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  • 1.
    Edvardsson, Karin
    et al.
    Transportstyrelsen.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Bankonstruktionens egenskaper och deras påverkansgrad på nedbrytningen av spårfunktionen2015Report (Other academic)
    Abstract [en]

    The main objective of the report is to identify the characteristics that influence the degradation; defined as the condition change, of the super- and substructure of the railway construction. The objective is also to rate the degree of influence of these properties as well as give an account for the effect relationships to the extent that this is possible. In Sweden there are currently about 15,000 km of railway, of which 13 600 km are administered by the Swedish Transport Administration. For this railway facility, there is today a lack of overall maintenance strategies that describes how the maintenance should be carried out for optimal cost efficiency. There is therefore a need to improve the ability to assess the condition and predict the future condition development for different track types in a lifetime perspective. First of all, basic knowledge regarding the condition data collected today and a comprehensive identification of the degradation characteristics affecting the railway facility, as well as the degree of their influence and their effect relationship, are needed. Identified degradation properties include such that affect the super- and substructure but does not include switches, ducting, electrical systems, signal systems or telecommunication. To create reliable life cycle cost models, that enable prioritization and planning of maintenance operations in a cost optimal way, focus on the data inputs to the model is required. Many components of the railway system have complex degradation processes. It is also important, when choosing maintenance strategy, to look at the parts that are associated with high costs, where both the cost of operation and frequency of operation are considered. The greatest impact, of the properties assessed to affect the degradation of the railway construction, has traffic load; where both the load and the frequency are of importance. Then follows, in descending order; drainage, the drainage system, degradation of ballast, rails and sleepers, ballast pollution, track geometry (curves and joints), presence of joints, subgrade stability and vehicle characteristics. The project was done as a comparative study, where degradation properties and effect relationships identified through literature studies have been compared with the corresponding results obtained by qualitative studies, i.e. interviews with experts in the field.

  • 2.
    Forward, Sonja
    et al.
    Swedish National Road and Transport Research Institute, Society, environment and transport, Mobility, actors and planning processes.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Nyberg, Jonna
    Swedish National Road and Transport Research Institute, Society, environment and transport, Mobility, actors and planning processes.
    Sörensen, Gunilla
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic Safety and Traffic System.
    Bolling, Anne
    Swedish National Road and Transport Research Institute, Traffic and road users, Vehicle technology and simulation.
    Säkerhet och arbetsmiljö vid väg- och spårarbeten: implementeringsprocessen av nytt regelverk och dess effekter2016Report (Other academic)
    Abstract [en]

    The purpose of this study was, through the use of interviews, case studies, and a reference group meeting to describe and analyze the implementation process of new and revised regulations. This applies to both road and track in their administrative and operational activities within the Swedish Transport Administration and their contractors. The aim was also to analyze the effects the new and revised regulations had on roles and responsibilities but also their own and others' safety. For work on the road, new rules and regulations were established, which became effective as of 1st of January 2013. With regard to rail, a number of measures were implemented in 2011 to improve safety that included changed rules for work on and beside the tracks.

  • 3.
    Freden, Sven
    et al.
    Swedish National Road and Transport Research Institute.
    Förstberg, Johan
    Swedish National Road and Transport Research Institute.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Hylén, Bertil
    Swedish National Road and Transport Research Institute.
    Lindberg, Erik
    Swedish National Road and Transport Research Institute.
    Reserapport från Järnvägsavdelningens studieresa till Storbritannien 1992-11-02--051992Report (Other academic)
  • 4.
    Freden, Sven
    et al.
    Swedish National Road and Transport Research Institute.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Upprustning av Stångådalsbanan: Förutsättningar, vinster och kostnader1993Report (Other academic)
  • 5.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Banretur: återvinning av banvallsmassor och betongsliprar - en förstudie2002Report (Other academic)
    Abstract [sv]

    This pilot study refers to a project whose objective was to develop

    procedures for the way surplus material removed in conjunction with ballast

    and banquette cleaning shall be dealt with from the technical/economic

    standpoint, in view of the responsibilities and roles of the players involved

    with regard to the requirements of the Swedish Environmental Code. The

    study is mainly based on the information gained from a number of studied

    reference projects. The ballast material removed is, on average, ca 0.5

    m3/track metre in ballast cleaning and ca 1 m3/track metre in banquette

    cleaning. The introduction of the Environmental Code resulted in a tightening

    of requirements with regard to e.g. the way in which this surplus material is

    to be disposed of. In its capacity as track operator, the Swedish National

    Rail Administration has the ultimate responsibility for disposal of the

    material in a way that is compatible with the requirements of the

    Environmental Code and the environmental policy of the Administration itself.

    The results of the reference projects which have been studied in this project

    indicate that there is still uncertainty as to how the surplus material is to

    be disposed of. The absence of clear handling procedures is one reason for

    this uncertainty which has caused unnecessary disruptions, with irritation

    and cost increases as a result. Recycling/re-use of ballast material is a

    complex area involving many interested parties, and it is necessary for these

    to cooperate on the basis of the same conditions. In turn, this requires

    clear handling procedures which ensure that necessary and sufficient

    information is produced. The handling procedures proposed in this project are

    to be seen as a first stage in a continued development process.

  • 6.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Banöverbyggnadens investerings- och underhållskostnader1993Report (Other academic)
  • 7.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Cykling och gående vid större vägar: några aspekter på anläggning, drift och underhåll samt kostnader för GC-lösningar vid större vägar2013Report (Other academic)
    Abstract [en]

    The aim of the study is to review various aspects regarding construction, maintenance, management and costs for pedestrian and cyclist solutions on major roads, with or without central barrier, where the permitted speed limit is between 70 and 90km/h. Reconstructing an existing road with a central barrier is primarily considered as a road safety measure which reduces the risk of head on collisions. A negative effect of this type of design is that conditions for cyclists and pedestrians become difficult – especially when travelling along or across the road. There are no clear guidelines on how unprotected road users should be considered when reconstructing an existing conventional road to 2+1 road type. The situation of pedestrians and cyclists is not considered to the desired level in the initial planning phase. This often results in the retro introduction of unsuitable measures. The cost of constructing pedestrian and cyclist solutions along major roads depends on geographical conditions and the standard of the solution selected. In addition, construction, operation and maintenance costs for pedestrian and cyclist solutions along and across major roads are not always reported separately. They are often included in the projects' total cost. Increasing the ability to create attractive and cost-effective solutions requires further knowledge. This includes focus on how pedestrian and cyclist solutions should be handled in the initial planning process. It is also important to carry out systematic reviews of existing pedestrian and cyclist solutions along major roads. This will help to give a better idea of construction, operation and maintenance costs.

  • 8.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Demonstrationstrafik med duospårvagn2008Report (Other (popular science, discussion, etc.))
    Abstract [en]

    This report describes the project "Demonstration traffic with TramTrain" which was performed over the period April-June 2006 with the TramTrain Regio Citadis. Traffic was carried out on the sections Linköping-Kisa, Linköping-Åtvidaberg and on the tram network in Norrköping. The vehicle was also demonstrated in Finspång and Västervik where shorter journeys were made. Traffic was also carried out on the section Göteborg-Älvängen, on the tram network in Göteborg, the section Helsingborg-Åstorp and the section Lund-Eslöv. The objective of the project was to show, in a concrete manner, the properties of TramTrain and its potential to political decision makers, civil servants and executives within public transport, but also to the public at large.. The project had the character of a "triple helix" project in which a large number of partners participated. The increase in knowledge and experiences which was achieved by putting the vehicle into traffic could not have been generated other than through a practical demonstration. The project has demonstrated how different actors with different cultures and value systems can cooperate in one and the same project. The report describes the planning process for the project and the practical execution of the demonstration traffic from the Östgöta Region, Göteborg, Helsingborg and Lund. The views of travellers via a questionnaire survey and views put forward during interviews with the steering and reference group are also given.

  • 9.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Forskning om spårunderhåll: aspekter, synsätt och referensramar. En förstudie1998Report (Other academic)
  • 10.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Genomförda utredningar och försök med längre och tyngre tåg i Sverige2013Report (Other academic)
    Abstract [en]

    The purpose of this report is to give an account of the studies and tests carried out in Sweden with longer and heavier trains since the early 1990-ties. The material for this report is based on investigations carried out by the Swedish Rail Transport Administration (Banverket, since 2010 Trafikverket) in cooperation with i.e. the Swedish States Railways ( SJ Gods, since 2000 Green Cargo) and other rail operators (MTAB) and shippers (i.e. LKAB, SSAB, Ovako), the Norwegian Rail Administration (Jernbaneverket) and the Swedish counties Gävleborg and Dalarna, Additional information has been obtained through interviews with people from Trafikverket who have previously worked at Banverket. Before any further development work is carried out, the following conclusions, from the material presented in this report, are highlighted for consideration:

    • •There have been a very limited number of specific tests for heavy and long trains in Sweden. The supporting documents, obtained within the framework of this project, describe tests and investigations which were carried out since the early 1990s.
    • •With regard to heavier trains, embankment and bridge bearing capacity is a limiting factor for trains with high axle loads (e.g.stax 25 tonnes) and tonnes per metre (e.g. stvm 8 tons/m or more). Pending upgrade of tracks and bridges, these limitations can be handled by introducing speed restrictions on the sections with weak bearing capacity.
    • •The limitations for long trains are mainly linked to the length and number of sidings required to operate 750 metre (or longer) trains. The available track length at the shunting is also a factor that limits the possibilities to assemble and dismantle long trains.
  • 11.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Kartläggning av föremål i omedelbar anslutning till järnvägsspåret med hjälp av videofilm1995Report (Other academic)
  • 12.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Kriterier för byte alternativt fortsatt underhåll av spårväxlar2001Report (Other academic)
    Abstract [sv]

    De bedömningskriterier som i dagsläget utnyttjas för beslut om spår-växelbyte

    bygger på en sammanvägning av flera faktorer men utnyttjar inte

    på ett systematiskt sätt den information som finns lagrad i Banverkets olika

    informationssystem. Genom kontinuerlig uppföljning och därmed ökad

    kunskap om spårväxlars tillståndsförändring finns en stor potential för att

    förbättra beslutsunderlaget vad gäller byte alternativt fortsatt underhåll av

    spårväxlar.

    Denna rapport redovisar ett projekt vars syfte varit att kartlägga och

    sammanställa

    vilka kriterier som i den praktiska underhållsverksamheten ligger till grund

    för

    beslut om byte alternativt fortsatt underhåll av spårväxlar. Rapporten bygger

    i

    första hand på material från en genomförd enkätundersökning. Totalt har 76

    spårväxlar fördelade på 14 banområden och 31 bandelar studerats.

    Även om det inom projektets ram inte varit möjligt att ge en heltäckande bild

    av de beslutskriterier som använda kan följande noteringar göras:

    •Det finns inga entydiga kriterier som ligger till grund för byte av

    spårväxlar

    utan det är frågan om en sammanvägning av såväl tekniska som ekonomiska

    aspekter av relativt allmän karaktär. En urspårning där skadans omfattning

    är av sådan karaktär att spårväxeln inte går att reparera är det enda

    entydiga

    skälet till när ett spårväxelbyte måste ske. Detta är dock en typ av händelse

    där beslut fattas utifrån en klart avgränsad situation.

    • Två övergripande skäl till spårväxelbyte har identifierats där det ena kan

    hänföras till bangårdsombyggnad. Det andra skälet är föranlett av ”teknisk

    orsak” dvs. då nödvändiga toleranskrav (enligt gällande föreskrifter), trots

    insatta underhållsåtgärder, ej kan upprätthållas. Bedömningskriterierna i

    dessa båda fall har helt olika karaktär.

    • Spårväxelbyte vid bangårdsombyggnad är ofta föranlett av förändrade krav

    beträffande t.ex. sth, stax, komfort, spårgeometriska förhållanden vilka

    befintlig spårväxel ej kan uppfylla. I vissa fall förekommer dock byte på

    grund av ”teknisk orsak” även vid bangårdsombyggnad.

    • Byte av ”teknisk orsak” görs utifrån en sammanvägning av flera faktorer

    som oftast inte inträffar samtidigt. Det övergripande beslutsunderlaget

    bygger på konstaterandet att resultaten av fortsatta underhållsåtgärder på

    befintlig spårväxel inte är tillräckliga för att upprätthålla nödvändiga

    toleranskrav och att detta genererar kostnader för såväl underhåll som

    driftstörningar. De faktorer som detta övergripande ställningstagande

    bygger på är av karaktären:

    - Växel utsliten, klarade ej toleranserna.

    - På grund av den legat i spår länge och blivit påsvetsad ett stort antal

    gånger samt att sliprarna var slut. Återkommande justering av spåret

    p.g.a. att träväxlar är mindre stabila än betongväxlar.

    - Växelmaterialet var uttjänt.

    - Tungorna ej godkända (tappar och nedsmidningsställen).

    - Slitna far- och mellanräler samt dåliga sliprar.

    - Rälsmateriel hårt nedslitet.

    - Samtliga växlar var föremål för ” tapphål” och ”nedsmidning”.

    - Hårt nedsliten både stålet och sliprarna.

    - Tungorna med i utbytesprogram på grund av felaktiga tapphål och

    nedslitningsställen.

    - Spårväxeln var av dålig kvalitet och ligger i mycket starkt trafikerade

    spår.

    - Höga underhållskostnader.

    • Vidare kan konstateras att teknik och ekonomi behöver integreras i större

    omfattning. Det förekommer ingen systematisk uppföljning på individnivå

    (dvs. för varje enskild spårväxel) vare sig utifrån ett tekniskt eller

    ekonomiskt perspektiv. Förbättrade uppföljningsrutiner ger ökad kunskap

    om spårväxlars nedbrytningsprocess och skapar därmed bättre möjligheter

    att definiera relevanta beslutskriterier för spårväxelbyten. Speciellt

    viktigt

    blir detta med tanke på det stora bytesbehov som föreligger i kombination

    med begränsade ekonomiska resurser.

    • Framkomna resultat tyder på att det finns en stor potential för att

    förbättra

    det beslutsunderlag som bör ligga till grund för beslut om spårväxelbyte.

    Ett beslutsunderlag som bygger på uppföljningsinformation för varje

    enskilds spårväxel bör ge bra förutsättningar för jämförelseanalyser. Sådan

    jämförelseanalyser kan göras med avseende på vilka spårväxelbyten som

    skall prioriteras, prognostisera framtida bytesbehov, öka kunskapen om

    hur olika variabler påverkar spårväxelns tillståndsutveckling och därmed

    analysera såväl tekniska som ekonomiska konsekvenser av genomfört/ej

    genomfört spårväxelbyte.

    • Helhetsperspektiv, systematik och kontinuitet är aspekter som måste

    beaktas i det fortsatta arbetet för att utveckla informationsunderlag för

    jämförelseanalyser. Ett sådant informationsunderlag kan lämpligen utgå

    från en fördjupad och systematisk sammanställning av hur faktorer som

    exempelvis trafikbelastning, underhållskostnader, driftstörningar,

    besiktningsanmärkningar

    och komponentbyten, är kopplade till hur länge

    spårväxeln varit inlagd i spåret. Som en första ansats i ett sådant

    kartläggningsarbete kan lämpligen den information som finns tillgänglig i

    Banverkets olika informationssystem utnyttjas.

    • Incitamentet för att upprätta ett beslutsunderlag bör ur ett

    förvaltarperspektiv

    vara att kunna skapa förutsättningar för ett effektivare

    utnyttjande av befintliga tekniska och ekonomiska resurser, minskade

    driftstörningar, ökad tillgänglighet för tågtrafiken, objektivare

    bedömningskriterier

    för att nämna några exempel. Att skapa ett så relevant

    beslutsunderlag som möjligt torde även vara angeläget mot bakgrund av

    den utveckling som sker vad gäller konkurrensutsättning av

    underhållsverksamheten.

  • 13.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Lågtrafikerade banor: Banunderhållskostnader1994Report (Other academic)
  • 14.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Miljöeffekter av 30 km/h i tätort - med avseende på avgasutsläpp och buller: en förstudie1999Report (Other academic)
    Abstract [en]

    This preliminary study describes a project the aim of which was to increase knowledge of the overall environmental effects with regard to exhaust emissions and noise in conjunction with a lowering of the speed limit from 50 km/h to 30 km/h in urban areas, and to find how this, in turn, can be used as the basis for planning full scale tests. The study is based on both an examination of the literature and our own studies of driving patterns and fuel consumption, which have in turn been used for calculations with the VETO model of exhaust emissions in conjunction with speed reduction measures.

    Most studies point out relatively unambiguously that a smooth driving pattern reduces the levels of exhaust emissions and noise, while a jerky driving pattern has the opposite effect. Studies in which driving patterns were recorded in the test area itself show unambiguously that exhaust emissions are reduced. This is particularly true in networks comprising both links and nodes, i.e. contiguous areas.

    If the effects of the speed levels 50/30 and 30/30 are to be assessed separately, it is a reasonable hypothesis that 50/30 generates more exhaust emissions than 30/30, one of the reasons being that 50/30 produces greater speed variation than 30/30. On the assumption that 30 km/h signs really have the effect of reducing speed, this should produce a better environment than if the same reduction in speed is achieved through speed reduction measures, since excess emissions due to these measures are avoided.

  • 15.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Samband mellan trafikbelastning - banstandard - underhållskostnader: en litteraturstudie1996Report (Other academic)
  • 16.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Skyddsräler: Erfarenheter och behov1994Report (Other academic)
  • 17.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Sommarcykelvägar: en framtida potential för ökad utbyggnad av cykelvägnätet?2008Report (Other academic)
    Abstract [en]

    Summer cycle paths are characterised by having a slightly lower standard than "normal" cycle paths. In this context, a lower standard implies that the cycle paths do not necessarily have to be given an asphalt surface, do not have to be provided with lighting or receive winter maintenance. The concept summer cycle path is a new one, and there are therefore no clear assessment criteria as to when a cycle path is to be constructed to a lower standard and therefore classified as a summer cycle path. The intention of constructing summer cycle paths is to make it possible for the cycle path network to be further expanded within the existing financial constraints. The present report describes, inter alia, the work of some Swedish municipalities on summer cycle paths. The data is based on replies to the questionnaire that was sent to around 10 municipalities. The results show that there only is limited number of summer cycle paths. Summer cycle paths that exist are situated where motor roads have been rerouted and the original road can instead be used as a cycle path. In some cases old railway trackbeds are used as summer cycle paths, and in a few instances there are newly constructed summer cycle paths.

  • 18.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Spårkonstruktion med asfalt: en litteraturstudie1995Report (Other academic)
  • 19.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Spårunderhåll - belastning eller möjlighet?2000Report (Other (popular science, discussion, etc.))
  • 20.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Spårvägens infrastruktur: en förstudie2004Report (Other academic)
    Abstract [sv]

    Man kan konstatera att det finns ett flertal olika konstruktionslösningar när det gäller spårvägsspår vilket indikerar att det inte är självklart hur spårvägsspår skall utformas. Trots att spårvägsspår har funnits under lång tid har det inte vuxit fram något internationellt accepterat standardutförande på motsvarande sätt som det finns för konventionella järnvägsspår. Tekniken för spårvägsspår grundar sig i hög grad av de specifika förutsättningar och lokala traditioner som gäller för den aktuella staden. Kostnaden för ett spårvägssystem redovisas ofta i litteraturen som totalsumman för fordon och infrastruktur och det är inte alltid möjligt att separera dessa kostnadsposter. Detta i kombination med det stora antalet varianter på spårvägsspår gör det svårt att få en exakt bild av kostnaden för spårvägens infrastruktur. En allmän uppfattning är dock att infrastrukturen står för ca 75 % och fordonen för ca 25 % av den totala investeringskostnaden. Det ökade intresset för spårvägssystem i allmänhet har dock även medfört ett ökat intresse för att utveckla enhetligare spårkonstruktioner i syfte att reducera investeringskostnaden och kostnaden för framtida underhåll. Spårvägstrafik har förekommit under lång tid men någon forskning om spårvägens infrastruktur har inte bedrivits i någon större omfattning i motsats till vad som skett inom järnvägsområdet. Även om det finns likheter mellan spårvägens och järnvägens infrastruktur är inte järnvägstekniken direkt överförbar till spårvägstekniken. Spårvägen är i flera avseende annorlunda, har andra typer av problem och dessa problem måste lösas på annat sätt än vad som görs inom järnvägsområdet. För att kunna möta framtida kunskapsbehov när det gäller spårvägens infrastruktur är det därför angeläget att en ökad forskningsverksamhet inom detta område initieras.

  • 21.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute.
    Björketun, Urban
    Swedish National Road and Transport Research Institute.
    Eriksson, Jan R
    Swedish National Road and Transport Research Institute.
    Riskberäkning avseende transport av petroleumprodukter på väg och järnväg: Loudden - Upplands Väsby via Valhallavägen respektive Gävle (Fredrikskans) - Rosersberg2001Report (Other academic)
    Abstract [sv]

    VTI har genomfört en riskanalysstudie för transporter av bensin, diesel och eldningsolja för alternativen Loudden – Upplands Väsby via Valhallavägen för lastbil och Gävle (Fredrikskans) – Rosersberg för tåg. Dels har analysen gjorts med den modell som VTI har utvecklat åt Räddningsverket, dels har en enklare analys gjorts direkt med tillgänglig statistik. Resultatet av analysen är att risken för att en farligt godsolycka skall inträffa är av samma storleksordning för lastbilstransporter och tågtransporter. Sannolikheten att en farligt godsolycka skall inträffa är marginellt mindre för tågtransporter än för lastbilstransporter (1 olycka på 8 år för lastbilstransporterna och 1 olycka på 11 år för tågtransporterna enligt modellen).

  • 22.
    Hedström, Ragnar (ed)
    Swedish National Road and Transport Research Institute.
    Light rail - light cost: A preliminary study1999Report (Other academic)
    Abstract [en]

    This report describes a project intended partly to survey the need for multidisciplinary competence in the fieldof light rail transport and partly to determine whether there is a possibility and a need for expanding light railtraffic in Sweden as a complement to other forms of public transport. The results indicate that:

    • There is growing interest in light rail transport in Sweden. Discussions are in progress in several Swedishcities concerning the possibility of developing existing light rail transport systems and/or reintroducing andexpanding present tram systems.
    • Although knowledge is available, it is spread among several actors and there is a need for complementaryresearch.
    • It is desirable for research and development in light rail transport to be better coordinated and to have amultidisciplinary basis with the focus on attractiveness and acceptance, socioeconomic aspects, safety aspects,and infrastructure and vehicles.

    The work has been carried out in the form of a number of sub-projects. The material for the report consistsboth of a literature survey and of a number of interviews with actors connected with light rail transport.

  • 23.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Eriksson, Olle
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Godstågs avvikande hastighet: analys av förekomst, orsaker och konsekvenser2018Report (Other academic)
    Abstract [en]

    It happens that freight trains deviate from the times of the timetable on their transport route between arrival and end station and there are several reasons that this happens. Examples of the consequences of disruptions occurring include low punctuality, general capacity problems, reprioritization of the freight train and delayed delivery to the end customer.

    The aim of this project was to develop a method for analysing the existence of freight trains that deviate from the set timetable, as well as the reason for it. The results presented in the report are based solely on data from the Swedish Transport Administration’s database Lupp.

    From a limited material (four freight trains over two years), it was difficult to find clear cause-and-effect relationships between different factors. However, some conclusions from the project may be interesting to highlight. In 2015, the punctuality of the four freight trains upon departure from the Hallsberg marshalling yard was about 60 percent and about 50 percent upon arrival at the Malmö goods station. Scheduled stops at some stations between Hallsberg and Malmö are not always used. Disruptions linked to the causes “infrastructure" and “railway companies” together account for between 60 percent and 70 percent of the total number of disruptions.

  • 24.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Freden, Sven
    Spårvägssäkerhet: metoder för minskning av sannolikheten för vissa typer av kollisioner i spårvägstrafiken2008Report (Other academic)
    Abstract [en]

    This is the final report on the project "The safety of trams - methods for lowering the probability of certain types of collisions in tram traffic." Tram traffic and road traffic are two transport systems which must operate in the street zone under conditions that are to some extent dissimilar, and this can result in conflicts and accidents. The most common accident in tram traffic is a collision between a tram and a road vehicle, but collisions also occur between trams. By designing a traffic environment that is clear, easy to understand and interpret, the number of conflict situations can probably be reduced. The ideas and judgments set out in the report may be summarised in the following conclusions: - In-depth cooperation among traffic planners, urban planners and behavioural scientists would be of great importance in designing safe and functional traffic environments where both tram traffic and road traffic operate at the same time. - Where tram traffic and road traffic operate at the same time, warning devices and safety installations must be designed so that they give clear and understandable signals as to what applies in which situation. - The external design of trams should be discussed from a safety perspective and not, to such a large extent, from an aesthetic perspective which is often the case at present. Alternativ URL: http://www4.banverket.se/raildokuffe/pdf/MS0109.pdf

  • 25.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute.
    Förstberg, Johan
    Swedish National Road and Transport Research Institute.
    Exempel på några spårvägssystem i Frankrike och Tyskland: rapport från en studieresa 14-18 oktober 19981999Report (Other (popular science, discussion, etc.))
    Abstract [sv]

    I mitten av oktober 1998 reste tio spårvägintresserade

    (forskare vid VTI och

    kollektivtrafikkonsulter) till fem städer med främst

    intressant spårvägstrafik,

    nämligen Paris, Saarbrücken, Strasbourg, Freiburg och

    Karlsruhe.

    Två av dessa städer (Karlsruhe och Saarbrücken) har

    s.k. DUO-trafik, vilket

    innebär att spårvagnen kan lämna innerstadsspåren och

    på järnvägsspår köras

    vidare till angränsade orter. Därigenom har

    upptagningsområdet för snabbt och

    direkt kollektivresande ökat dramatiskt. Spårvagnen

    kan t.o.m. ersätta regional-linjer

    på järnväg.

    Strasbourg är en av de framgångsrika franska städer

    som har en medveten

    satsning på spårvagn kopplad till en strukturering av

    sina stadskärnor, där man

    önskar återerövra gator från bilisterna och överlämna

    dem till flanörerna och

    affärsbesökarna samt ge innerstaden en skön miljö.

    Freiburg (im Breisgau) längs Rhendalen i södra

    Tyskland har genom ett

    uthålligt arbete lyckas ta all trafikökning med sin

    spårvagnstrafik kompletterad

    med buss och järnväg. Exempelvis gäller biljetten till

    lokala fotbollsevenemang

    även som spårvagnsbiljett. Speciella regionalbiljetter

    finns samt opersonliga

    vecko- och månadsbiljetter.

    Slutligen har miljonstaden Paris satsat på två

    spårvägslinjer. Den ena (T1) är en

    tangentiell linje mellan regionaltrafik och metron i

    nordost som bidragit till en

    strukturell uppdelning av gatuutrymmet. Den andra (T2)

    i sydost går längs en

    gammal järnvägslinje och förbinder två regionalbanor.

    Dessutom har Paris i

    Trans-Val de Marne projektet satsat på en direkt

    busslinje med samma strukturella

    uppdelning av gatuutrymmet som spårvagnslinjen T1.

  • 26.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute.
    Ihs, Anita
    Swedish National Road and Transport Research Institute.
    Sjögren, Leif
    Swedish National Road and Transport Research Institute.
    Funktionsupphandling av väg- och banhållning: problem och möjligheter2005Report (Other academic)
    Abstract [sv]

    The present project has been carried out within the framework of the subject

    "Competitive procurement in the transport sector". Owing to the increase in

    the costs of infrastructure maintenance on roads and railways in recent

    years, there is greater interest in developing new forms of contract. The

    intention of the ongoing process concerning competitive and performance

    oriented procurement is to create the conditions for more effective

    infrastructure maintenance activity. The problem in performance oriented

    procurement is to define relevant performance requirements which are clearly

    linked to the effects for the final users. This requires the performance

    variables to be measured and evaluated with respect to both the division of

    responsibility between contractor and client and also the perspective of the

    travelling public. In the project, a study is made of the possibility of

    using planning models such as the World Bank HDM-4 or other operationally

    available models/tools in the road sector (e.g. the Swedish Road

    Administration's PMS) in pricing measurable "final results" in conjunction

    with performance oriented procurement. One conclusion which is generally

    valid for both HDM-4 and PMS is that the traffic effect models must be

    complemented before they can be fully used for the purpose of pricing

    measurable "final results" in contracts based on performance oriented

    tendering. On the rail side, there is no counterpart to HDM-4 or PMS. The

    performance variables identified during performance oriented procurements for

    rail infrastructure maintenance are train delays, track bed condition (via Q

    and K indices), defect reports and inspection comments. These performance

    variables can be measured, monitored and evaluated in economic terms in the

    relationship between client/contractor and, to some extent, also in relation

    to the final customer, i.e. the travelling public. There is however no model

    available which gives an overall description of the effects of these

    performance variables and the economic consequences which these, in turn,

    have for Banverket and/or society at large. Even though a lot is known with

    regard to performance oriented procurement of infrastructure maintenance,

    several issues remain to be solved in both the road and rail sectors. It is

    therefore essential that continuity for further research should be created in

    this field.

  • 27.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Johansson, Thomas
    TJ kommunikation.
    Eriksson, Olle
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    McGarvey, Terry
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Rekommendationer för funktionell utformning av spårvägssystem2018Report (Other academic)
    Abstract [en]

    Trams are not a common feature in Sweden, which leads to some uncertainty about how they work in an urban environment alongside other transport segments. Trams can take many forms, from the classic trams that use the same lanes as cars, to express trams with their own fenced-off embankments, with higher speeds and possibly some form of signal safety system. The purpose of the project is to formulate recommendations for the design and function of new tram systems or changes to existing systems. The goal is to create clearer, more uniform conditions, allowing for good planning and construction outcomes from the beginning and avoiding subsequent costly changes.

    The results presented in this report are based on both national and international experiences of different tram systems. Different cities have different conditions, for example in terms of traffic, population and land, which means that the tram systems need to be planned and built in different ways. Technical solutions such as track designs, curve radiuses, signal systems etc. therefore differ from one tram system to the next. However, the design of the system must guarantee rigorous safety and good efficiency for passengers, staff, and persons and vehicles near or crossing the tracks. The tram system, like all traffic environments, must be clear, simple, predictable and easy to understand.

  • 28.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Johansson, Thomas
    TJ Kommunikation.
    Svensson, Tomas
    Swedish National Road and Transport Research Institute, Society, environment and transport, Mobility, actors and planning processes.
    Spårburen kollektivtrafik i Linköping: förslag till en implementeringsmodell2011Report (Other academic)
    Abstract [en]

    The new Master Plan for the City of Linköping and the included Transport Strategy discuss a high quality public transport network in the city, the so-called LinkLink. High quality public transport is seen as an important part of the city and municipal development in general with respect to land development, transportation and land use. The study "Railbound public transport in Linköping" is based on the current planned development of public transport Linköping. The aim is to improve knowledge and decision support for the municipality's continued planning work where tramways have arised as an future option.

    The study is based on European best practice in public transport, with focus on tramways, and taking into account the conditions that apply to light rail implementation in Sweden, and on the current planning situation in Linköping relevant to city public transport. The report describes a stepwise process model that can also function as a check-list for the municipality. The process model is based on research of modern tramway system in Sweden and internationally, and on interviews with officials and politicians in the Swedish towns and regions where the expansion of existing or new tramway systems are currently discussed.

    The process model is divided into successive steps to be taken in order to implement a future tramway system. The realisation of the process model´s different steps also means that the knowledge and decision data are sufficient for the municipality to decide on the future direction and if / when the next step in the implementation process should be taken.

  • 29.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Lindberg-Collin, Mats
    Trafikförvaltningen/AB SL.
    Lindahl, Anders
    KTH, Avdelningen för Transportvetenskap.
    Lindström, Gustaf
    KTH, Avdelningen för Transportvetenskap.
    Löwenberg, Kristina
    Trafikförvaltningen/AB SL.
    Nilsson, Susanne
    KTH, Integrerad produktutveckling.
    Pettersson, Lars
    MTO Säkerhet AB.
    Ritzén, Sofia
    KTH, Integrerad produktutveckling.
    Innovationsupphandling och implementering av komplexa signalsystem: arbetsprocesser och verktyg2016Report (Other academic)
    Abstract [en]

    The aim in this project was to identify problems and needs associated with innovative signal system procurement procedures. The project was based on the client organisation’s ability to achieve the goals of functionality, time and budget. A literature review and a number of workshops, with subsequent structured analysis, were carried out. All rail traffic is subject to some form of control system and safety standard. Signal systems constitute the main part of this control system. From a systems perspective, infrastructure level signal systems are complex, technically advanced systems that require inter-disciplinary consideration. At sub and individual levels, signal systems and traffic control objects are usually not that complicated. Combining many sub-systems and integrating them into infrastructure systems creates a complex structure and becomes an abstract, non-visual creation. In order to be able to understand the complexity of these systems, and move towards a more manageable way of identifying the requirements needed for effective and innovative signal system development, an analysis of signal systems was carried out from a process perspective point of view. Requirements were analysed from two theoretical perspectives, Integrated Product Development (IPD) and Systems Engineering (SE). Both contain descriptions of how product development actors should be involved in terms of roles and responsibilities. Analysis of the workshop results identified a number of problem areas that need to be addressed if future signal system development is to be implemented in a better way. Several problem areas were also identified through the IPD and SE theoretical descriptions but these need to be adapted to suit individual client organisations.

  • 30.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute.
    Möller, Staffan
    Swedish National Road and Transport Research Institute.
    Wiklund, Mats
    Swedish National Road and Transport Research Institute.
    Vinterklimatmodell för järnvägssektorn: en förstudie2007Report (Other academic)
    Abstract [sv]

    The aim of this report is to make an initial survey of disruptions to rail traffic in winter. This survey is used in studying the prospects for submitting a project application to Banverket, the authority responsible for rail traffic in Sweden. The total cost of the effects or consequences that affect rail traffic because of the winter climate can be broken down into several items. First and foremost, there are the direct costs of Banverket for winter maintenance and the direct costs of the train operators. To this must be added the indirect costs incurred by passengers and freight customers. The size of these indirect costs in a socio-economic perspective depends on the extent of the delays and the way the delays are valued in monetary terms by passengers and freight customers. We have scrutinised the approach and the model structure for the road sector that are set out in the Winter Model. This model will soon be used on the national road network to describe the most important socio-economic effects of various strategies and measures in winter road management. With this as the starting point, a first draft for an effect model for the winter management of rail infrastructure has been drawn up. We believe that this effect model will be found valuable for structuring and analysing the impact of winter on the various elements of rail infrastructure.

  • 31.
    Hedström, Ragnar (red.)
    Swedish National Road and Transport Research Institute.
    Attraktiv och effektiv spårvägstrafik: den moderna spårvägens egenskaper, funktioner och potential för urbana och regionala persontransporter2004Report (Other academic)
    Abstract [sv]

    This document is a summary report on the research theme "Light Rail - Light

    Cost, Part II" which was carried out at VTI over the period 1999-2004. The

    project has been financed by the Swedish Agency for Innovation Systems, with

    some assistance by the Swedish National Rail Administration and the Swedish

    National Road Administration. Work on the research theme has compiled and

    improved the level of knowledge in a number of areas of importance for the

    creation of an attractive, effective and competitive transport system for

    urban and regional passenger transport. Most of the investments made in light

    rail systems have been successful. One important factor for success is a

    holistic perspective, i.e. that light rail is not only a transport supply

    solution between certain points but that it is also used as a strategic

    platform for a more comprehensive upgrading of urban transport systems as

    integral parts of other urban design. Light rail has become a means of

    creating more attractive cities, and this is considered to be of great local

    and regional economic significance. To invest in, and to run, a light rail

    system is a demanding task, and for the outcome to be satisfactory,

    comprehensive mobilisation of both traffic and urban planning and the

    associated policy areas is required. The report describes the history and

    development of light rail, and its properties and potential in urban and

    regional transport systems. There is also a discussion of the way in which

    light rail systems can be implemented in cities, and the planning and policy

    required at local and regional level to increase the share of passenger

    traffic carried by light rail and public transport. The report discusses

    costs and macroeconomic cost effectiveness calculations for investments in

    light rail systems. The report concludes with a discussion and a review of

    future research needs concerning light rail and public transport as a whole.

  • 32.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Rosberg, Tomas
    Swedish National Road and Transport Research Institute, Traffic and road users, Driver and vehicle.
    Uppkörda spårväxlar: orsak och konsekvens2019Report (Other academic)
    Abstract [en]

    A trailing point where the tongues are not in the correct position could be at risk of being worn down when a vehicle passes through the point switch. The data from ”Lupp”, the Swedish Transport Administration’s database, shows that there were a total number of 630 worn point switches during the years 2014–2017. Of these, 16 objects which related to track locks have been disregarded. In cases where a point switch has been worn due to SPAD (a signal passed at danger), 49 incidents in total, these have also been disregarded. The reason for this is because each individual incident of this type is investigated as an individual case. 76 incidents where it could not be determined whether or not the switch was worn due to insufficient information have been disregarded. Of the total number of objects obtained from Lupp, 489 have been identified as worn point switches and have been used as basis for the analyses conducted in this project.

    There are many possible causes as to why a point switch gets worn down, such as work machinery, incorrect handling, switch malfunctions, vehicle malfunctions, lack of maintenance, etc. Because there are multiple possible causes for the wearing down, we also see variation in the consequences depending on the type of switch, where it is placed (e.g. along a main route or along sidings), and the type of vehicles passing the point switch.

    It has generally been difficult to discern any clear pattern regarding worn point switches based on the switch model, operation sites, cause or effect because of the large number of variations concerning these factors. At the same time, it can be noted that there is an issue with worn point switches when looking at traffic aspects (disrupted trains, hours of downtime), as well as costs and time spent repairing the damaged point switch. However, the actual costs associated with worn point switches have not been a point of analysis in this project.

  • 33.
    Hedström, Ragnar
    et al.
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Rosberg, Tomas
    Swedish National Road and Transport Research Institute, Traffic and road users, Driver and vehicle.
    Wikberg, Åsa
    Swedish National Road and Transport Research Institute, Society, environment and transport, Transport economics.
    Prognosmodell för framtida resurs- och kompetensbehov inom järnvägsbranschen2019Report (Other academic)
    Abstract [en]

    According to the 2018–2029 National Plan for the Transport System, SEK 125 billion are to be set aside for the operation, maintenance and reinvestments of state railways during that period. This is an increase of about 40 percent compared with the corresponding plan for 2014–2025. Increased funding implies a greater volume of activities and indications have been received from players in the railway industry that all the resources and competences required to carry out planned railway, underground and tramway projects are not available. The Swedish Transport Administration therefore initiated a work process to produce a practical and useful forecast model that would predict the future resource and competence needs of the entire railway industry. Considering the complex structure of the railway industry, the wide variety of areas of activity and all the data (which was gathered manually for this project) needed for a forecast model, it transpired that the work task could not be completed within the framework of the project.

    The purpose of the project and this report has therefore been limited to suggesting a structure for the forecast model and, by using examples of four types of project - replacement of switches, replacement of tracks, building of passing loops, and the extension of double tracks - showing how the demand for resources and competences can be forecast. No analysis has been made of the supply side, that is, the current availability of manpower, retirements and study programmes. The reason for this is because there are no statistics that can be readily used to specify these parameters specifically for all the occupational groups and areas of activity of the railway industry. Because of this, the drafted version of the forecast model cannot be linked to the supply side and therefore it cannot show which occupational groups are expected to have a surplus or deficit of resources and competences.

  • 34.
    Ihs, Anita
    et al.
    Swedish National Road and Transport Research Institute, Infrastructure.
    Bolling, Anne
    Swedish National Road and Transport Research Institute, Traffic and road users, Vehicle technology and simulation.
    Hansson, Lisa
    Swedish National Road and Transport Research Institute, Society, environment and transport, Mobility, actors and planning processes.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Sörensen, Gunilla
    Swedish National Road and Transport Research Institute, Traffic and road users, Traffic safety, society and road-user.
    Säkerhet vid väg- och spårarbete: en intervjustudie2014Report (Other academic)
    Abstract [en]

    There are rules and regulations that govern how working environment and safety are considered for road and railway works, but despite this a number of accidents and more or less serious incidents happens every year. To get an idea of how safety and working environment related issues are handled in the procurement, planning and implementation of maintenance activities of roads and railways a limited number of interviews with relevant actors have been performed. Purchasers and project managers at the Swedish Transport Administration (STA), as well as entrepreneurs and a union representative at the union SEKO, were interviewed for both the road and the railway side. For the road side, traffic engineers at STA were also interviewed. Based on the results from the interviews a number of problem areas could be identified, of which some are:

    • Dissemination of information about new regulations to all parties at all levels
    • Unclear procedures for self-monitoring, reporting, action on identified deficiencies, follow up and feedback
    • Inadequate procedures for reporting of accidents and incidents as well as for actions taken, follow up and feedback of these
    • The STA nowadays sets skill requirements instead of requirements on specific education/courses, making it more complicated to ensure that the requirements are met
    • It can be difficult to ensure the competence of temporary staff, mainly at work peaks.
  • 35.
    Svensson, Tomas
    et al.
    Swedish National Road and Transport Research Institute.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Hastighetsdämpande åtgärder och integrerad stadsplanering: en litteraturstudie2003Report (Other academic)
    Abstract [sv]

    It has become more and more common among Swedish municipalities to implement traffic calming measures, with the aim to improve safety and functioning of the local transport system. A plethora of different measures and designs of physical constructions capable of controlling the speed of motorized vehicles can be found when consulting modern planning guidelines and new handbooks in traffic planning. This report compiles and discusses the literature in the fields of research that can be labelled as critical in the sense that increased knowledge is a necessary prerequisite if traffic calming and speed control constructions shall be used as important measures in integrated transport planning strategies. The areas of investigation that are discussed in the report are the following: - Design and content of transport strategies as a component in local planning - Acceptance and demand among individuals for different designs of the traffic system with focus on traffic calming - Traffic calming and consequences for retailing and other commercial activities in inner cities, together with inner city attractiveness and livability in general - The adaptation of traffic calming techniques to public transport and emergency services, and the opportunities to use traffic calming to enhance the competitiveness of public transport - Environmental impact with emphasis on exhaust and noise emissions The report is concluded with a discussion of the need for further research. It is necessary to find methods and procedures capable of sorting and ranking all the different approaches that are used when analyzing traffic calming and environmental consequences. The state-of-the-art in this field of research is unfortunately very difficult to describe. It is plausible to assume that the reason for this confusion is a large variation between different studies concerning measurement methods, and scope and limitations. But the main part of the discussion of further research is devoted to research that can support the achievement of a more integrated local planning directly. The areas of investigation that are put forward are the creation of general evaluation models designed to evaluate the entire spectrum of relevant measures in transport strategies and not exclusively dealing with special issues, systematic compilations and treatments of knowledge and experience in chosen countries and cities, increasing knowledge about local planning processes in Sweden, and analyzing the demand for different designs of urban transport systems. It is of course necessary both from a democratic and an economical point of view, that the design and performance of transport systems in towns and cities are supported by a majority of the inhabitants.

  • 36.
    Svensson, Tomas
    et al.
    Swedish National Road and Transport Research Institute.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Lugna gatan! och kommunen: trafikplanering i lokal tillämpning2004Report (Other academic)
    Abstract [sv]

    The ambitions concerning traffic safety increased when the Swedish parliament

    accepted the governmental white paper "vision zero" in October 1997.

    Consequently, a new supporting planning guideline for local traffic planning

    was needed and in July 1998 was the manual "Calm Streets!" published. The

    manual deals with the design of streets where different modes of transport

    are mixed in urban traffic systems and where vulnerable users confront a

    substantial risk to be injured in traffic accidents. The aim of this study is

    to describe and analyse how local agencies uses the manual in their traffic

    planning practice with focus on traffic calming measures and the realisation

    of targets concerning safety and security, environmental sustainability and

    accessibility. The municipalities in the study are Borlänge, Enköping, Gävle,

    Göteborg, Jönköping, Karlstad, Linköping, Växjö and Örebro. The major part of

    the municipalities has conducted a traffic net analysis in accordance with

    the intentions in the manual. There are, however, differences in traffic

    planning practice between the cities in the study. These differences are

    discussed with focus on the following topics: formulation of targets, traffic

    net analysis, principal redesign proposals and planning conditions. The

    influence of the new planning guideline and policy on local traffic planning

    is evident, and a process has been started where differences between the

    municipalities can be registered. In spite of these differences, it is clear

    that the development of local traffic planning practice is in line with the

    initial intentions behind the increased ambitions put forward in the white

    paper from the government. In order to enhance the on-going change in

    direction, the need for further research and development is discussed in the

    report. There is an evident need to perform more research about local traffic

    planning practice. This knowledge is of great importance for the development

    of new planning guides and planning tools. The net analysis that has been

    carried out by the local authorities as a part of the planning process in

    Calm Streets can be used as a platform for communication and dialog towards

    inhabitants and relevant organisations in the local setting. The net analysis

    describes and visualises the local transport system in an efficient way which

    must be used in the forthcoming planning and development, guided by the

    national targets for transport policy. This platform can work as a starting

    point for the construction of a local transport strategy with distinctive

    targets for the local transport system, communication and demand responses,

    and identified consequences of different measures situated in an integrated

    agenda. There is, therefore, an obvious need for accessible compilations of

    relevant measures.

  • 37.
    Svensson, Tomas
    et al.
    Swedish National Road and Transport Research Institute.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute.
    Parkering: politik, åtgärder och konsekvenser för stadstrafik2010Report (Other academic)
    Abstract [sv]

    This report is based on a literature review, compiled research and development results on how parking conditions affect transportation choices. The report also discusses parking as a planning area, measures in parking policies, consequences for urban transport and urban development, and the need for overall parking strategies and plans linked to the traffic and urban planning in general.

  • 38.
    Torstensson, Peter T.
    et al.
    Swedish National Road and Transport Research Institute, Traffic and road users, Driving Simulation and Visualization. VTI.
    Hedström, Ragnar
    Swedish National Road and Transport Research Institute, Infrastructure, Infrastructure maintenance.
    Prognosmetod för framtida kompetens- och resursbehov knutet till svensk infrastruktur för spårburen trafik: delrapport 1 av 3 i projektet Prognosmodell för framtida kompetens- och resursbehov knutet till svensk infrastruktur för spårburen trafik2019Report (Other academic)
    Abstract [en]

    The development within railways is driven by an increased demand for sustainable and punctual transportation. The Swedish transport administration (Trafikverket) anticipates a growth in passenger transport work by 54% until 2040 compared to the levels at 2014. Trafikverket’s National plan for the transport system 2018–2029 describes the most comprehensive effort on railway infrastructure in Swedish modern history. This includes for example parts of the new high-speed track network with a planned total length of 1 500 km. Supplementary to this are the actions planned by other Swedish rail infrastructure managers for public transport. The rail sector has highlighted the need for efforts to strengthen the built-up of knowledge and competence in order to accommodate these future needs. For railway technical engineers the shortage in resources is already pronounced and difficult for the track entrepreneurs to handle. In an investigation by the Swedish construction federation (Sveriges Byggindustrier) the manpower shortage in this profession is estimated to 1 700 persons within a few years’ time.

    This report forms the outcome from the first work stage in a research project purposed to develop a practically usable model for prediction of future needs of competence and resources associated with Swedish rail-bound infrastructure. The project is led by the Swedish national road and transport research institute (VTI) with financing from, and in collaboration with, Trafikverket. In their roles as owners of large infrastructure facilities for rail-bound transportation the Stockholm county council, the Traffic office of Gothenburg and the Tramways of Norrköping participate in the reference group of the project. The project outcome is expected to be valuable from several different aspects. Amongst others by offering information to educational institutions in sufficient time in advance in order for them to adjust the syllabus and extent in their long-time planning to meet the market needs. Moreover, the predicted results can constitute important grounds to consider in the strategic policy making both in public and private sectors.

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  • sv-SE
  • Other locale
More languages
Output format
  • html
  • text
  • asciidoc
  • rtf