Infrastructure engineering

The European union's official cycling strategy states that bicycle use should increase by 50 percent in ten years while at the same time halving the amount of deaths . It is therefore highly important to find safety increasing measures that are both acceptable for bicyclists and that actually work. The Horizon 2020 project MeBeSafe is investigating if nudging can be a fruitful way towards safer traffic behaviour of car and truck drivers, as well as cyclists. This paper reports on a series of quasi-experimental studies that investigated if nudging can affect bicyclists' speed as well as trajectory. The project has so far showed that visual nudges have a great potential for affecting speed and trajectory, while haptic nudges seems to have little effect.

Combinations of different factors and their relative importance have a mixed effect on the longevity of pavements, which are essential to be understood to enhance long-term maintenance planning. This study used spatial road data from Norway followed by integrating temporal-spatial and statistical analyses to show a potential approach to estimate the lifetimes of asphalt surfacing. For the statistical part, a stratified Cox proportional hazard model was used to understand the relationship between longevity of surface mixtures and different factors, while avoiding having predefined assumptions rooted in deterministic modeling. In addition, rutting was used as the response variable to determine distress-specific asphalt surfacing lifetimes and to handle censored data. Inclusion of rutting as the response variable showed that the median technical lifetime of asphalt surfacing is about 2 years shorter than that of the maintenance activity records. The results showed the significance of each covariate; however, aggregate nominal maximum size and heavy traffic volume were consistently the significant covariates across the studied traffic classes. In addition, the results were fitted to reference categories in each covariate to show a practical approach to interpret absolute values of lifetimes from a survival table.

Directive 2008/96/EC on road infrastructure safety management requires the establishment and implementation of procedures relating to road safety impact assessments (RSIA), road safety audits (RSA), ranking of high accident concentration sections and network safety ranking (NSR) and road safety inspections (RSI). The aim of this article is to present the outputs of BALTRIS project. The goal of the international project BALTRIS is to elaborate the road and street infrastructure safety management procedures and teaching material consistently explaining the above mentioned infrastructure management procedures. Four Baltic Sea region countries (Sweden, Estonia, Latvia, and Lithuania), represented by universities and national road administrations participate in the elaboration of these procedures and teaching material. This article describes the scope of NSR, RSA and RSI procedures prepared in the frame of BALTRIS project, also article provides detailed implementation and execution of pr...

In this paper, experiences on the development of an assessment method for existing bridges are presented. The method is calibrated using the results of full-scale testing to failure of a prestressed bridge in Sweden. To evaluate the key parameters for the structural response, measured by deflections, strains in tendons and stirrups and crack openings, a sensitivity study based on the concept of fractional factorial design is incorporated to the assessment. Results showed that the most significant parameters are related to the tensile properties of the concrete (tensile strength and fracture energy) and the boundary conditions. A finite element (FE) model in which the results of the sensitivity analysis were applied, was able to predict accurately the load-carrying capacity of the bridge and its failure mode. Two additional existing prestressed concrete bridges, that will be used to improve further the method, are also described, and discussed.

This paper presents the results from three tests to failure of different types of bridges: a two span reinforced concrete railway trough bridge; a five-span prestessed concrete beam bridge; and a one span metal railway truss bridge. The results show that the capacity of the structures are underestimated by current standards, while numerical analysis combined with material testing can provide more accurate results. Some examples are also presented on how deficiencies in capacity can be mitigated using fiber reinforced polymer strengthening systems.

Table of Contents
1. Tiny Cameras, Big Discoveries
2. Cities That See Underground
3. Robots Doing the Dirty Work
4. Saving Time, Saving Money
5. Smart Maps and Smarter Repairs
6. The Power of Prevention
7. Real Numbers, Real Results
8. A Future Without Guesswork

Tiny Cameras, Big Discoveries
A small camera goes underground. It rolls through a sewer pipe, lighting the way. On a screen above ground, workers watch. What was once a mystery is now clear. Cracks. Roots. Blockages. All visible. All fixable. This is not science fiction. It's happening every day in cities across the world. These new sewer inspection tools are changing everything. Cities That See Underground Urban areas are packed with buildings, roads, people-and below all that, miles and miles of sewer pipes. Some of these pipes are over 100 years old. Some are broken. Some are about to break. Before, cities had to dig and guess. Now, they see without touching the ground. High-definition cameras, 360° video, and thermal imaging help city workers see what's going on down there. No digging. No mess. Just fast answers.

In Europe, the regulation on weights and dimensions of trucks are complex : European rules are given by EC Directive 96/53/EC as modified by Directive (EU) 2015/719 [1]. These rules apply for international traffic, but countries can decide to add specific national rules. Moreover, these rules are often different from one country to another, due to policy choices and local history. More specifically, the impact of trucks on infrastructure has not always been the primary fact for defining these rules. But in other countries or other research domains, performance based standards (PBS) are used to determine what is allowed, in terms of performance. For example, vehicles may be allowed in terms of their induced damage on bridges (Bridge Formula, see [2]) or dynamic behavior (PBS as in Australia for example). In another context, materials and structures are now often defined in calls for tender in terms of performance (durability, resistance for example). In this context, the work package...

The integration of Artificial Intelligence (AI) into green marketing strategies presents a transformative opportunity for eco-friendly tourism businesses. This study examines the effectiveness of AI-driven marketing techniques in promoting sustainable tourism by leveraging data analytics, machine learning, and predictive modeling. Using a quantitative research approach, we analyze consumer responses to AI-powered marketing campaigns, assessing their impact on eco-conscious purchasing behavior, customer engagement, and brand loyalty. Data was collected from a survey of eco-conscious travelers and analyzed using statistical methods, including regression analysis and machine learning-based sentiment analysis. The findings reveal that AI-driven green marketing significantly enhances consumer awareness and engagement, leading to increased adoption of sustainable tourism options. The results offer valuable insights for tourism businesses seeking to optimize their marketing strategies while maintaining sustainability goals. This research contributes to the growing discourse on AI applications in environmental marketing and provides actionable recommendations for businesses aiming to align profitability with ecological responsibility. Future studies should explore the long-term impact of AI-driven strategies on consumer loyalty and environmental conservation efforts.

Knowledge of the integrity of rn-service structures on a continuous time basis is an ultimate objective for owners and maintenance authorities. The development of a life extension and/or replacement strategy for highway structures is a crucial point in an effective bridge management system. A key component of such a bridge management system is a means of surveillance techniques and determining the condition of an existing structure within the normative and budgetary constraints. Recent advances in sensing technologies and material/structure damage characterization combined with current developments in computations and communications have resulted in a significant interest in developing diagnostic technologies for monitoring the integrity of and for the detection of damages of structures. To identify anomalies and deterioration processes, it is essential to understand the relationships between the signal measurements and the real occurred phenomena. Therefore, the comparison of measured and calculated data in order to tune and validate the mechanical and numerical model assumptions is an integral part of any system analysis. Finally, the interpreted results of all measurements should be the basis for the condition assessment and the safety evaluation of a structure to facilitate replacement and repair decisions.

Road infrastructure is one of the pillars of the road safety management system. In order to improve road safety, it is necessary to introduce and implement road safety checks both before and after the road construction process. In the period prior to the construction of a road, it is the planning and design of the road that should be monitored, while following the construction of a road, the initial phases of the use of the road should be monitored, as should the continued use of the road as a maintained highway. There are two aspects to the monitoring and evaluation of the introduction and implementation of road safety control procedures: firstly, measuring the success of the introduction of each individual road safety control procedures in practice and secondly, measuring the overall success of the implementation of those road safety control procedures. To measure the success of the introduction and implementation of road safety procedures, the performances of the systems to be measured need to be defined and the standards for measuring performance set. In order to monitor road safety, a cyclical iterative procedure has been designed for the introduction and implementation of road safety procedures during each stage of the road life cycle, enabling the achievement of the central aim, that of road safety. Developed modern road procedures can be transferred, as good practice, to other countries, especially to those that are undeveloped or developing and thus contribute to the improvement of traffic safety in those countries and the establishment of an integrated global approach to road safety control.

This paper presents a parametric investigation, based on non-linear finite element modeling, to identify the most effective configuration of carbon fiber-reinforced polymers (CFRP) for strengthening reinforced concrete (RC) dapped-end beams. Following a field application and laboratory tests, it focuses on effects of 24 externally bonded (EBR) and near surface mounted reinforcement (NSMR) configurations on yield strain in steel and the capacity and failure mode of dapped-end beams. The investigated parameters were the mechanical properties of the CFRP, the strengthening procedure and the inclination of the fibers with respect to the longitudinal axis. Two failure scenarios were considered: rupture and debonding of the FRP. The results indicate that high-strength NSM FRPs can considerably increase the capacity of dapped-end beams and the yielding strains in reinforcement can be substantially reduced by using high modulus fibers.

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It has been proposed that automated vehicles will greatly increase road traffic safety. However, few attempts have been made to quantify this thesis and to compare the expected benefits with more traditional safety systems. This study was carried out in five steps, adding systems in each step (from passive safety, standard Advances Driver Assistance Systems (ADAS), advanced ADAS, safety-minded driving, to cautious driving) in order to capture the benefit of increasing levels of automation. Conservative and optimistic rules based on the expected performance of each safety system were developed and applied to the German In-Depth Accident Study database. Adding safety systems was effective in preventing fatalities, ranging from 12-13% (step 1, passive safety, no automation, conservative-optimistic estimate) to 45-63% (step 5, cautious driving). The highest automation level, in step 5, achieved a reduction of Vulnerable Road User (VRU) fatalities of 33-41%. Thus, passive and active safe...

The importance of community participation in projects in the developing and developed world is widely recognised, despite considerable debate regarding what participation means in practice. In the developing world context, there is a distinct debate on how participation can achieve its stated goals of creating ‘ownership’ among targeted beneficiaries without becoming susceptible to elite capture or excluding marginalised groups. Projects that involve engineering analysis present a further challenge: to incorporate external technical expertise in decision-making so that project outcomes are improved, without compromising the participative process. The paper sets out a practical framework that reconciles the critical importance of early, meaningful community involvement in decision-making with the active role of the engineer as a technical adviser and facilitator. It is targeted for application in community-scale infrastructure development projects, where the community is the primary ...

The district heating (DH) customer installations in current DH systems contain a variety of different faults that cause the return temperatures of the systems to increase. This is a major problem, since the focus in the DH sector is to decrease the system temperatures in order to utilize more low-temperature heat. Therefore, this study has focused on how utilities are currently working to keep their temperatures low, how they involve their customers in this work, and what faults are most common today. This was done by conducting a combined interview and survey study, where Swedish DH utilities participated. The results showed that the two most important elements to obtain low return temperatures were to have physical access to and mandate of the customer installations, and to maintain a good and close customer relationship. The results also showed that many faults occur in the customers' internal heating systems, or were due to leakages somewhere in the installation. Overall, the results showed that it is indeed possible to work close to and affect the customers to obtain lower return temperatures from the customer installations. It was also clear that the most common faults were rather easy to eliminate as long as the utilities gained physical access to the entire customer installation.

The main objective of the Offshore Code Comparison Collaboration Continuation, with Correlation (OC5) project, is validation of aero-hydro-servo-elastic simulation tools for offshore wind turbines (OWTs) through comparison of simulated results to the response data of physical systems. Phase III of the OC5 project analyzes the Senvion 5M wind turbine supported by the OWEC Quattropod from the alpha ventus offshore wind farm. This paper shows results of the verification of the OWT models (code-to-code comparison). A subsequent publication will focus on their validation (comparison of simulated results to measured physical system response data). Based on the available data, the participants of Phase III set up numerical models of the OWT in their simulation tools. It was necessary to verify and to tune these models. The verification and tuning were performed against an OWT model available at the University of Stuttgart – Stuttgart Wind Energy (SWE) and documentation provided by Senvion ...

The high temperature regions occurred along the cable limit the transmittable load capacity in power cables. The strains generated on XLPE insulation of a power cable shorten the cable operation time due to their ageing effects on insulation. Therefore it is clear that detecting the ‘hot spots’ and strain information along the cable is important. In this study, temperature and strain data have been obtained along a 380 kV power cable by using a 1550 nm single mode fiber. To detect temperature data along the cable, distributed temperature detection method based on Raman scattering has been used. In order to obtain strain data, Brillouin frequency shift information of the backscattered signal at the scattering point has been utilized. Under the occurrence of simulation conditions such as cable connection points, cross-connection points and passing through ducts, temperature and strain profiles have been obtained along a 5 km cable. Simulations have been performed with a spatial resolu...

Offshore wind turbines are designed and analyzed using comprehensive simulation codes that account for the coupled dynamics of the wind inflow, aerodynamics, elasticity, and controls of the wind turbine, along with the incident waves, sea current, hydrodynamics, and foundation dynamics of the support structure. This paper presents an overview and describes the latest findings of the code-to-code verification activities of the Offshore Code Comparison Collaboration, which operates under Subtask 2 of the International Energy Agency Wind Annex XXIII. In the latest phase of the project, a variety of project participants using an assortment of codes have modeled the coupled dynamic response of a 5-MW wind turbine installed on a monopile with flexible foundation in 20 m of water. Foundation models included the simple apparent fixity model, a coupled springs model, and the more complicated distributed springs model, all of which were tuned to ensure that the overall response of the monopile above the mudline would be the same under a given set of loading conditions. The code predictions from a set of load-case simulations-each selected to test different features of the models-were compared. The comparisons, in general, agreed quite well. Differences that existed among the predictions were traced back to differences in the model fidelity, aerodynamic implementation, hydrodynamic load discretizations, and numerical difficulties within the codes.

The use of load and structural performance measurement information is vital for efficient structural integrity management and for the cost of energy production with Offshore Wind Turbines (OWTs). OWTs are dynamically sensitive structures subject to an interaction with a control unit exposed to repeated cyclic wind and wave loads causing deterioration and fatigue. This study focuses on the quantification of the value of structural and environmental information on the integrity management of OWT structures, with the focus on fatigue of welded joints. By utilizing decision analysis, structural reliability methods, measurement data, as well as the cost-benefit models, a Value of Information (VoI) analysis can be performed to quantify the most beneficial measurement strategy. The VoI assessment is demonstrated for the integrity management of a butt welded joint of a monopile support structure for a 3 MW OWT with a hub height of approximately 71m. The conditional value of three-year measured oceanographic information and one-year strain monitoring information is quantified posteriori in conjunction with an inspection and repair planning. This paper provides insights on how much benefits can be achieved through structural and environmental information, with practical relevance on reliability-based maintenance of OWT structures.

For reasons ranging from public health to sustainable urban development, traffic planning as well as urban design aim to increase the modal share of bicycling at the cost of fossil fuel based transport. Despite this increasing interest in bicycling, most planning practices handle bicycling schematically, applying methods that rely on fixed speed and distance templates, paying little attention to the fact that bicycling speeds vary a lot depending on bicycle routes and the contexts of these routes. Since travel time is important for both route choice and mode choice, more refined methods for predicting bicycling speeds should be highly useful. This paper presents a bicycling speed model that combines parameters from two recent bikeability modelling studies. One is an urban form based study that identified urban form parameters significant for average bicycling speeds at segments of the bicycle route network. The other study estimated likely speeds based on horizontal and vertical geometry of routes. The latter model used a statistical model to grasp dependence between contiguous road segments; based on so-called Markov-dependence, the model predicted continuous speed profiles along entire routes, and not only average speed levels on road segments seen independently. The new combined model is estimated using GPS tracking of real bicycle trips in combination with GISbased data of bicycle route networks and of the local urban form parameters along the routes. The covariates included in the model are route geometry, intersection impedances, type of bicycle-route, kind of surface, and density of entrances to buildings along route. The latter is a proxy for slower bicycling due to urban/vibrant context. The new model results in more detailed and realistic speed estimations than the previous models. This paper presents the model and some results from applying the model on bicycle routes in Gothenburg.

Sustainable tourism management is crucial in ensuring the long-term viability of the tourism industry while mitigating its environmental, socio-cultural, and economic challenges. Rapid tourism growth, if left unchecked, can lead to severe consequences such as environmental degradation, cultural commodification, economic vulnerability, and over-tourism, which negatively impact both host communities and ecosystems. This paper critically examines these challenges and explores strategic solutions that promote resilience and sustainability within the tourism sector. Key strategies discussed include the implementation of green policies, carbon offset programs, community-based tourism (CBT), smart tourism technologies, and the diversification of tourism offerings to reduce reliance on mass tourism. The study emphasizes the role of policy interventions, technological innovations, and stakeholder collaboration in creating a balanced tourism model that maximizes benefits while minimizing negative impacts. By integrating sustainable practices at all levels, the tourism industry can transition toward a more responsible, inclusive, and resilient framework that supports environmental conservation, cultural preservation, and economic stability. The insights provided in this paper serve as a valuable resource for policymakers, industry leaders, researchers, and destination managers in developing forward-thinking strategies that align with global sustainability goals.

A schematic view of the North Spur Ridge illustrating one of the stability problems. When the water level is raised 22 m, from WL= +17 m to WL= +39 m, an immense hydraulic force Nw starts to act on the cut-off wall. The question, among others, is if the shear resistance related to the stress increase    along a possible slip surface (red dotted line) is big enough to balance the force Nw in the triggering phase of a progressive failure. Here o denotes the in-situ stress before the rise of the water level. The lower left figure illustrates the material properties of the soil with a shear stress/strain (deformation) () diagram showing a peak shear stress s and a residual shear stress sR due to strain-softening. The red dotted line indicates the classic plastic Limit Equilibrium Method (LEM) assumption with no deformation-related reduction of the shear strength. When the force Nw starts to act on the cut-off wall, the soil behind the wall starts to deform ( and the shear stresses ( ) will rise in accordance with the stress-strain diagram. When the shear stresses approach and pass beyond the maximum value s, the soil softens and finally the resistance will be reduced to the residual value sR close to the wall. The maximum force increase that the soils behind the wall may resist applying progressive failure analysis  isNcrit = ∫  )dx, as illustrated in the lower right figure. For the slope to remain stable, Ncrit must at least balance the force Nw  i.e. the Safety Factor (Fs) being equal to 1,0. Yet, in Soil Mechanics normally a minimum value of Fs > 1.5 is prescribed. Hence, the main objective of a stability analysis is defining the value of Ncrit for relevant strain-softening material properties and proper assumptions regarding the initiating failure plane. If unrealistic ideal plastic properties are assumed (green dotted line), there will obviously in many cases, falsely, be no apparent stability problem 2 nd revised version, November 2017 1 st version, July 2017, titled "Riverbank stability in loosely layered clays"

Control of thermal and shrinkage cracking in hardening concrete is of great importance to ensure desired service life and function of concrete infrastructures. Making reliable stress estimations, and thereby conclusions about cracking risks caused by temperature movements and shrinkage involves advanced modelling of material properties and structural restraint. The paper presents the main outline of a model for description of material properties needed. Special focus is given to a creep model denoted LLM (Linear Logarithmic Model), which is shown to be robust, easy to use, and capable to extrapolate short-term test into long-term effects. Applications of the presented model using the computer program ConTeSt Pro demonstrates that it can be used to decide what measures to be taken to minimize the risk of cracking during the hardening phase for concrete structures.

The demands of the modern building industry require development of new types of binder materials with improved properties for high and ultra high strength concretes and with significantly improved durability. They will provide new potential possibilities for the controlling of high performance concrete technology.

A schematic view of the North Spur Ridge illustrates the stability problem. When the water level is raised with 22 m, from +17 m to +39 m, a force N w starts to act on the cut-off wall. The question is if the shear stresses  -  on a possible slip surface (red dotted line) are big enough to hold the force N w in equilibrium. Here  o is the in situ stress before the water level starts to rise. The lower left figure illustrates the material properties of the soil with a shear stress/strain () diagram with a maximum shear stress s and a residual softened shear stress s R . The red dotted line indicates the classic ideal plastic assumption with no reduction of the shear strength. When the force N w starts to act on the cut-off wall, the soil behind the wall starts to deform () and shear stresses ( ) are growing according to the stress-strain diagram. When the shear stresses reach the maximum value s, they start to soften and are finally reduced to the residual value s R close to the wall. The maximum value the wall may carry is N crit = ∫( o )dx as illustrated in the lower right figure. In order for the slope to remain stable, N crit must be at least as large as N w . The main objective of a stability analysis is to calculate N crit for varying material properties. If unrealistic ideal plastic properties are assumed (green dotted line), there will in many cases falsely be no apparent stability problem.

Physical pollutants such as noise, causes so much confusion regarding its effect, often take the back seat when deleterious effects to the environment are considered. Metropolitan city of South East Asian region was selected for the study where day and night noise is monitored in higher levels in festival seasons as well as in normal seasons in all zones. It was found that prescribed noise level were increased 19.23%, 19.33% and 23.08% near Courts, schools and hospitals respectively under the silent zone. Slum areas are already affected whole year and noise level in middle class areas recorded 7.69% higher in festival season where as high class residential areas are found safer than the other two types of areas under the residential zone. Almost 85% areas under commercial zone are affected by higher noise levels in both the seasons where as in festival season only 4% readings were increases in day and night. Over all 10.25% and 8.12% day & night noise level were increases where as h...

Krisberedskap är exempel på kollektiva nyttigheter där det ofta är politiska beslut om finansiering, dimensionering och inriktning som avgör vad och hur mycket som produceras. Den offentliga sektorns resurser är dock begränsade samtidigt som kostnaderna för olika typer av krisberedskap kan bli hur höga som helst. Förslag på åtgärder måste därför så långt det är möjligt baseras på överväganden av hur de resurser som sätts in med offentliga medel, eller av andra aktörer, samlat används effektivt. Ett verktyg som ofta används i sådana sammanhang är samhällsekonomisk analysmetodik. Denna rapport diskuterar förutsättningar för att använda denna metodik för att ta fram underlag för strategiska beslut när det gäller inriktning och dimensionerar av den svenska krisberedskapen

The increasing reliance on cloud services has raised significant concerns about trust and privacy in multi-cloud environments. To address these concerns, this study proposes a comprehensive blockchain-based framework for trust management and privacy preservation. The proposed framework leverages the key features of blockchain technology, such as decentralization, immutability, and smart contracts, to establish a secure and transparent ecosystem for cloud-based services. [1] [2] Firstly, the blockchain-based ledger provides a decentralized and auditable record of all cloud-based transactions and data access activities, enhancing transparency and accountability among cloud providers and users. Secondly, the framework utilizes smart contracts to enforce access control policies and data sharing agreements, automatically managing data ownership, access rights, and data processing activities. This ensures compliance with data protection regulations and preserves the privacy of user data. Furthermore, the framework incorporates advanced privacy-preserving techniques, including encryption and anonymization, to safeguard user data stored in the multi-cloud environment. By integrating these blockchain-based features, the proposed framework can significantly improve the security, data integrity, and overall trust in cloud-based services. The conceptual development of this blockchain-based framework is grounded in a comprehensive literature review, which has identified the key challenges and limitations of existing trust and privacy preservation mechanisms in multi-cloud environments. This research contributes to the growing body of knowledge on blockchain-based solutions for enhancing security and privacy in cloud computing, and provides a practical framework for implementation in real-world multi-cloud scenarios.

Once high capacity broadband infrastructure is in place, it will be possible to develop a number of applications to improve the quality of life of the citizens.  Access to broadband connectivity is considered as a commodity nowadays  End users are expecting to be able to have access to high bandwidth services regardless of their locations and mobility conditions  Need for very high capacity wireless broadband connectivity  In Sweden the ubiquitous wireless broadband connectivity is quite advanced  Brazil can follow closely if the right steps are taken  In the Smart City Concepts in Curitiba project: ICT focus on efficient ways to deploy and manage an ICT infrastructure able to answer this need The importance of connectivity in cities  Example: Smart networked systems for road traffic:  Optimized and cognitive decision-making system  Runs virtually everywhere to detect and prevent accidents  Build on ICT infrastructure  Support of the most stringent requirements: Reaction time and robustness  The involved systems consist of:  Networked road users (vehicles and pedestrians)  Smart decision making systems controlling the situation on the road Future scenarios for Curitiba Contact information (ONLab):

An experimentally based prediction model of road abrasion wear due to studded tyres is available in Sweden and has been found to work well. However, it has not been validated since 2007, and since then road surfaces and tyre design have developed, and the question has arisen regarding the model's current validity. The abrasion wear model is used in the NORTRIP emission model (NOn-exhaust Road Traffic Induced Particle emission modelling), and the effect of a recalibrated abrasion wear model on the emission model is shown. In this paper, the abrasion wear model is compared to full-scale field measurements at several recently constructed roads in Sweden to investigate its validity, while also proposing changes to allow for continued use. It is concluded that the model overestimates the wear and an update is suggested. In addition, the impact on NORTRIP emission predictions is briefly investigated. There were also indications that NORTRIP is affected by the abrasion model overestimating the contribution of pavement wear to the particle emissions.

Exposure to excessively high noise levels is a relevant health problem in Europe and road traffic noise is the most widespread noise source. When considering cold climate countries, the available scientific literature on noise emission properties of winter tyres is still very limited. In order to contribute into filling this knowledge gap, this paper investigates the acoustical performance of different types of tyres, with focus on winter tyres, on different road surfaces, at different speeds, and with different states of wear. The results indicate that studded winter tyres have, indeed, an increased noise level at frequencies between 315 Hz and 10 kHz, having a significantly different response especially at frequencies higher than 4 kHz. The acoustical response also depends on the tyre type when comparing different road surfaces, as a result of conflicting vibrational and aerodynamic noise generation mechanisms. Additionally, the relationship between labelled and measured values was explored, however, no statistically significant relationship was found between them (and labelling is not applied for studded tyres). A frequency spectrum correction was attempted based on previous measurements on an ISO track, which reduced the difference between measured and labelled values, however, further investigation is still required to properly understand differences between label and road measurements, where the label is determined on a test track with a special, smooth surface.

Offshore Wind Turbines (OWT) are exposed to loads varying both in time and in amplitude, designating fatigue damage as a main concern. In this paper, an analysis is presented for assessing the total fatigue damage of an OWT tripod supporting structure. The combined effect of wind and wave loading is computed and different loading scenarios are examined to determine the dominating load on the final result. Further investigation is done to assess the influence of different welding profiles of the tubular joints of the structure on the final fatigue resistance. Results are presented and conclusions are drawn, indicating the importance of the combined analysis.

Offshore Wind Turbines (OWT) are exposed to loads varying both in time and in amplitude, designating fatigue damage as a main concern. In this paper, an analysis is presented for assessing the total fatigue damage of an OWT tripod supporting structure. The combined effect of wind and wave loading is computed and different loading scenarios are examined to determine the dominating load on the final result. Further investigation is done to assess the influence of different welding profiles of the tubular joints of the structure on the final fatigue resistance. Results are presented and conclusions are drawn, indicating the importance of the combined analysis.

Transport planning is complex. Research and practice agree that the mode share for public transport and other sustainable transport modes need to rise. At the same time it is not given how to do it and how to give decision-makers as good a support as possible. This report concerns planning and appraisal of the light rail project Spårväg syd in Stockholm County in Sweden. The purpose was to get an understanding for the assessment and use of different appraisal tools in the public transport sector, specifically how consequences are measured and accounted for. In order to gain understanding we conducted interviews with individuals that have been involved in an official cost-benefit analysis of the project. We put the responses from the interview in perspective by presenting literature on transport planning and decision-making. The conclusions are that the light rail is to be the only alternative in question and that the cost-benefit analysis does not seem to impact the decision. That elected decision-makers proceed with unprofitable projects is their constitutional right. However, that the planning process is biased towards a single alternative likely to leads to a suboptimal use of public funds since projects with more net benefits are not considered.

This report presents the results from a study of 90 km/h rural roads, where the effects of narrow vs. wide lanes on deterioration, safety, winter maintenance etc have been studied. Empirical studies have been performed of lateral positioning and speed on 16 road objects that vary with regards to lane width (3.25m respectively 3.75m) and presence of guardrail (with or without), other parameters have been kept unvarying. The effect of oncoming traffic on lateral positioning has also been studied. The effect on winter maintenance has been studied through surveys to contractors. Results show that narrow lanes, in comparison to wide lanes, reduce the life span of the road by 10-15%, and leads to a higher lifecycle cost on the whole. When faced with an oncoming vehicle the driver carries his vehicle farther away from the centerline, on average 2 to 30 cm depending on the situation and road design. No difference in accident risk has been observed between the two widths. An increased width results in higher demands on winter maintenance, but the effects are small compared to other influencing factors.

Objective: Euro NCAP is considering the implementation of a new head injury assessment with the introduction of THOR in the mobile progressive deformable barrier frontal impact crash test. The objective of this study is to assess the suitability of enhanced head injury criteria for practical application in consumer rating programs. Method: AIS2+ risk predictions from nine selected head injury criteria where calculated for 27 pairs of crash test results representing small and moderate overlap frontal crashes. The capability of each injury criteria to predict the real-world injury rates of these crash modes was evaluated. Next, the correlation coefficients between the head injury candidates were calculated and individual predictions were compared for all tests in scatter plots. Results: The results show that none of the crash tests head injury assessment predicted the fourtimes higher head injury rates observed in the accident data for small overlap crashes compared to moderate overlap crashes. Poor correlation was demonstrated between many leading brain injury metrics, and the risk predictions for individual vehicles differ quite substantially depending on the criterion considered. Conclusions: While preliminary, the results of this study demonstrate that more evaluation of the most suitable brain injury criteria is necessary before consideration into a consumer evaluation program. Convergence of the head injury criteria risks for individual cases should be part of the validation process for enhanced head injury criteria, since identical head signals should yield similar injury risks.

To facilitate a well-informed and efficient transition to electrified vehicles, such as PHEVs, information about individual vehicle's movements over longer time periods is needed. This is of major importance for optimal battery design, estimation of consumer viability and assessment of the potential for PHEVs to shift energy use in transport sector from fuel to electricity. Good and publicly available data of this kind is today unfortunately lacking. The aim of this project has been to gather a larger amount of data on the characteristics and distribution of individual movements for privately driven cars in Sweden by measurement with GPS equipment. The logging was performed with commercial equipment containing a GPS unit, including a roof-mounted antenna, and a gprs communication unit. Data logged were: time, position, velocity, and number and id of used satellites. The measurement started in June 2010 and ended in September 2012. The target is to accomplish good quality measurements of at least 30 days for about 500 representative vehicles. All data is not yet processed but in this paper initial statistics is offered to present important areas of use and possibilities for future work.

A finite element program is used to compute ice loads on a rigid conical pier. A numerical parametric study is performed to investigate the effect of ice•floe size, ice thickness, and ice strength on the magnitude of ice loads. The finite element results are used to develop a simple equation for quick estimations of ice loads on conical piers. The ability of the equation to predict ice loads on actual piers is evaluated with respect to some field measurements.

The European objective of a modal shift of freight transports to railways will require extensive upgrading of existing railway lines since very few dedicated freight railways are currently being built and existing lines were built for traffic demands at the time of construction. A transition to increased and enhanced railway freight operations can therefore be costly and complicated. To minimize negative effects, a guideline for upgrading was developed within the Capacity4Rail project. The current paper presents the major findings from this guideline. In particular it outlines different upgrading possibilities and their implications, and details structured approaches to upgrading analyses. Setting out from the Capacity4Rail handbook, the current paper discusses possibilities for upgrading of substructures, bridges, tunnels, and the track structure. In these areas, an overview of challenges and possibilities is presented together with examples of experience from operational upgrading. The paper concludes that freight line upgrading using a more streamlined approach as outlined in the guideline is a necessity if EU objectives on modal shifts in transportation are to be met. Further, it demonstrates why a political drive is necessary to increase efforts to upgrade freight lines.

Routine bridge inspections usually consist of visual observations. These inspections are time-consuming and subjective. There is a need to identify new inspection techniques for infrastructure that reduce traffic disturbance, and improve the efficiency and reliability of the acquired data. This study compared the performance of three different imaging technologies for the three-dimensional (3D) geometric modeling of existing structures: terrestrial laser scanning, close-range photogrammetry, and infrared scanning. Each technology was used to assess six existing concrete railway bridges. The technologies were compared in terms of geometric deviations, visualization capabilities, the level of the inspector's experience, and degree of automation. The results suggest that all methods investigated can be used to create 3D models, however, with different level of completeness. Measurements such as span length, deck widths, etc. can be extracted with good accuracy. Although promising, a full off-site inspection is currently not feasible as some areas of the bridges were difficult to capture mainly due to restricted access and narrow spaces. Measurements based on terrestrial laser scanning were closer to the reality compared to photogrammetry and infrared scanning. The study indicates the no special training is needed for photogrammetry and infrared scanning to generate a 3D geometric model.

Lennart Fransson has written most of chapter 3, Björn Täljsten has written most of chapter 4, and Lennart Elfgren has written most of the other chapters. We express our sincere thanks to all in Russia, Finland and Sweden who have contributed to this pre-feasability study.

Three Swedish concrete bridges have been tested to failure and the results have been compared to assessment using standard code models and advanced numerical methods. The three tested and assessed bridges were: (1) Lautajokk, a 29 year old one span (7 m) concrete trough bridge tested in fatigue to check the concrete shear capacity. (2) Ӧrnskldsvik, a 50 year old two span trough bridge (12 + 12 m) strengthened to avoid a bending failure. (3) Kiruna Mine Bridge, a 55 year old five span prestressed concrete road bridge (18 + 21 + 23 + 24 + 20 m) tested in shear and bending of the beams and punching of the slab. The main results in the paper are the experiences of the real failure types, the robustness/weakness of the bridges, and the accuracy of different codes and models. In all three cases the bridges had a considerable hidden capacity.