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  • 1.
    Arvidsson, Anna K
    et al.
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Lundberg, Thomas
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Kalman, Björn
    Swedish National Road and Transport Research Institute, Infrastructure, Pavement Technology.
    Ekström, Camilla
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Cruz del Aguila, Fernando
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Eriksson, Olle
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Friktions- och texturutveckling på nya beläggningar2019Report (Other academic)
    Abstract [en]

    A new pavement should be and be perceived as safe by road users, regardless of the road condition. It is therefore important that the road has a satisfactory level of friction already when the road is opened. There is limited documented knowledge of how the road change in the beginning after a paving performance.

    The purpose of this project is to determine how friction changes during the first period after road pavement is laid and traffic is permitted. The ambition is to determine if new road sections have reduced friction and provide recommendations for when a friction measurement is to be performed, and how warning signs should be displayed in connection with the pavement work. The study plan has been to follow different objects with frequent friction and texture measurements from just before the stretch is opened for traffic until the levels have stabilised.

    Initially, friction is high, and then decreases with the amount of traffic. After 1-3 weeks the lowest value was reached and then the friction increased or stabilized. Common to all investigated stretches, there are major changes in texture levels from the first vehicle and then a decreasing textural level until a stable level is reached after 1-3 weeks.

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  • 2.
    Ekström, Camilla
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Forsman, Åsa
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Förekomst av alkohol och droger hos förare av lastbil och buss som varit inblandade i dödsolyckor och olyckor med svåra personskador2018Report (Other academic)
    Abstract [en]

    The aim of this study was to improve the knowledge about the presence of alcohol, drugs and medicine among drivers of trucks or busses involved in fatal accidents and accidents with severe injuries. The study is based on material from two different databases, the Swedish Transport Administrations in-depth study database and the Swedish Traffic Accident Data Acquisition (Strada), owned by The Swedish Transport Agency. The survey of the presence of substances and background variables such as gender, age and type of accident among drivers under influence is presented in this study and based on accidents that occurred 2008–2015. The study includes 614 fatal accidents from the in-depth study database and 3381 accidents with severe injuries from Strada.

    For fatally injured drivers of trucks and busses in the in-depth database presence of alcohol was found in 15 percent, illegal drugs in 6 percent and medicine in 9 percent. Compared to the corresponding figure for drivers of cars, the presence of alcohol is lower, whereas the presence for illegal drugs and medicine, is at the same level. The presence is much lower when studying all drivers of trucks and busses involved in fatal accidents disregarding the drivers level of injury. The presence of alcohol among the drivers were 2 percent and 1 percent for illegal drugs respectively medicine. There are though differences between the type of vehicle driven. Among drivers of lighter trucks 16 of 156 drivers (10%) had presence of alcohol and/or illegal drugs. For drivers of trucks 4 of 369 (1%) and drivers of busses 0 of 96 drivers (0%) where under the influence of alcohol and/or illegal drugs.

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  • 3.
    Ekström, Camilla
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Hellman, FredrikSwedish National Road and Transport Research Institute, Infrastructure, Pavement Technology.Haraldsson, MattiasSwedish National Road and Transport Research Institute, Society, environment and transport, Transport economics.
    Sammanställning av referat från Transportforum 20192019Conference proceedings (editor) (Other academic)
    Abstract [sv]

    VTI arrangerade Transportforum 9–10 januari 2019 i Linköping Konsert & Kongress. En konferens, som är störst i sitt slag i Norden och som 2019 innehöll 90 sessioner med en stor variation mellan ämnen. Temat för 2019 års inledande session var elektrifiering – möjligheter och utmaningar att nå klimatmålen.

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  • 4.
    Ekström, Camilla
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Hellman, FredrikSwedish National Road and Transport Research Institute, Infrastructure, Pavement Technology.Haraldsson, MattiasSwedish National Road and Transport Research Institute, Society, environment and transport, Transport economics.
    Sammanställning av referat från Transportforum 20202020Conference proceedings (editor) (Other academic)
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    Referat från Transportforum 2020
  • 5.
    Ekström, Camilla
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Linder, Astrid
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Fatally injured cyclists in Sweden 2005–2015: analysis of accident circumstances, injuries and suggestions for safety improvements2017Report (Other academic)
    Abstract [en]

    Cycling is part of the sustainable transport system and plans are in place to increase this part of the transport system in Sweden, Europe as well as globally. Improving the safety for this group of roadusers is of great importance. The aim of this study was to identify patterns among fatally injured cyclists in Sweden, in order to suggest general safety improvements or improvements addressing different groups of cyclists as well as specific traffic conditions.

    The information was sourced from the in-depth study database of fatalities as well as the joint register for police and hospital injury and accident data, STRADA, in Sweden. Data was analysed and interpreted for an 11 year period from 2005–2015. The in-depth study of the fatalities provided details about the accidents and individuals involved in the accident and the information was retrieved by parameter values, in free text description and documents in the database. STRADA was used to sort official data within the in-depth study, assigning codes for accident type, complementing parameters and additional parameters.

    A total of 271 fatalities were identified and analysed where the majority of the accidents occurred during spring–autumn. Male fatalities accounted for two-thirds of the studied cases and in ages above 40, male fatalities are twice as many as female fatalities. Fatalities in Motor vehicle accidents are distributed in all age groups, while in the Single bike and Other bike category, there were no children and only a few young adults reported.

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  • 6.
    Vadeby, Anna
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Anund, Anna
    Swedish National Road and Transport Research Institute, Traffic and road users, Human Factors in the Transport System.
    Ekström, Camilla
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Gustafsson, Susanne
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Lundberg, Thomas
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Olstam, Johan
    Swedish National Road and Transport Research Institute, Society, environment and transport, Traffic analysis and logistics.
    Tapani, Andreas
    Swedish National Road and Transport Research Institute, Society, environment and transport, Traffic analysis and logistics.
    Säker framkomlighet: sammanfattande slutrapport 20152016Report (Other academic)
    Abstract [en]

    This report consolidates evaluations performed within the project “Safe accessibility” on behalf of the Swedish Transport Administration. Four different measures implemented on rural roads in Sweden with the aim to increase traffic safety and improve accessibility are investigated. The measures are; milled centerline rumble strips on rural 2-lane roads, shoulder rumble strips on motorways, narrow2+1 roads with median barrier and divided roads (painted 2+1 roads with median rumble strips).As regards traffic safety, all four measures show reductions in the number of fatalities and seriously injured. For milled centerline rumble strips on rural 2-lane roads, they do not have a confining effect on traffic and have no adverse effect on the rate of rutting. For barrier separated roads (2+1), the results indicated that for Average Annual Daily Traffic (AADT) levels greater than 8,000 vehicles, the annual rut depth development rate is about 25 percent higher than for conventional rural roads. With lower AADT levels, differences reduced to between 10–15 percent. Comparisons between divided roads and conventional roads only showed higher annual rut development rates for AADT levels greater than 8,000 vehicles. A study about the effects and consequences of different types of milled rumble strips showed that there are no known arguments for not using the sinus rumble strips. However, further studies on the impact of drivers of heavy vehicles are recommended. Studies of the effect on traffic efficiency showed that the proportion of Heavy Goods Vehicles (HGVs) is an important factor to consider in the design of narrow 2+1 roads and the proportion of HGVs need to be taken into account in the selection of the length of overtaking lanes.

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  • 7.
    Vadeby, Anna
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Ekström, Camilla
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Gustafsson, Susanne
    NTF.
    Wenäll, Jan
    Swedish National Road and Transport Research Institute, Infrastructure, Crash safety.
    Användning av eftergivliga belysningsstolpar: litteraturstudie och olycksstudie2017Report (Other academic)
    Abstract [en]

    This study aims to enhance knowledge of impact-friendly, resilient or yielding lighting columns. The project incorporates an international literature review, followed by an enhanced view of utility for Swedish society by the selection and use of resilient lighting columns. Finally, an accident study of lighting columns is included.

    Results from the literature study show an earlier and more frequent use of resilient lighting columns in the Nordic countries and the USA than for example Great Britain. Passively safe and resilient columns should be used in order to reduce injury risk. It is a main recommendation to primarily remove objects of obvious danger from the roadside environment, and when impossible use some type of passively safe resilient or yielding road equipment instead. Cost benefit analyses in several countries have shown a positive traffic safety result for passively safe columns, except for roads with very low traffic volume or low speed.

    The accident study, based on 6 000 injured persons, shows that on the rural state road network, most of the column collisions occur on roads with speed limit 70 kilometer per hour (35%), followed by 50 kilometer per hour (25%). On urban municipality roads, most accidents occur at speed limit 50 kilometer per hour (58%), followed by 70 kilometer per hour (13%).

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  • 8.
    Vadeby, Anna
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Forsman, Åsa
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Ekström, Camilla
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Gustafsson, Susanne
    NTF.
    Trafiksäkerhetseffekter av sänkt bashastighet i tätort till 40 km/tim2018Report (Other academic)
    Abstract [en]

    The aim of this study is to analyze the traffic safety effects if the default speed limit in urban areas are changed from 50 km/h to 40 km/h. Only accidents involving at least one motor vehicle have been included in the analysis. To estimate the national traffic safety effects, three different scenarios are studied. The scenarios are: (1) All streets in urban areas with speed limit 50 km/h are changed to 40 km/h, (2): 80% of the streets with speed limit 50km/h are changed to 40 km/h, 20% remain at 50 km/h, (3) 80% of the streets with speed limit 50km/h are changed to 40 km/h, 20% change to 60 km/h.

    The results from the national analysis showed that, in the period of 2014–2016, an average of 65 people/year died in urban areas in accidents involving at least one motor vehicle, almost 1 300 were seriously injured and almost 200 very seriously injured. For the three different scenarios studied in the report, it was estimated that scenario 1 has the potential to save about 5 lives, 83 severely injured and 12 very seriously injured per year. For scenario 2, the effects are slightly smaller and about 4 lives per year can be saved, 66 seriously injured and 10 very seriously injured. In scenario 3, approximately 3 lives are saved per year, 55 severely injured and 8 very seriously injured. If larger changes of mean speed could be achieved (i.e. with speed reducing measures like road narrowing, bumps, enforcement etc.), larger effects can also be expected for the number of killed and seriously injured. If the mean speed is reduced by 5 or 10 km/h, 10 respectively 17 lives can be saved for scenario 1. When studying three municipalities in more detail, the results show that on the road network with changed speed limit from 50 km/h to 40 km/h, the proportion injured in collisions between unprotected road users and motor vehicles was higher before the change of speed limit than on road network where the speed limit remained 50 km/h.

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  • 9.
    Vadeby, Anna
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Trafiksäkerhet och trafiksystem, TST.
    Lundberg, Thomas
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Gustafsson, Susanne
    Swedish National Road and Transport Research Institute, Traffic and road users, Trafiksäkerhet och trafiksystem, TST.
    Ekström, Camilla
    Swedish National Road and Transport Research Institute, Traffic and road users, Trafiksäkerhet och trafiksystem, TST.
    Andrén, Peter
    Datamani.
    Säker framkomlighet: spårutveckling på mitträfflade, mötesfria och riktningsseparerade vägar2016Report (Other academic)
    Abstract [en]

    In this project, rut depth development studies were carried out on road sections subjected to three specific types of traffic safety measure. The measures, implemented through the Swedish Transport Administration’s "Safe accessibility" project, included

    1. milled centre-line rumble strips
    2. narrow 2+1 roads with median barrier
    3. divided roads (painted 2+1 roads with median rumble strips)

    The introduction of centre-line rumble strips and barrier separation can result in traffic confinement and cause a reduction in the amount of vehicle lateral wander. This reduction is likely to increase the rate of rutting.

    The purpose of this study was to investigate how annual rut development rates and rut area measurements – on conventional 2-lane roads with milled centre-line rumble strips, narrow barrier separated roads and divided roads – were affected by the introduction of these safety measures. With regards to centre-line rumble strips and comparisons between the test and control sections, results indicated that there were sometimes differences in the rut development rates. However, these differences were usually very small and inconsistent. The conclusions that can be drawn from the results are that centre-line rumble strips do not have a confining effect on traffic and have no adverse effect on the rate of rutting.

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1 - 9 of 9
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