eller dess användning. En sådan är hur vi ska definiera en långväga resa. Det finns andra, alternativa definitioner än ”längre än tio mil” som har mer med resans ärende, start- och målpunkt eller andra egenskaper att göra. Det finns två kommentarer, i synnerhet, med potential att påverka modellansatsen. Den första är att en prognos för ett vardags- eller årsmedeldygn inte nödvändigtvis är det mest intressanta. På vissa ställen är årsvariationen stor och dimensionerande, till exempel för turismresor, medan på andra kan dygns- och veckovariation vara viktig att förstå. Målbaserade scenarier och backcasting nämns också. En annan typ av modell än dagens Sampers skulle kunna bidra på ett bättre sätt till att hitta lämpliga åtgärder och hjälpa till med att hitta lösningar på problem snarare än att fokusera på att räkna på effekterna av åtgärderna. Det stora arbetet är att underhålla indata och framtidsscenarier av nätverk och markanvändning. Vi skulle kunna verka för att ha en gemensam bas av indata, lämpligen också öppen för extern forskning och utveckling, som sedan kan användas till olika modeller beroende på vilken fråga som ställs. När det gäller kompetens tolkar vi intervjusvaren som att den behöver stärkas både bland användare så att resultaten kan genereras och tolkas med förståelse av orsakssamband, och bland modellutvecklare. Samtidigt upplever en del respondenter att systemet är tungarbetat och det används i praktiken mest för ett relativt fåtal scenarioanalyser. Ibland skulle det nog vara mer användbart med ett prognosverktyg att testa idéer eller alternativa åtgärder i ett tidigt skede. Det finns också svar som antyder en efterfrågan på en modell som kan bidra tydligare till problemlösning och målstyrning. Dagens mer prognosinriktade modellansats kan användas till sådant, men inte på ett naturligt sätt. Vår slutsats av intervjustudien är att den har gett oss insikter om användarnas uppfattningar och behov. För att utveckla framtidens prognosmetodik behöver vi komplettera med kunskap om nya metoder och dess egenskaper i en litteraturstudie.The aim of this report is to report results and conclusions from a survey study with stakeholders within forecast models for long-distance travel (travel over 100 km) that was carried out in September 2023. Many survey responses are in line with the fact that a future model is needed to do roughly the same things as today, that the current model has flaws, and that good data to estimate the model is hard to come by. More interesting are suggestions for changes to the model or its use. One such is how we should define a long-distance trip. There are other, alternative definitions than "further than one hundred kilometres" that have more to do with the purpose of the journey, the origin and destination point or other characteristics. There are two comments, in particular, with the potential to influence the model approach. The first is that a forecast for a weekday or annual average day is not necessarily the most interesting. In some places, the annual variation is large and dimensioning, for example for tourism trips, while in others understanding the daily and weekly variation can be important. Target-based scenarios and back casting are also mentioned. A different type of model than today's Sampers could contribute in a better way to finding appropriate measures and helping to find solutions to problems rather than focusing on calculating the effects of the measures. The major work is to maintain input data and future scenarios of network and land use. We could work to have a common base of input data, preferably also open to external research and development, which can then be used for different models depending on the question being asked. In terms of competence, we interpret the interview responses as needing to be strengthened both among users so that the results can be generated and interpreted with an understanding of causal relationships, and among model developers. At the same time, some respondents feel that the system is heavy-duty and that it is used in practice mostly for a relatively few scenario analyses. Sometimes it would probably be more useful to use a forecasting tool to test ideas or alternative actions at an early stage. There are also answers that suggest a demand for a model that can contribute more clearly to problem solving and goal management. Today's more forecast-oriented model approach can be used for such, but not in a natural way. Our conclusion from the interview study is that it has given us insights into users' perceptions and needs. To develop future forecasting methodology, we need to supplement with knowledge of new methods and their characteristics in a literature study.QC 20231115Förstudie kring etablering av forskningsprojekt för prognosmetodi
Simulations with PROTON and RailSys : Use of a macroscopic and microscopicrailway simulation tool in Swedish applications
No full textWithin the European Shift2Rail research project, a macroscopic simulation tool was developed in the sub-projects Plasa and Plasa2. Development was done by DB Analytics,which is part of DB (Deutsche Bahn) and one of the main goals was that the tool shouldbe able to simulate large networks in short computation time. Both DB and the SwedishTransport Administration (Trafikverket), along with several others participated in the Plasaand Plasa2 projects. The tool is named PROTON (Punctuality and Railway OperationSimulaTiON), it was formerly known under the name PRISM (Plasa Railway InteractionSimulation Model). Trafikverket has an intention of introducing PROTON as an in-house tool and to increasethe use of simulation as a method for analysing for example proposed future timetables.Trafikverket is currently using RailSys which is a microscopic timetable and simulationsoftware. The intention is to use macrosimulation in applications where microsimulation isimpractical or infeasible to use, typically in large area or even network wide simulations. SIMPOR is a project with the aim of using PROTON in different types of Swedish applications and it is carried out within KAJT (Kapacitet i järnvägstrafiken), Capacity in theRailway Traffic System which is a research program for improved railway system performance financed by Trafikverket. Most of the applications where PROTON has been usedhas been carried out in combination with other projects, such as FR8Rail2 and FR8Rail3,in which the use cases have been formulated. This report describes briefly PROTON andthe input data needed for running simulations, and summarizes results from the differentother projects where PROTON was used. DB has further developed PROTON into a microscopic simulation tool, and it is still underdevelopment. However, no microscopic application with PROTON has yet been performedor tested in Sweden. Consequently, this report deals only with the macroscopic part ofPROTON. The microscopic development of PROTON is briefly mentioned in section 5.QC 20231004Simulering med PROTON och Railsy
Geostängslade BK4-transporter vid bropassager och på tjälade vägar
No full textGeofenced heavy trucks to protect bridges at crossings allowing higher weight on frozen roads Winter is our friend. When the road body is deep frozen it can handle more weight than during the rest of the year. However, the bridges are not affected by the cold weather, and they are therefore still vulnerable to increased loads. How can we allow increased loads on frozen roads while ensuring protection of the bridges? In this report, we share our insights from a project with the idea of using geofencing to protect the bridges. The geofencing technology ensures that the truck drives at a lower speed over the bridge and the bridge can withstand loads up to 74 tons since decreased speed reduces dynamic loads. If the road keeper can get guarantees that all heavy trucks drive at a low speed over the bridge, heavier traffic can be accommodated. This technology would of course also be beneficial to use across bridges in Europe regardless of the climate. ' The project “Frozen roads and 74 tons”, paid by the Swedish Transport Administration, consisted of three parts. One part was a pilot study during winter 22/23 demonstrating trucks from AB Volvo and Scania loaded with 74 tons using geofencing when the trucks passed over weak bridges. A speed limit, i.e. 50 km/h, was imposed in a zone around each bridge, whose coordinates were stored in the digital map accessible through the trucks’ Fleet Management System. Two different geofencing technologies were tested: on the one hand Scania’s system with “active” geofencing, where the truck was programmed to maintain the allowed speed over the bridge and calculated and implemented this itself (the driver could, however, override this by pushing the gas pedal to the floor); on the other hand AB Volvo’s system with “passive” geofencing, where the driver received a warning message when approaching the zone and would then slow down if necessary. The drivers were interviewed before and after the pilot about their experience. The results from the pilot showed that if the technology is verified, the truck will do the right thing and is on the right road network when the technology is activated. The drivers also liked geofencing. Geofences thus work in practice. The second part of the project was about quantifying the societal benefits of using geofencing. More efficient planning, control and follow-up can lower costs, reduce environmental impact, and increase traffic safety. Calculations in the project show that about 12 percent of timber transports in Norrland use frozen roads. They can benefit from the technology and if the technology is introduced, the industry would make savings of the equivalent of SEK 15 million / year and reduced energy use equivalent to 280 cubic meter diesel. At national level, this corresponds to an energy efficiency potential of 0.12 percent. The third part of the project was about policy and regulation. Can we use the current legislation, or do we need new legislation to scale the use of geofencing across bridges? How can we ensure compliance? How can we share data? How can we handle EU trade barriers? In the report, we have suggestions for policy and legislation to implement the geofencing technology to protect sensitive bridges. Our analysis shows that it is possible with today's regulations for an authority to introduce regulations on geofences. Such rules should preferably be based on functional requirements and a system of self-monitoring.Geostängslade BK4-fordon på tjälade vinterväga
LCC-analys för val av spårkonstruktion i tunnlar
No full textFöljande rapport är ett klargörande av den utredning som gjorts kring valet av spårkonstruktion i tunnel för Nya Stambanor, baserat på tunnlar inom projekt Ostlänken. I och med ökade krav på systemeffektivitet med avseende på kapacitet, restider, säkerhet, punktlighet samt kostnadseffektivitet finns det ett behov av att förbättra nuvarande utformning av spårkonstruktioner i tunnlar. Detta eftersom spårkontruktionen är viktig beståndsdel i arbetet att förbättra tunneln i samtliga ovannämnda aspekter. Till följd av detta har två principiella spårkonstruktioner jämförts inom utredning, ballasterad spårkonstruktion och ballastfri spårkonstruktion.