The Norwegian Public Roads Administration (NPRA) is tasked with developing, maintaining, and operating national roads with a focus on minimizing environmental impact while promoting public participation in planning processes. It aims to reduce greenhouse gas emissions and enhance sustainable transport through various measures, including promoting cycling and public transport, while addressing challenges such as road traffic noise and local air pollution. Current efforts are guided by the National Transport Plan 2010-2019, which emphasizes improving environmental friendly transport options and preserving cultural heritage.

1. The Norwegian Public Roads Administration - and the environment Gyda Grendstad Special adviser to the Director General Staff of the Director General Norwegian Public Roads Administration

2. The responsibility of the NPRA Develop, maintain and operate the national roads, amounts to about 1/9 of the public road network Carry out RD We build and spread competence to all road owners on behalf of the Government on ie: traffic safety, environment, environmentally friendly transport, universal design, transport models etc 5000 employees, 5 regions, 19 county offices and the directorate 550 in the directorate – appr.200 in R&D department

3. Sectoral Environmental Responsibility is implemented – this encompasses to: Maintain an overview of the environmental impact Be administratively and financially responsible for environmental action Actively seek cross-sectoral cooperation on environmental matters Provide reports and information on environmental trends and impacts

4. Environmental vision for the transport agencies: Transport shall not cause serious damage to man or environment Rv 23 - Awarded International Road Federation Prize for design

5. In-house Environmental Competence NPRA continuously develops its competence within: landscape architecture (70) – all levels architecture –a few biology – 5-10 cultural heritage – 5-10 road traffic noise local air pollution pollution of water or soil sociology etc.

6. Main design attitude and work method Adaptation to the landscape rather than contrast Site / landscape analysis Multidisciplinary teams are a mandatory for all projects A management plan for environment is mandatory for the construction and operation phase Public participation in the planning process

7. Environmental Challenges for the Roads Sector in Norway Emissions of greenhouse gases Land use and irrevocable changes to the natural environment and cultural heritage Road traffic noise Local air pollution Pollution of water or soil

8. Emissions of greenhouse gases Norway has committed to the Kyoto Protocol - stabilizing emissions at 1% above the 1990 emission level – also a goal to reduce emissions by 30% within 2020 compared to 1990 - willing to have a goal of 40% - in order to reach an international agreement where other countries make the same commitment Emissions are expected to increase without new measures. The transport sector is increasing it’s emissions more than other sectors. Road transport contributes to about 18 % of national emissions, about 10 mill. tons per year - goal is to contribute to a red. of 2,5-4 mill. tons compared to trend

9. Measures to reduce CO 2 -emissions Purchase tax to encourage reduced emissions per vehicle – the average of new cars sold 142 g/km at present, the target is 120 g/km by 2012 Measures to reduce motorised transport demand, such as land use, public transport, cycle and walking facilities, restrictions on car use in the bigger cities are recommended, but in the hands of local and regional governments ( potential of 0,6 mill.tons reduction) More bio fuels Fuel taxes Climate cure – new report on mitigation - english version available: http://www.klimakur.no/Templates/Public/Pages/Article.aspx?id=693&epslanguage=en

10. Expected effects of climate change in Norway Temperature will increase by 1,5-6 degrees Celsius in the coming century More rain, more intense rain, more storm and stronger storms, especially along the coast and in the northern parts of Norway Shorter winters with the temperatures that vary more frequently around zero Sea levels will increase

11. Natural environment Reducing negative impacts from roads and road traffic by: Better integration of new roads in the landscape Reducing the barrier effect for wildlife and people Using native species in road side vegetation – successful. Produce a plan for/against invasive non native species Improve problem stretches/points on existing roads

12. Photo: Stig Persson

13. Cultural heritage Reducing negative impacts by: Better integration of new roads in the landscape –cityscape included Follow up the national plan for protection of roads, highways, bridges and associated cultural relics – national bridges and roads are protected - a number of them are still in use

14. Road Traffic Noise About 25 % of the population are exposed to noise above 55 dB Implementing EU directives Source oriented measures (pavement, tyres) Indoor noise limit  legal requirements for noise insulation of houses with more than 42 dB Influence land use planning

15. Local air pollution 70.000 are exposed to pollution above the national limits – mostly in the larger cities Emission of small particles from vehicles is a major source to local air pollution in urban areas Restrictions on the use of studded tyres in the largest cities have been effective Reduced speed limits (80-60 km/h)on two main arterial roads into Oslo in winter

16. Pollution of water or soil Cleaning surface water of particles, particle bound heavy metals and PAH Extensive use of de-icing salt causes problems in lakes, kills roadside trees, pollutes ground water and private wells; - a strategy for reduced salt use is being developed Measures at vulnerable water recipients

17. National Transport Plan 2010-2019 The Governmental Environmental Objectives in Urban Areas Accommodate urban regions with improved environmentally friendly transport Decrease the use of privately owned motor vehicles Increase the use of public transport, cycling and walking

18. Development in daily travel on a national level Source: TØI The National Travel Survey 2005 Percentages Means of transport 1998 2001 2005 On foot 19 22 20 Bicycle 6 4 5 Public transport 9 9 8 Car driver 53 52 54 Car passenger 11 12 12 MC/Other 1 1 1 Sum 100 100 100

19. In land person traffic 1980 - 2006 Air Sea Road Rail Bill person km Source: TØI, Urbanet, Norconsult

20. Development person transport Source: TØI In percentages Change passenger transport 2006=100 Air Boat Rail Bus Car

21. NTP 2010 – 19 – to improve urban transport: It is not enough to just to improve conditions for public transport, walking and cycling Competition between modes in cities must change in favour of public transport, cycling and walking Restrictions on the use of private cars in towns and cities are recommended - parking, congestion charges, more 30 km/h, pedestrian zones etc Land use must support public transport , walking and cycling

22. Toll rings and traffic effects Toll rings with a low and ”flat” charge, typically 2 £, have little effect on traffic amounts The city of Trondheim had a higher charge 06 – 1800h for 14 years. Removed in 2006 Traffic increased by 12 % between 0600 – 1800 h, resulting in slower buses and more congestion, the overall increase was 5% (not much more than trend) New toll packages for cities may include tolls with “congestions charge” –effect Legal framework for congestion charges is being prepared

23. The Stockholm example First: Cycle path network improved in the centre, cycle traffic increased by 50% Public transport was improved – more buses, but not more passengers

24. The Stockholm example Second: Congestion charges introduced ÷ 22% car traffic + 5-6 % public transport More cycle traffic Commerce in the centre is unaffected The congestion charges is assessed to be cost effective and to make Stockholm more attractive Congestion charges is permanent from 2007

25. Parking policy is recommended  Source: National Travel Survey TØI 2001/2005 11 % 29 % 41 % 20 % No 4 % 8 % 75 % 12 % Yes Free and sufficient parking 6,0 % 13,5 % 66,3 % 14,2 % Average of all answers Car passenger/ MC/Other Public transport Car driver Walk /cycle Travel mode

26. National Transport Plan 2010 -2019 National Cycling Strategy Main objectives: The goal to increase the share of cycling from 5 to 8 % of all trips - means that the amount of cycling has to double within 2019 in the larger cities 80% of children up to 15 shall walk or cycle to/from school (today 60%).

27. Norwegian Public Roads administration was given a new role in 2006: “ to be the initiator of increased cycle use, and spread knowledge about cycle traffic to municipalities, regions, the public transport industry, employers, the travel industry and others".

28. Cycling cities in region south works well Ambition: Increase cycling by 50% within 2015 Measures: Marketing, new facilities, improvements to existing facilities. Joint financing state, region, municipality Km on bike pr. innhabitant pr day 46% 9% 106% 36% 14% Source: Sintef

29. Explanations for high shares of cycling in cities 1.Difference in travel time between car and bicycle 2. Parking charges for cars 3. Share of public transport 4. Area use and density 5. Population 6. Climate 7. Topography Source: Fitzberaad Continous and integral . The cycling policies of Groningen and other cycling cities – se www.sykkelby.no

30. Viktige anbefalinger for NTP 2010-2019 Continuous main cycle network in cities is prioritised The aim is: Cyclists can follow the shortest routes and reach closer to the destination than cars –to plan for 20-30 km/h cycling Cycle traffic is given priority over, or is on an equal footing with, cars on public roads and streets Accessibility and parking for bicycles is given priority at shopping centres and public transit nodes

31. Safe routes school, is prioritised. The objective is that parents shall feel that it is safe to let the children cycle to school Inspection and improvements of existing cycle facilities

32. Competence building and communication Network of cycling cities www.sykkelby.no Campaigns for safer and more cycling The picture represents Swedish – Shared space – function when amounts of walking and cyclist are high enough to ”outrank” cars. Not a good solution for disabled people

33. 50% of all trips less than 1km are carried out by car. There is a potential for more walking and on short trips NPRA is developing a national walking strategy

34. Increased public transport Local public transport is a joint responsibility of the national, regional and local authorities Co-operation between stakeholders is prioritised Governmental funding is increased NPRA is given an increased responsibility for competence building Transport nodes The 13 largest urban regions are prioritized and can apply for extra funding if they apply measures that results in less car use and more public transport

35. Universal design The goal in the National Transport Plan 2010-2019 is to improve accessibility for all Legal framework is improved making universal design a requirement

36. Universal design Economic incentives to the municipal level have existed for 5 years, the total amount being 50 mill Nkr (about 5 mill. pounds). The local or regional level has to contribute with at least 25% of the costs Increased public investments in universal design. Access to public transport is prioritised Competence building – new road design manual etc

37. Universal design is a prerequisite in all new projects Indicators of direction, contrasting colours, acoustic contrast, indicator of dangerous area, requirements to gradient, width of pavement etc

38. New road and street design manual : In cities nets should be defined first – then design on stretches/streets For pedestrians For bicycle traffic Main net Local net Public transport- private cars- og freight transport Thorough fares Transport net between town boroughs Transport net to / from terminals Local net Nets will partly overlaps – and design requirements and advice is related to nets

39. Three main solutions for bicycle traffic Shared carriageway bicycle and cars – mixed use –if low speed and low traffic volumes Cycle lane in the carriageway – if higher speed and/or traffic volumes Separate cycle lane – if school routes – if high speed( more than 50 km/h and/or traffic volumes) Recommended facilities vary between the main net and the rest. In addition public transport lanes can be part of the cycle network if width and speed allows In line with Dutch and other international “best practice”, ie the London Bicycle Facility Guideline

40. Example Norheimsund – mixed use – street enhancement project on a national road through a small town – done where traffic is too low to require a bypass - AADT 4000 or less – taming the motorized traffic for the benefit of the local community – 30 km/h an ambition – narrow carriageway 6,5m – trees, humps etc

41. 2. Cycle lane in the carriage way

43. 3. Separate pedestrian and cycle lane – usually asphalted – 3m

44. Pavements Required on two sides in streets – Pavement is zoned – min. width 2,5m –universal design requirement

46. Eks.: Streets with 2 lanes for motorised vehicles and 2 cycle lanes 3 3 3 3 3 3 3,25 m if a lot of heavy traffic Recommended when: Cross section of carriageway

47. Bicycle streets Street prohibited for motorized traffic, a solution to prioritize cycle traffic in pedestrian areas - 5,5m –if delivery of goods with lorries

48. Ex. Carriage way with public transport lane and cycle lane At speed limit 30 and 40 km/h and delays in public transport In one or both directions, should have a width that enables cycling.

49. Signal regulated junctions Withdrawn stop line or bicycle box Should be used – increases traffic safety

50. Design of Roads and Streets Our ambition is to design all new roads without adversely affecting important landscape features, and if possible, add beauty to our surroundings. The Beautiful Roads Prize was established in 1988 to encourage the quality of road and street design. Drammen 2004

51. BRP 2004- New main road network i Drammen

52. Flekkefjord – typical city street in small city – shared space bicycles cars Some examples…………..

53. Tynset bridge

54. BRP 1997 – Mannheller - ferry quai

55. BRP 1997 - Hafrsfjord

56. Lærdal tunnel 24,5 km -Awarded prize for lightning design – longest road tunnel in the world

57. BRP 2002 - Drøbak

58. E18 Leonardo Bridge, bicycle- andd walkway in Ås

59. BRP 2008 Vollen – road enhancement

60. National tourist routes 18 routes in unique landscape – finished 2016 1,8 bill.Nkr 2016 (180 mill pounds) Internationally recognised for innovative design www.turistveg.no

61. The goals Strengthen the competitiveness of Norwegian tourism internationally Increase the number of tourists visiting Norway Strengthen business, employment opportunities and settlement in the outlying districts (Included in the National Transport Plan 2010-2019 and the National tourism strategy

62. Requirements Quality throughout Board, architectural council, selected innovative professionals in a pool, criteria for choosing sections of road, information system, branding National management Ensures consistent quality, priority and a good overview Commitment of other participants ” Joint financing” and business development

63. 18 National tourist routes National tourist routes in the north Varanger Havøysund Senja Andøya Lofoten Helgelandskysten nord Helgelandskysten sør National tourist routes in the south Atlanterhavsvegen Geiranger-Trollstigen Gamle Strynefjellsveg Sognefjellet Aurlandsfjellet Gaurlarfjellet Hardanger Ryfylke Jæren Valdresflye Rondane

64. Norwegian landscape (mountains, waterfalls, fjords, the coast) The driving experience Architecture (arranged experiences) Art Cultural history The concept

66. Geiranger - World heritage

67. Geiranger

68. Trollstigen/ Geiranger- Trollstigen

69. Sohlbergplassen/ Rondane

70. Tungeneset/ Senja

71. Mefjell/ Sognefjellet

72. Wiewing platform - Aurland

73. Stegastein/ Aurlandsfjellet

74. Avalanche protection measures

75. Lofoten avalanche protection

76. New Norwegian Architectural Policy from the Government in the autumn of 2009 Landscape architecture included The policy will be further developed Emphasis on climate, sustainability, city transformation and growth of cities Knowledge and innovation National Conference in 2010 – landscape architecture is the main theme www.oslotriennale.no