Publications
1 - 3 of 3
rss atomLink to result list
Permanent link
Cite
Citation style
  • apa
  • harvard1
  • ieee
  • modern-language-association-8th-edition
  • vancouver
  • Other style
More styles
Language
  • de-DE
  • en-GB
  • en-US
  • fi-FI
  • nn-NO
  • nn-NB
  • sv-SE
  • Other locale
More languages
Output format
  • html
  • text
  • asciidoc
  • rtf
  • Gustafsson, Mats
    et al.
    Swedish National Road and Transport Research Institute, Society, environment and transport, Environment.
    Kraft, Lars
    RISE.
    Olofsson, Ulf
    KTH.
    Moderna betongbeläggningar: utveckling mot mindre slitage och partikelemission2019Report (Other academic)
    Abstract [en]

    Road paving of concrete has the potential to be an interesting alternative to asphalt in several ways. Concrete is normally durable and lacks fossil components, which is favorable from a climate point of view and for fire safety in e.g. tunnels. However, concrete is more expensive to lay, which means that from a sustainability perspective, the concrete must be both more durable and require less maintenance compared to asphalt coatings. The purpose of the present project has been to develop a concrete recipe (Concrete 2), with better properties regarding wear and particle emissions compared to a known standard concrete (Concrete 1) and a durable asphalt coating (SMA16) based on the same ballast material. Initial pin-on-disk machine tests showed that abrasion and particle concentration of concrete road materials exhibit a reversed proportionality to the hardness of the ballast, and a direct proportionality to the slip distance.

    In VTI’s road simulator, Concrete 2 (the new recipe) was compared to Concrete 1 and against an asphalt of the type SMA16. The test showed that the wear was significantly lower for Concrete 2 compared to ABS16 and Concrete 1. Generally, both the concretes generate higher PM10 levels than the asphalt. Ultrafine particles are generated to a greater extent by the asphalt. The reason for the higher PM10 emission of the concrete is considered to be the contribution from the cement paste, which is reflected in an approximately three times higher calcium content in PM10 from the concrete compared to PM10 from the asphalt. Overall, both the test in road simulator and in the detailed studies in the pin-on-disc machine show that Concrete 2 has a higher wear resistance than both Concrete 1 and the asphalt SMA16 and generally generates less PM10 than Concrete 1.

  • Gustafsson, Mats
    et al.
    Swedish National Road and Transport Research Institute, Society, environment and transport, Environment.
    Blomqvist, Göran
    Swedish National Road and Transport Research Institute, Society, environment and transport, Environment.
    Järlskog, Ida
    Swedish National Road and Transport Research Institute, Society, environment and transport, Environment.
    Lundberg, Joacim
    Swedish National Road and Transport Research Institute, Society, environment and transport, Environment.
    Niska, Anna
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Janhäll, Sara
    RISE.
    Norman, Michael
    SLB-analys.
    Eneroth, Kristina
    SLB-analys.
    Johansson, Christer
    Stockholms universitet. Institutionen för miljövetenskap och analytisk kemi.
    Optidrift: optimerad vinter- och barmarksdrift för bättre luftkvalitet2019Report (Other academic)
    Abstract [en]

    Operation of streets and roads, in addition to accessibility and safety, also affects environmental aspects such as air quality. Measures such as sanding and salting affect the content of inhalable particles (PM10) in the air. On the other hand, operational measures that are made to reduce the suspension of particles in the spring can have an effect on the winter operation, because the salt solutions used also act as de- and anti-icing agents. The project has investigated the possibilities of optimizing street operations from these aspects, with a focus on air quality. In various activities, views and experiences were gathered about problem images and solutions from industry, road managers and practitioners. A road dust sampler, WDS II, was developed. Evaluations of the effect of different coil and cleaning variants on the road dust load showed that a positive effect of the methods requires that there is relatively much dust on the road surface. Optimization tests showed that good forecasting of dust binding is important for a good result. A criteria-based analysis showed that no optimization of the dust binding occurred during the project period. Overall, the project's original goal of being able to propose an optimized street operation in a district in Stockholm has not been achieved, mainly due to current operating contracts and of the high priority of the environmental quality objective (PM10) and accessibility in the city. On the other hand, Optidrift has identified success factors and problems with the street operation, resulting in increased knowledge about the street operations' effects on dust load and air quality, and developed useful evaluation methods and scenario analyzes useful in continued work on improving and optimizing winter and barge operations.

  • Vadeby, Anna
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Kjellman, Erik
    Swedish National Road and Transport Research Institute, Traffic and road users, Human Factors in the Transport System.
    Fors, Carina
    Swedish National Road and Transport Research Institute, Traffic and road users, Human Factors in the Transport System.
    Lundkvist, Sven-Olof
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Nielsen, Berne
    Ramböll.
    Johansen, Trond Cato
    Ramböll.
    Nilsson, Christian
    Ramböll.
    ROMA: State assessment of road markings in Denmark, Norway and Sweden - Results from 20172018Report (Other academic)
    Abstract [en]

    Assessment of the performance of road markings are carried out regularly to various degrees in the Nordic countries. During the coming years, the Nordic certification system for road marking materials will come into force, which means that a documented product approval (i.e. certification) will be required for use of the material on roads managed by the national road authorities. The requirements are introduced successively as the existing contracts expire. The aim of this project is to monitor and follow up how road marking quality is influenced by the introduction of the certification system in Denmark, Norway and Sweden. If the performance does not develop as expected, continuous assessments give the opportunity to react and adjust the requirements in the future. Furthermore, the aim is to show possible differences in road marking performance between the three countries, similar regions in the three countries and TEN-T-roads.

    The study is based on mobile road assessment measurements carried out in Denmark, Norway and Sweden by Ramböll AB. In total 71 road objects were measured in Denmark, 101 in Norway and 436 in Sweden. The following variables were studied: retroreflectivity of dry and wet road markings, relative visibility of dry and wet road markings, relative pre-view-time (pvt) of dry and wet road markings and cover index.

    In conclusion, there is no large difference in road marking performance in the three countries. The only significant difference is the poor visibility of edge lines on two-lane roads in Sweden and the good performance of wet road markings in Norway.