The document discusses vehicle vibration and its health impacts on truck drivers. It summarizes results from ROADEX demonstration projects in northern Europe that found truck drivers' daily vibration exposure exceeded the EU's action value limit on many rural roads. This requires employers to take action to reduce vibration. Measurements of spinal compression stress also exceeded safety limits on bumpy roads. The disproportionate safety risks faced by truck drivers on rural, low volume roads are discussed.
This document discusses active vibration control in vehicle suspension systems. It introduces the problems of vehicle vibration from sources like the engine, road surface irregularities, and how suspension systems aim to reduce vibrations. It outlines the three main types of vehicle suspension systems: passive, semi-active, and active. It then focuses on active suspension systems, presenting a quarter car model with an active suspension. It provides the Newton motion equations for this two-degree of freedom model and notes it will simulate the model in SimMechanics. The document is authored by Hüseyin Eren Meşeli for their graduation project at Okan University, under the guidance of Asst. Prof. Başar ÖZKAN and Asst.
The purpose of a vehicle suspension system is to isolate passengers from road shocks and vibrations while keeping the tires in contact with the road surface. There are different types of suspension systems, including solid axles where movement on one side transfers to the other, and independent suspension where wheels can move independently to reduce body movement. Shock absorbers dampen spring oscillations by forcing oil through small holes to absorb energy from spring motions. Vehicle ride and handling are improved by keeping unsprung mass like wheels and brakes as low as possible. Air suspension uses air pressure to inflate bellows and raise the chassis from the axle, providing a smooth ride. Magnetorheological fluid suspensions change viscosity in a magnetic field to control damping.
Magneto-rheological dampers use magneto-rheological fluid that changes viscosity when exposed to a magnetic field, allowing damper resistance to be varied in real-time. They are used in vehicle suspensions and other applications to provide adjustable, semi-active damping. MR dampers typically use the fluid in valve mode between piston and cylinder reservoirs. Different types include mono-tube, twin-tube, and double-ended designs. While offering advantages over passive dampers, modeling and high costs present challenges to widespread adoption of the technology.
The document discusses various types of automobile suspension systems. It describes independent suspension systems that allow each wheel to move independently and non-independent systems where the wheels are attached to a solid axle. Common types of independent suspension include MacPherson strut suspension, wishbone suspension, and solid rear axle suspension. The document also covers suspension components like springs, shock absorbers, control arms, and sway bars. It provides advantages and disadvantages of different suspension types.
The suspension system connects a vehicle to its wheels and serves two main purposes. It contributes to the vehicle's handling and braking while also protecting the vehicle and passengers from damage caused by bumps and vibrations in the road. The basic components of a suspension system include control arms, ball joints, springs, shock absorbers, and other linkages which work together to support the vehicle's weight and allow for steering and a smooth ride. Modern systems often use coil springs and shock absorbers in independent designs for each wheel.
1) Modern cars use hydraulic braking systems with disc or drum brakes on all four wheels. Most cars have dual hydraulic circuits for redundancy.
2) The hydraulic system uses a master cylinder activated by the brake pedal to push brake fluid through the lines, which activates slave cylinders at each wheel cylinder.
3) Disc brakes use calipers to squeeze brake pads against a rotor, while drum brakes use shoes pressed against the inner surface of a hollow drum by wheel cylinders.
An engine converts heat energy from fuel into mechanical energy. A petrol/gasoline engine uses an internal combustion process where fuel is ignited by a spark plug. It has four strokes - intake, compression, power, and exhaust. In a four-stroke petrol engine, these four strokes are completed in two revolutions of the crankshaft. A two-stroke petrol engine completes the four strokes in one revolution, making it simpler but less efficient. The major components of an engine include the cylinder, piston, crankshaft, valves, connecting rod, and camshaft.
Many truck drivers are exposed to high stress from human whole-body vibration (WBV), thus suffering risk for stress-related heart diseases and for musculoskeletal problems in the neck, shoulders and back. Furthermore they are at high risk of being involved in road crashes. In the ROADEX IV project, sampling has been made of WBV-exposure of truck drivers on 3700 km typical truck transport routes in four EU Northern Periphery areas. The scope was to demonstrate assessment of daily vibration exposure A(8)-value, as well as of spinal compression stress Sed in drivers exposed to transient shock at bumps, and compare results with the Action Value in EU Health & Safety Directive 2002/44/EC. Results from Finland, Scotland and Sweden confirm that the EU Action Value A(8) = 0.5 m/s2 is exceeded. After normalization to all-year-conditions, also data from E6 in northern Norway exceeds the Action Value. Thus hauliers with employees working under conditions similar to the tested are obliged by law to make proper assessment of the risks from high vibration exposure, including elevated crash risk due to lateral buffeting on icy winter roads.
This document discusses active vibration control in vehicle suspension systems. It introduces the problems of vehicle vibration from sources like the engine, road surface irregularities, and how suspension systems aim to reduce vibrations. It outlines the three main types of vehicle suspension systems: passive, semi-active, and active. It then focuses on active suspension systems, presenting a quarter car model with an active suspension. It provides the Newton motion equations for this two-degree of freedom model and notes it will simulate the model in SimMechanics. The document is authored by Hüseyin Eren Meşeli for their graduation project at Okan University, under the guidance of Asst. Prof. Başar ÖZKAN and Asst.
The purpose of a vehicle suspension system is to isolate passengers from road shocks and vibrations while keeping the tires in contact with the road surface. There are different types of suspension systems, including solid axles where movement on one side transfers to the other, and independent suspension where wheels can move independently to reduce body movement. Shock absorbers dampen spring oscillations by forcing oil through small holes to absorb energy from spring motions. Vehicle ride and handling are improved by keeping unsprung mass like wheels and brakes as low as possible. Air suspension uses air pressure to inflate bellows and raise the chassis from the axle, providing a smooth ride. Magnetorheological fluid suspensions change viscosity in a magnetic field to control damping.
Magneto-rheological dampers use magneto-rheological fluid that changes viscosity when exposed to a magnetic field, allowing damper resistance to be varied in real-time. They are used in vehicle suspensions and other applications to provide adjustable, semi-active damping. MR dampers typically use the fluid in valve mode between piston and cylinder reservoirs. Different types include mono-tube, twin-tube, and double-ended designs. While offering advantages over passive dampers, modeling and high costs present challenges to widespread adoption of the technology.
The document discusses various types of automobile suspension systems. It describes independent suspension systems that allow each wheel to move independently and non-independent systems where the wheels are attached to a solid axle. Common types of independent suspension include MacPherson strut suspension, wishbone suspension, and solid rear axle suspension. The document also covers suspension components like springs, shock absorbers, control arms, and sway bars. It provides advantages and disadvantages of different suspension types.
The suspension system connects a vehicle to its wheels and serves two main purposes. It contributes to the vehicle's handling and braking while also protecting the vehicle and passengers from damage caused by bumps and vibrations in the road. The basic components of a suspension system include control arms, ball joints, springs, shock absorbers, and other linkages which work together to support the vehicle's weight and allow for steering and a smooth ride. Modern systems often use coil springs and shock absorbers in independent designs for each wheel.
1) Modern cars use hydraulic braking systems with disc or drum brakes on all four wheels. Most cars have dual hydraulic circuits for redundancy.
2) The hydraulic system uses a master cylinder activated by the brake pedal to push brake fluid through the lines, which activates slave cylinders at each wheel cylinder.
3) Disc brakes use calipers to squeeze brake pads against a rotor, while drum brakes use shoes pressed against the inner surface of a hollow drum by wheel cylinders.
An engine converts heat energy from fuel into mechanical energy. A petrol/gasoline engine uses an internal combustion process where fuel is ignited by a spark plug. It has four strokes - intake, compression, power, and exhaust. In a four-stroke petrol engine, these four strokes are completed in two revolutions of the crankshaft. A two-stroke petrol engine completes the four strokes in one revolution, making it simpler but less efficient. The major components of an engine include the cylinder, piston, crankshaft, valves, connecting rod, and camshaft.
Many truck drivers are exposed to high stress from human whole-body vibration (WBV), thus suffering risk for stress-related heart diseases and for musculoskeletal problems in the neck, shoulders and back. Furthermore they are at high risk of being involved in road crashes. In the ROADEX IV project, sampling has been made of WBV-exposure of truck drivers on 3700 km typical truck transport routes in four EU Northern Periphery areas. The scope was to demonstrate assessment of daily vibration exposure A(8)-value, as well as of spinal compression stress Sed in drivers exposed to transient shock at bumps, and compare results with the Action Value in EU Health & Safety Directive 2002/44/EC. Results from Finland, Scotland and Sweden confirm that the EU Action Value A(8) = 0.5 m/s2 is exceeded. After normalization to all-year-conditions, also data from E6 in northern Norway exceeds the Action Value. Thus hauliers with employees working under conditions similar to the tested are obliged by law to make proper assessment of the risks from high vibration exposure, including elevated crash risk due to lateral buffeting on icy winter roads.
Roadex Iv Presentation Final Sem Inverness 2012 05 22 Vectura On Ride Vibrati...Johan Granlund
This document discusses ways to improve road conditions and accessibility. It addresses several issues that cause poor ride quality and safety risks:
1. Winter maintenance should better restrict corrugation formation which causes extreme noise and vibration. Frost-related roughness increases vibration by 39% in winter.
2. Root causes of high vibration are often due to human factors like poorly installed infrastructure. Improper road repair and drainage design contribute to safety and comfort problems.
3. Measurement tools can help identify issues. Road roughness, lateral deviation, and curve banking are quantified to pinpoint locations needing remediation. Truck stability systems also help reduce vibration.
4. Addressing these technical issues through improved specifications and strategic monitoring
Vehicle and human vibration due to road condition - ROADEX IVJohan Granlund
This present ROADEX IV follow-up report describes results from demonstration projects in Scotland, Finland, Norway and Sweden over the period 2010 to 2012, where the case study from the Beaver Road 331 in ROADEX III has been reproduced. This document also reports on a study of the influence of road maintenance standard on truck ride vibration and vehicle internal noise, with special focus on winter road condition. Furthermore it reports on a study on vibration isolation from road to truck driver’s seat, by use of a Tyre Pressure Control System (TPCS). All measurements were carried out in the period 2010 - 2012.
A high repeatability between similar truck round trips was confirmed when using the ROADEX method to assess truck drivers’ daily vibration exposure A(8). Results from measurements of truck ride quality during the demonstrations included:
* Unacceptably high levels of driver´s daily vibration dose A(8) were recorded in all of the ROADEX Partner areas (the Norwegian E6-measurements were lower than the others but still at about the EU Action Value).
* Significant compression stress in the truck drivers spine were recorded at severe road damages, such as sharp frost heaves, settlements at bridges and culverts, improper
road/bridge joints and uneven transversal joints at both old and new asphalt repairs.
* In all Partner areas, intense truck roll vibration and lateral buffeting was recorded. This confirmed a special health and safety problem in the EU Northern Periphery (NP) cold
climates.
* The pavement condition parameter RBCSV (a “truck roll vibration indicator”) was further validated in addition to the previous ROADEX III study in Sweden. At sites with very high RBCSV, there is a risk that cargo latches might break due to high lateral acceleration.
* Winter conditions in the NP can result in significant corrugations in thick ice covering nonsalted roads, and extremely uneven frost heaves. The project results show that these conditions can make the ride vibration and noise much worse than during summer conditions.
* The use of a Tyre Pressure Control System (TPCS) has previously been shown to reduce ride vibration. The present study used a more detailed analysis to quantify the TPCS vibration isolating effect. Results from Scotland and Sweden show that TPCS was very efficient in isolating “shake” vibration from short wave road roughness (megatexture < 0.5 m) such as potholes and corrugated ice surfaces.
* Vehicle body “bounce” vibration with lower frequencies (1 – 3 Hz) were not isolated by the TPCS. Such low frequency bounce vibration can only be reduced by pavement maintenance.
* High side friction demand due to improperly banked horizontal curves was found to be a contributing factor behind many loss-of-control crashes, including rollovers.
* Several curves with tragic crash records were found to be improperly banked despite being newly resurfaced.
Whole-Body Vibrations When Riding on Rough RoadsJohan Granlund
The overall aim of this study was to ascertain the seriousness of the problem of whole-body vibration when driving on roads; ”Is the road roughness such that it entails a health hazard and/or a road safety hazard through its impact on drivers?”. Other objectives were to estimate the scope of the problem during non-frozen ground conditions, to examine the problems and potential related to measurement techniques and to point out the necessity of further research in this field.
The measurement data was collected when driving on 37 kilometres of National Highway No. 90 (Hw 90) and 21 kilometres of County Road 950 (Lv 950) in Västernorrland County. The road condition on the test stretches covered the entire range from very smooth (IRI20 = 0.43 mm/m) to very rough (IRI20 = 22.78 mm/m). Whole-body vibration was measured in compliance with the ISO 2631-1 (1997) standard “Evaluation of human exposure to whole-body vibration”. This was done on stretchers with patients in different types of ambulance and at different speeds, and on the floor and driver and passenger seats for seated occupants in some different truck configurations.
There are three main sources of vibration: road roughness, vehicle properties and driver behaviour (including choice of speed). The interpretation of the results supports the opinion that within reasonable variations in these factors, road roughness plays a considerably greater part than the other two. High-energy, multi-directional vibrations at many natural body part frequencies were found at the seats in trucks. This is serious due to the risk of resonance, meaning a greater reproduction of vibration in the parts of the body afflicted than at the surface from which the vibrations are transferred. Further, the study substantiates findings from earlier studies; i.e., that the high frequency of occupational diseases among commercial drivers, especially in the locomotor systems, is related to rough roads. This relationship is probably strongest in geographic areas where the road roughness level is high on a large percentage of the roads. Where the roughness was greatest, peak values were registered on ambulance stretchers that considerably exceed the level that completely healthy people are assumed to experience as ”extremely uncomfortable” by international standards.
During a 15-minute ride on a stretch of National Highway 90, the vibration level in one type of ambulance was high enough to pose a potential health hazard had a healthy person been exposed to it for as little as 10 minutes a day. It was shown that the vibration on the ambulance stretchers was as great as at the drivers’ seat in wheel loaders loading blasted rock, bulldozers clearing way in forests for new road construction, etc. Vibration problems are even greater in the spring due to seasonal frost damage related additional roughness.
Reducing health and safety risks on poorly maintained rural roads, granlundJohan Granlund
This paper presents a handful of methods to measure road alignment properties and pavement damages that bring health and safety risks. These methods can be used in new approaches to reduce disproportionally high risks in hot spots on the low-volume road network. Suitable actions include road curve reconstruction, reinforcement of road edge or entire pavement, resurfacing or retexturing the wearing course, as well as mounting intelligent warning signs using radar for detection of excessive vehicle speed. The potential for crash reduction is high at hot spot road sections, especially where friction is low. This paper ends with a consensus statement on the urgent need to implement such approaches in road management. The statement is given by the Nordic Road Associations (NVF) working group “Vehicles and Transportation”, consisting of about 50 recognized experts in the fields of heavy vehicles, transportation and of vehicle-road interaction
Traffic safety risks with EU-semitrailers on slippery roads.
Safety gains for heavy trailers from increased crossfall in road curves.
C/B-analysis: Increasing crossfall is profitable.
Wide shoulder: Effective “barrier” to crashes.
Sweden implementing new pavement condition parameter "Rut Bottom Cross Slope Variance" (tvärfallsvariation) in 2016.
Improved heavy vehicle safety by increased lane widening in curves.
Cutting fuel consumption tenfold per cents, by repair of road damages
Investigating Heavy Vehicle Rollover Crashes and the Influence of Road DesignJohan Granlund
Paper presented at the International Heavy Vehicle Transport Technology HVTT14 Symposia in Rotorua, New Zealand, in Nov 2016.
The HVTT conferences are organized by the International Forum for Road Transport Technology, IFRTT.
Reducing Health And Safety Risks, GranlundJohan Granlund
1) The paper discusses disproportionately high health and safety risks on rural low-volume roads.
2) A case study of Beaver Road 331 identified road features that increase risk, such as ride vibration, lateral forces, poor drainage, and low or split friction.
3) The study analyzed available road profile data to identify risky road features in order to reduce crashes and worker health issues.
Road bumps reduce vehicle speeds on residential streets and other densely populated areas, thus improving safety and comfort for pedestrians and bicyclists. Unfortunately, the effects on health and safety for drivers and passengers passing these obstacles are rarely considered by road agencies, consultants and contractors. Many current bumps induces harmful whole-body vibration and shock when passing, even at legal speeds. Injuries can be immediate, e.g. fracture of vertebrae, or long term, e.g. low back pain. Bus drivers in many cities pass up to 40.000 bumps per year. The bumps will also cause additional longitudinal and vertical stress to the vehicle. A literature review shows that previous research on the subject of road bumps has been severely misinterpreted. As a result, bumps are in many countries today designed to cause a high maximum vertical acceleration (shock) level. To cause shocks on purpose, is in obvious conflict with ergonomic knowledge such as in directive 2002/44/EC. In a project described in this paper, a “shock-free” speed hump has been designed using vibration engineering. The new hump cause uncomfortable vibration at high driving speeds, but only a minimum of shock occur when passing. In 2003 the first hump ramps of this design were casted in Portland Cement Concrete, available from www.gunnarprefab.se
Bearing capacity at the pavement side - the NVF-method, HVTT12 Granlund AbstractJohan Granlund
Johan Granlund obtained his master's degree in civil engineering and has worked for the Swedish Road Administration and Vectura Consulting AB, where he currently serves as Chief Technology Officer for Road Technology. He is involved in research related to traffic safety and ride quality as affected by road conditions.
The document discusses a new method for analyzing bearing capacity at road edges, which is important because traditional models do not account for edge geometry and often result in underdesigned pavements. Up to 10% of Swedish road maintenance budgets are spent repairing edge deformations, which can also increase safety risks for heavy trucks. The new Nordic Road Association method models edge conditions more realistically and provides insight into design factors like slope, shoulder width
This document discusses the prevention of major accidents from road transportation of dangerous goods in Switzerland. The Swiss Major Accidents Ordinance requires risk studies be conducted on the motorway network to identify high risk sections. These studies analyze accident frequency and damage scenarios to determine risk levels. Sections with risks that are not acceptable must have safety measures implemented. The evaluation process identified various areas of increased risk, such as urban motorways, areas near surface waters, and some tunnels.
Bearing capacity at the pavement side - the NVF method, HVTT12 Granlund et alJohan Granlund
This document summarizes a presentation on analyzing bearing capacity at road edges to reduce heavy truck crashes. It notes that unstable road edges pose a serious safety risk for heavy vehicles. Road edge deformation is common and costly to repair. The Danish method for analyzing edge bearing capacity is being updated and harmonized into a Nordic method, with the goal of impacting road design codes and projects in Nordic countries to improve safety by preventing edge deformation.
Traffic Safety Risks with EU Tractor-Semitrailer Rigs on Slippery Roads, HVTT14Johan Granlund
Heavy goods vehicles (HGV) for long haulage within the EU Nordic countries have due to regional evolution mostly been straight trucks with drawbar trailers. In the past decade, there has been a significant increase in articulated EU tractor/semitrailer rigs within the Nordic countries, a trend driven by lower freight costs when using low paid drivers from Eastern Europe. Heavy trucks are often involved in crashes and traffic jams on ice-slippery winter roads. An ever-increasing number of voices are stating that the articulated vehicles present disproportionate high traffic safety risks on icy winter roads. This paper discusses some regulatory & design factors that partially explain why EU semitrailer rigs are particularly associated with jamming long steep icy upgrades, and with loss-of-control crashes such as jackknifing and trailer swing. A novel analysis was made with TruckSim software. Preliminary results support the opinion that EU semitrailer rigs are an unsafe vehicle combination on slippery roads. This finding calls for deeper research about the winter road safety risks with the EU trac-tor/semitrailer vehicle combination, as well as on how to mitigate its safety risks. Results from such research are likely to be useful arguments for modifying the EU directive 96/53/EC, so that tractor units with longer wheelbase can be used without conflict on trailer length and payload volume.
Presented at the International Heavy Vehicle Transport Technology Symposia HVTT14 in Rotorua, New Zeeland, nov 2016.
Safer Curves On Multiple Lane Roads GranlundJohan Granlund
Many road users have crashed at high speed in sharp curves during slippery road conditions. To reduce the skid risk following high lateral forces, outercurves are banked into superelevation. Road designers are guided by design codes into what superelevation values to select among, given a reference speed and curve radius. Curve design codes are based on analysis of cornering forces acting on AASHO’s point-mass model of a vehicle. While the design codes typically yield curves with acceptable safety level, there is a systematic problem with skid accidents on multiple lane curves. This paper discusses a causal factor and recommends changes in curve design codes as well as actions to improve safety in existing unsafe curves. Current road design practise approximates the vehicle travelled path (and thus lateral force) by the road curvature, which is reasonable on small roads. On multiple lane roads however, many drivers are changing lane also in sharp curves since no oncoming traffic is present. When shifting lane quickly, the vehicle experience a transient “curve radius” much sharper than indicated by the road curve radius. This can yield higher lateral force than the road design code have considered. Then the superelevation may be insufficient - when the road is slippery - to outbalance the cornering force. As a rule by thumb, sharp curves on multiple lane roads with high speed traffic should have maximum allowed cross slope in order to increase stability.
The document discusses roadside safety management and strategies to reduce the severity of crashes. It describes how vehicles that run off the road can hit roadside hazards, potentially causing deaths. The goals are to keep vehicles on the road or reduce crash severity if they leave the road. Various roadside safety priorities and treatments are presented, such as removing, relocating, redesigning, redirecting, or adding retroreflective markings to hazards to enhance driver awareness.
This document summarizes a seminar presentation about roundabouts. The presentation discussed why roundabouts are safer than traditional intersections with traffic signals or stop signs, providing statistics showing large reductions in crashes and injuries at roundabouts. It covered design elements of modern roundabouts that contribute to safety, such as deflection and low entry speeds. The presentation also addressed concerns about pedestrian, bicyclist, and visually impaired accessibility at roundabouts and showed how well-designed roundabouts can improve safety and traffic flow for all users. A brief history of roundabout development in various countries was presented as well.
VACON NXP Grid Converter - Cleaner power for ports and ships Vacon Plc
The document discusses how Vacon NX Grid Converter technology can help reduce emissions and improve efficiency for ships and ports. It allows ships to connect to local power grids while docked, eliminating the need for onboard diesel generators. This significantly cuts emissions and noise pollution for ports. It can also optimize engine speed for improved fuel efficiency when at sea. Case studies show installations in major ports like Shanghai saving thousands of tons of emissions annually.
Grids are already developing offshore, and this development will continue even though at what pace and how they will develop is still uncertain. Indeed, there are different possible configurations for a future offshore grid: it can be a simple multiplication of standalone lines that provide each a single service (either connection of generation, or connection between transmission grids); or it can be a more integrated infrastructure like an offshore meshed grid that combines and interconnects dozens of offshore lines and generation units (hereafter combined solution).
CMN La Méridionale, a large ship-owner in Marseille, was looking for ways to reduce emissions from its vessels while docked at port due to high air pollution levels. Schneider Electric implemented a shore-to-ship power connection system that provided 100% green energy and reduced emissions by 95% while docked. The solution involved installing substations and connection rooms to supply power to vessels from land via mobile plugs. This project was the first of its kind implemented in Marseille and helped CMN La Méridionale meet its environmental objectives.
Shore-to-ship power, also known as cold ironing, involves providing electrical power from the shore to ships while docked in ports to reduce emissions. International standards have been established for shore-to-ship power installations, and ABB provides turnkey solutions using medium voltage static frequency converters. Successful projects in Rotterdam, Gothenburg, and Fincantieri shipyards demonstrate the environmental and efficiency benefits of shore-to-ship power for ports and vessels.
A new method for testing pavement condition combines laser/inertial profilometry of unloaded pavement with vibration measurements in a full loaded heavy truck at highway speed. Three types of results are obtained.
1: Truck wheel, frame and cab vibration, as well as driver seat vibration to be compared with exposure guidelines in ISO 2631-1 and limits in directive 2002/44/EC.
2: Three-dimensional road surface geometry data for simulation of ride and calculation of roughness indices.
3: Locations of potential pavement "soft spots". The latter is possible since large pavement deflection variance under the heavy truck cause a quite different vehicle vibration pattern than the pattern excited from the measured unloaded road surface profile.
A tentative accuracy experiment has been done. Recorded seat vibration levels were very high, thus exceeding the EU Action Value in all test runs. The soft spot indications show reasonable repeatability, as well as reproducibility between different driving speeds and between spring time and autumn. Trueness is the most difficult accuracy feature to estimate, since no ideal reference method is at hand neither for variance of local deflection under truck wheel, nor for global deflection under the entire truck. By comparison with FWD, coring and ground penetrating radar results, trueness seems promising. During the tests, a virtual tyre footprint sensor was used for road profiling. Evaluation showed it to bring a large improvement to profiling accuracy. The new high speed measurement method brings excellent opportunities for further research on the entire chain pavement-truck-ride quality interaction.
Accurate Measurement of Runway Pavement GeometriesJohan Granlund
Paper presented at the Airfield Ad-hoc Working Group Meeting, arranged as a satellite conference during the 23rd PIARC World Road Congress held in Paris, France, 2007.
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Roadex Iv Presentation Final Sem Inverness 2012 05 22 Vectura On Ride Vibrati...Johan Granlund
This document discusses ways to improve road conditions and accessibility. It addresses several issues that cause poor ride quality and safety risks:
1. Winter maintenance should better restrict corrugation formation which causes extreme noise and vibration. Frost-related roughness increases vibration by 39% in winter.
2. Root causes of high vibration are often due to human factors like poorly installed infrastructure. Improper road repair and drainage design contribute to safety and comfort problems.
3. Measurement tools can help identify issues. Road roughness, lateral deviation, and curve banking are quantified to pinpoint locations needing remediation. Truck stability systems also help reduce vibration.
4. Addressing these technical issues through improved specifications and strategic monitoring
Vehicle and human vibration due to road condition - ROADEX IVJohan Granlund
This present ROADEX IV follow-up report describes results from demonstration projects in Scotland, Finland, Norway and Sweden over the period 2010 to 2012, where the case study from the Beaver Road 331 in ROADEX III has been reproduced. This document also reports on a study of the influence of road maintenance standard on truck ride vibration and vehicle internal noise, with special focus on winter road condition. Furthermore it reports on a study on vibration isolation from road to truck driver’s seat, by use of a Tyre Pressure Control System (TPCS). All measurements were carried out in the period 2010 - 2012.
A high repeatability between similar truck round trips was confirmed when using the ROADEX method to assess truck drivers’ daily vibration exposure A(8). Results from measurements of truck ride quality during the demonstrations included:
* Unacceptably high levels of driver´s daily vibration dose A(8) were recorded in all of the ROADEX Partner areas (the Norwegian E6-measurements were lower than the others but still at about the EU Action Value).
* Significant compression stress in the truck drivers spine were recorded at severe road damages, such as sharp frost heaves, settlements at bridges and culverts, improper
road/bridge joints and uneven transversal joints at both old and new asphalt repairs.
* In all Partner areas, intense truck roll vibration and lateral buffeting was recorded. This confirmed a special health and safety problem in the EU Northern Periphery (NP) cold
climates.
* The pavement condition parameter RBCSV (a “truck roll vibration indicator”) was further validated in addition to the previous ROADEX III study in Sweden. At sites with very high RBCSV, there is a risk that cargo latches might break due to high lateral acceleration.
* Winter conditions in the NP can result in significant corrugations in thick ice covering nonsalted roads, and extremely uneven frost heaves. The project results show that these conditions can make the ride vibration and noise much worse than during summer conditions.
* The use of a Tyre Pressure Control System (TPCS) has previously been shown to reduce ride vibration. The present study used a more detailed analysis to quantify the TPCS vibration isolating effect. Results from Scotland and Sweden show that TPCS was very efficient in isolating “shake” vibration from short wave road roughness (megatexture < 0.5 m) such as potholes and corrugated ice surfaces.
* Vehicle body “bounce” vibration with lower frequencies (1 – 3 Hz) were not isolated by the TPCS. Such low frequency bounce vibration can only be reduced by pavement maintenance.
* High side friction demand due to improperly banked horizontal curves was found to be a contributing factor behind many loss-of-control crashes, including rollovers.
* Several curves with tragic crash records were found to be improperly banked despite being newly resurfaced.
Whole-Body Vibrations When Riding on Rough RoadsJohan Granlund
The overall aim of this study was to ascertain the seriousness of the problem of whole-body vibration when driving on roads; ”Is the road roughness such that it entails a health hazard and/or a road safety hazard through its impact on drivers?”. Other objectives were to estimate the scope of the problem during non-frozen ground conditions, to examine the problems and potential related to measurement techniques and to point out the necessity of further research in this field.
The measurement data was collected when driving on 37 kilometres of National Highway No. 90 (Hw 90) and 21 kilometres of County Road 950 (Lv 950) in Västernorrland County. The road condition on the test stretches covered the entire range from very smooth (IRI20 = 0.43 mm/m) to very rough (IRI20 = 22.78 mm/m). Whole-body vibration was measured in compliance with the ISO 2631-1 (1997) standard “Evaluation of human exposure to whole-body vibration”. This was done on stretchers with patients in different types of ambulance and at different speeds, and on the floor and driver and passenger seats for seated occupants in some different truck configurations.
There are three main sources of vibration: road roughness, vehicle properties and driver behaviour (including choice of speed). The interpretation of the results supports the opinion that within reasonable variations in these factors, road roughness plays a considerably greater part than the other two. High-energy, multi-directional vibrations at many natural body part frequencies were found at the seats in trucks. This is serious due to the risk of resonance, meaning a greater reproduction of vibration in the parts of the body afflicted than at the surface from which the vibrations are transferred. Further, the study substantiates findings from earlier studies; i.e., that the high frequency of occupational diseases among commercial drivers, especially in the locomotor systems, is related to rough roads. This relationship is probably strongest in geographic areas where the road roughness level is high on a large percentage of the roads. Where the roughness was greatest, peak values were registered on ambulance stretchers that considerably exceed the level that completely healthy people are assumed to experience as ”extremely uncomfortable” by international standards.
During a 15-minute ride on a stretch of National Highway 90, the vibration level in one type of ambulance was high enough to pose a potential health hazard had a healthy person been exposed to it for as little as 10 minutes a day. It was shown that the vibration on the ambulance stretchers was as great as at the drivers’ seat in wheel loaders loading blasted rock, bulldozers clearing way in forests for new road construction, etc. Vibration problems are even greater in the spring due to seasonal frost damage related additional roughness.
Reducing health and safety risks on poorly maintained rural roads, granlundJohan Granlund
This paper presents a handful of methods to measure road alignment properties and pavement damages that bring health and safety risks. These methods can be used in new approaches to reduce disproportionally high risks in hot spots on the low-volume road network. Suitable actions include road curve reconstruction, reinforcement of road edge or entire pavement, resurfacing or retexturing the wearing course, as well as mounting intelligent warning signs using radar for detection of excessive vehicle speed. The potential for crash reduction is high at hot spot road sections, especially where friction is low. This paper ends with a consensus statement on the urgent need to implement such approaches in road management. The statement is given by the Nordic Road Associations (NVF) working group “Vehicles and Transportation”, consisting of about 50 recognized experts in the fields of heavy vehicles, transportation and of vehicle-road interaction
Traffic safety risks with EU-semitrailers on slippery roads.
Safety gains for heavy trailers from increased crossfall in road curves.
C/B-analysis: Increasing crossfall is profitable.
Wide shoulder: Effective “barrier” to crashes.
Sweden implementing new pavement condition parameter "Rut Bottom Cross Slope Variance" (tvärfallsvariation) in 2016.
Improved heavy vehicle safety by increased lane widening in curves.
Cutting fuel consumption tenfold per cents, by repair of road damages
Investigating Heavy Vehicle Rollover Crashes and the Influence of Road DesignJohan Granlund
Paper presented at the International Heavy Vehicle Transport Technology HVTT14 Symposia in Rotorua, New Zealand, in Nov 2016.
The HVTT conferences are organized by the International Forum for Road Transport Technology, IFRTT.
Reducing Health And Safety Risks, GranlundJohan Granlund
1) The paper discusses disproportionately high health and safety risks on rural low-volume roads.
2) A case study of Beaver Road 331 identified road features that increase risk, such as ride vibration, lateral forces, poor drainage, and low or split friction.
3) The study analyzed available road profile data to identify risky road features in order to reduce crashes and worker health issues.
Road bumps reduce vehicle speeds on residential streets and other densely populated areas, thus improving safety and comfort for pedestrians and bicyclists. Unfortunately, the effects on health and safety for drivers and passengers passing these obstacles are rarely considered by road agencies, consultants and contractors. Many current bumps induces harmful whole-body vibration and shock when passing, even at legal speeds. Injuries can be immediate, e.g. fracture of vertebrae, or long term, e.g. low back pain. Bus drivers in many cities pass up to 40.000 bumps per year. The bumps will also cause additional longitudinal and vertical stress to the vehicle. A literature review shows that previous research on the subject of road bumps has been severely misinterpreted. As a result, bumps are in many countries today designed to cause a high maximum vertical acceleration (shock) level. To cause shocks on purpose, is in obvious conflict with ergonomic knowledge such as in directive 2002/44/EC. In a project described in this paper, a “shock-free” speed hump has been designed using vibration engineering. The new hump cause uncomfortable vibration at high driving speeds, but only a minimum of shock occur when passing. In 2003 the first hump ramps of this design were casted in Portland Cement Concrete, available from www.gunnarprefab.se
Bearing capacity at the pavement side - the NVF-method, HVTT12 Granlund AbstractJohan Granlund
Johan Granlund obtained his master's degree in civil engineering and has worked for the Swedish Road Administration and Vectura Consulting AB, where he currently serves as Chief Technology Officer for Road Technology. He is involved in research related to traffic safety and ride quality as affected by road conditions.
The document discusses a new method for analyzing bearing capacity at road edges, which is important because traditional models do not account for edge geometry and often result in underdesigned pavements. Up to 10% of Swedish road maintenance budgets are spent repairing edge deformations, which can also increase safety risks for heavy trucks. The new Nordic Road Association method models edge conditions more realistically and provides insight into design factors like slope, shoulder width
This document discusses the prevention of major accidents from road transportation of dangerous goods in Switzerland. The Swiss Major Accidents Ordinance requires risk studies be conducted on the motorway network to identify high risk sections. These studies analyze accident frequency and damage scenarios to determine risk levels. Sections with risks that are not acceptable must have safety measures implemented. The evaluation process identified various areas of increased risk, such as urban motorways, areas near surface waters, and some tunnels.
Bearing capacity at the pavement side - the NVF method, HVTT12 Granlund et alJohan Granlund
This document summarizes a presentation on analyzing bearing capacity at road edges to reduce heavy truck crashes. It notes that unstable road edges pose a serious safety risk for heavy vehicles. Road edge deformation is common and costly to repair. The Danish method for analyzing edge bearing capacity is being updated and harmonized into a Nordic method, with the goal of impacting road design codes and projects in Nordic countries to improve safety by preventing edge deformation.
Traffic Safety Risks with EU Tractor-Semitrailer Rigs on Slippery Roads, HVTT14Johan Granlund
Heavy goods vehicles (HGV) for long haulage within the EU Nordic countries have due to regional evolution mostly been straight trucks with drawbar trailers. In the past decade, there has been a significant increase in articulated EU tractor/semitrailer rigs within the Nordic countries, a trend driven by lower freight costs when using low paid drivers from Eastern Europe. Heavy trucks are often involved in crashes and traffic jams on ice-slippery winter roads. An ever-increasing number of voices are stating that the articulated vehicles present disproportionate high traffic safety risks on icy winter roads. This paper discusses some regulatory & design factors that partially explain why EU semitrailer rigs are particularly associated with jamming long steep icy upgrades, and with loss-of-control crashes such as jackknifing and trailer swing. A novel analysis was made with TruckSim software. Preliminary results support the opinion that EU semitrailer rigs are an unsafe vehicle combination on slippery roads. This finding calls for deeper research about the winter road safety risks with the EU trac-tor/semitrailer vehicle combination, as well as on how to mitigate its safety risks. Results from such research are likely to be useful arguments for modifying the EU directive 96/53/EC, so that tractor units with longer wheelbase can be used without conflict on trailer length and payload volume.
Presented at the International Heavy Vehicle Transport Technology Symposia HVTT14 in Rotorua, New Zeeland, nov 2016.
Safer Curves On Multiple Lane Roads GranlundJohan Granlund
Many road users have crashed at high speed in sharp curves during slippery road conditions. To reduce the skid risk following high lateral forces, outercurves are banked into superelevation. Road designers are guided by design codes into what superelevation values to select among, given a reference speed and curve radius. Curve design codes are based on analysis of cornering forces acting on AASHO’s point-mass model of a vehicle. While the design codes typically yield curves with acceptable safety level, there is a systematic problem with skid accidents on multiple lane curves. This paper discusses a causal factor and recommends changes in curve design codes as well as actions to improve safety in existing unsafe curves. Current road design practise approximates the vehicle travelled path (and thus lateral force) by the road curvature, which is reasonable on small roads. On multiple lane roads however, many drivers are changing lane also in sharp curves since no oncoming traffic is present. When shifting lane quickly, the vehicle experience a transient “curve radius” much sharper than indicated by the road curve radius. This can yield higher lateral force than the road design code have considered. Then the superelevation may be insufficient - when the road is slippery - to outbalance the cornering force. As a rule by thumb, sharp curves on multiple lane roads with high speed traffic should have maximum allowed cross slope in order to increase stability.
The document discusses roadside safety management and strategies to reduce the severity of crashes. It describes how vehicles that run off the road can hit roadside hazards, potentially causing deaths. The goals are to keep vehicles on the road or reduce crash severity if they leave the road. Various roadside safety priorities and treatments are presented, such as removing, relocating, redesigning, redirecting, or adding retroreflective markings to hazards to enhance driver awareness.
This document summarizes a seminar presentation about roundabouts. The presentation discussed why roundabouts are safer than traditional intersections with traffic signals or stop signs, providing statistics showing large reductions in crashes and injuries at roundabouts. It covered design elements of modern roundabouts that contribute to safety, such as deflection and low entry speeds. The presentation also addressed concerns about pedestrian, bicyclist, and visually impaired accessibility at roundabouts and showed how well-designed roundabouts can improve safety and traffic flow for all users. A brief history of roundabout development in various countries was presented as well.
VACON NXP Grid Converter - Cleaner power for ports and ships Vacon Plc
The document discusses how Vacon NX Grid Converter technology can help reduce emissions and improve efficiency for ships and ports. It allows ships to connect to local power grids while docked, eliminating the need for onboard diesel generators. This significantly cuts emissions and noise pollution for ports. It can also optimize engine speed for improved fuel efficiency when at sea. Case studies show installations in major ports like Shanghai saving thousands of tons of emissions annually.
Grids are already developing offshore, and this development will continue even though at what pace and how they will develop is still uncertain. Indeed, there are different possible configurations for a future offshore grid: it can be a simple multiplication of standalone lines that provide each a single service (either connection of generation, or connection between transmission grids); or it can be a more integrated infrastructure like an offshore meshed grid that combines and interconnects dozens of offshore lines and generation units (hereafter combined solution).
CMN La Méridionale, a large ship-owner in Marseille, was looking for ways to reduce emissions from its vessels while docked at port due to high air pollution levels. Schneider Electric implemented a shore-to-ship power connection system that provided 100% green energy and reduced emissions by 95% while docked. The solution involved installing substations and connection rooms to supply power to vessels from land via mobile plugs. This project was the first of its kind implemented in Marseille and helped CMN La Méridionale meet its environmental objectives.
Shore-to-ship power, also known as cold ironing, involves providing electrical power from the shore to ships while docked in ports to reduce emissions. International standards have been established for shore-to-ship power installations, and ABB provides turnkey solutions using medium voltage static frequency converters. Successful projects in Rotterdam, Gothenburg, and Fincantieri shipyards demonstrate the environmental and efficiency benefits of shore-to-ship power for ports and vessels.
Similar to Roadex Iv Presentation Final Sem Inverness 2012 05 22 Vectura On Vehicle Vibration And Health (20)
A new method for testing pavement condition combines laser/inertial profilometry of unloaded pavement with vibration measurements in a full loaded heavy truck at highway speed. Three types of results are obtained.
1: Truck wheel, frame and cab vibration, as well as driver seat vibration to be compared with exposure guidelines in ISO 2631-1 and limits in directive 2002/44/EC.
2: Three-dimensional road surface geometry data for simulation of ride and calculation of roughness indices.
3: Locations of potential pavement "soft spots". The latter is possible since large pavement deflection variance under the heavy truck cause a quite different vehicle vibration pattern than the pattern excited from the measured unloaded road surface profile.
A tentative accuracy experiment has been done. Recorded seat vibration levels were very high, thus exceeding the EU Action Value in all test runs. The soft spot indications show reasonable repeatability, as well as reproducibility between different driving speeds and between spring time and autumn. Trueness is the most difficult accuracy feature to estimate, since no ideal reference method is at hand neither for variance of local deflection under truck wheel, nor for global deflection under the entire truck. By comparison with FWD, coring and ground penetrating radar results, trueness seems promising. During the tests, a virtual tyre footprint sensor was used for road profiling. Evaluation showed it to bring a large improvement to profiling accuracy. The new high speed measurement method brings excellent opportunities for further research on the entire chain pavement-truck-ride quality interaction.
Accurate Measurement of Runway Pavement GeometriesJohan Granlund
Paper presented at the Airfield Ad-hoc Working Group Meeting, arranged as a satellite conference during the 23rd PIARC World Road Congress held in Paris, France, 2007.
TRAFFIC CALMING AT MOBILE ROADWORK ZONES: USE OF VEHICLE-MOUNTED RADAR TO EV...Johan Granlund
This document summarizes a study that evaluated the use of variable message signs (VMS) mounted on slow-moving road marking vehicles to reduce speeds of passing vehicles. The study found that without the VMS activated, average speeds and top speeds of passing vehicles were very high, posing an unacceptable safety risk. However, when the VMS displaying the maximum recommended speed was activated, average speeds dropped by 22 km/h on wide roads and the mean speed of the ten fastest vehicles dropped by 16 km/h. The percentage of vehicles driving at extremely high hazardous speeds over 70 km/h dropped dramatically from 62% to 12%, an 81% reduction. As a result, Swedish legislation is being reviewed to allow the use of this type
TRAFFIC CALMING AT STATIONARY SHORT-TERM ROADWORK ZONESJohan Granlund
High speeds near roadwork zones endanger workers and drivers. The Swedish Road Administration sought ideas to improve safety. Over 130 proposals were submitted, and testing was done on traffic calming and control methods for short-term and median barrier repair work zones. The methods reduced speeds and drivers generally approved of the convoy traffic management for median barrier repairs, which also showed maximum controlled traffic volumes before delays increased.
Bildspel från föredrag inom Vecturas ledarutveckling.
Målet var att föra fram organisationen mot ännu bättre resultat.
Innehåll:
• Ledarskapsteorin ”Utvecklande Ledarskap”.
• Att leda i framtidens samhälle.
• Tre ledarstilar i korthet.
• Att skapa positiva känslor.
• Utvecklande beteenden.
Geometrisk vägbeläggningsprojektering inför mötesfri landsvägJohan Granlund
Geometrisk projektering och datorstödd maskinstyrning vid underhåll eller ombyggnad av vägbanans beläggning skapar en rad nyttor:
* Förbättrad färdkvalitet för trafikanterna.
* Minskad risk för trafikolyckor.
* Minskad risk under ambulanstransporter (ca 1500 avlidna/år).
* Minskad förbrukning av vägsalt.
* Bättre produktionsplanering och ekonomistyrning för vägprojekt.
* Minskade kostnader för framtida underhåll av vägbana och vägräcken.
Uppsats från Vägverkets konferens om mötesfria vägar med växelvis omkörningsfält och mittbarriär, så kallade 2+1 vägar.
Vägnära häckar, buskar, träd och annan växtlighet i BäsnaJohan Granlund
Information om vägföreningens respektive fastighetsägares ansvar:
Säker och framkomlig trafik på bostadsgator kräver fri sikt. Varje år skadas människor i onödan för att sikten skyms. Du som har en häck, träd, mur eller staket mot en gata måste se till att sikten är fri. Några enkla åtgärder före och under sommaren kan rädda liv.
Kan jämnhetsstandarden hos det svenska vägnätet förorsaka fordonsskador och o...Johan Granlund
Johans kommentarer till rubricerat VTI Notat 21-1998:
I VTI notat 21-1998 dras slutsatsen att ”det svenska vägnätet är av så god jämnhetsstandard att av bristande jämnhet förorsakat fordonsslitage och / eller skador bör vara av tämligen marginell betydelse, sett i relation till de totala fordonskostnaderna”. Slutsatsen baseras på studier utförda utan hänsyn till andra brottmekanismer än utmattning, utan inverkan av kallt klimat, utifrån påkänningsmätningar i fordon som avviker stort från vanliga svenska lastbilsekipage (totalviktsskillnader på ca 2200 % mellan mätningens sportbil och en vanlig, lagligt lastad, svensk 4-axlad tung släpvagn), samt utan hänsyn till att Vägverkets rutinmässiga vägytemätningar, vilka avser mindre än en femtedel av det svenska vägnätet, har bruksvillkoret ”otjälad vägbana”. Nämnda bruksvillkor medför en snedvriden bild av ens det statliga belagda vägnätets tillstånd sett över hela året. Enligt här redovisad översiktlig verksamhetsuppföljning hos svenska aktörer inom transportnäringen, medför vägojämnheter på svenska vägar sannolikt mycket stora merkostnader för slitage och skador. I vissa fall medför vägojämnheterna att speditörer vägrar utföra transporter, vilket utgör ett hot mot näringsliv i glesbygd och ytterst mot landets tillväxt. Merkostnaderna för skador och slitage kan sannolikt motsvara en betydande andel av annuiteten av kostnaderna för ett vanligt underhållsprojekt. Transportörernas merkostnader härrör från skador som fjäderstocksbrott, axelbrott, rambrott (!) och liknande, samt från slitage av däck, bromsbelägg, draganordningar mm, samt indirekta kostnader. Fortsatt forskning förefaller ha hög nyttopotential och bör inriktas på monetär kvantifiering av merkostnader för tung trafik pga tjälrelaterade ojämnheter, trumslag och kanthäng. Refererad slutsats i VTI notat 21-1998 framstår som felaktigt underbyggd, och notatet i helhet som starkt vilseledande.
Bildspel från redovisning av hastighetsmätning med radar på länsvägen förbi skolan i Bäsna by (Gagnefs kommun, Dalarnas län), med dess dagis, förskoleklass samt lågstadium klass 1 - 3.
Hastighetsmätning utförd år 2006.
Bildspel från mitt föredrag vid Load Up North i Umeå, 2019.
Exempel på allvarliga fel och brister i Trafikverkets däckrapport:
• Ingen hänsyn till risk för livsfarliga vältolyckor.
• Vägslitage beräknat för irrelevanta lastfall 50 á 60 kN på standard 385 mm breddäck, dvs olaglig överlast.
• Ingen hänsyn till minskad dynamisk vägbelastning.
• Missat att högkapacitetsfordon ger sänkt axellast på alla vägar, inkl. BK4, och radikalt minskat vägslitage i synnerhet på de 4300 km svagaste vägarna (BK2 & BK3).
• Däckrapporten saknar uppdelning av hur kostnad för vägunderhåll påverkas av trafiklast respektive klimat, byggfel mm. Enligt Vägverket (2000) vållas inte mer än 1/4
av kostnaden av trafiklast.
• Helt orealistiskt överdriven uppskattning av vägunderhållskostnad från trafik.
Ansvarsfull hänsyn inkluderar att se möjligheter, snarare än överdriva problem.
Samhället vinner på att låta åkaren välja däckkonfiguration.
Polisen saknar lagrum att bötfälla åkare som kör med enkelmontage på väg där TRV kräver dubbelmontage.
Minska vältrisken vid körning med hög tyngdpunkt, VETA GranlundJohan Granlund
Bildspel från föredrag vid Mittia Skogstransportmässa 2019.
Innehåll:
Fokus på de livsfarliga vältolyckorna.
Video om förebyggande av vältolyckor.
TYA handbok om körning med hög tyngdpunkt.
Haveriutredning av svenskt timmerekipage vid E6 Svinesundparken.
Vägens utformning; i flera fall farliga brister t o m i vägreglerna!
Vägens bärighet; ofta svag vägkant vid vältolyckor med lastbil.
Vägens säkerhetszon.
Bristande vägkvalitet är miljöboven - inte dubbdäckenJohan Granlund
Artikel i Nordsverige om trafikant- och miljönyttor med stålhård porfyr i asfaltslitlager och till dammfri halkstopp. Vid tillverkning av asfalt blandas grus och sand i olika fraktioner med bindemedlet bitumen. Till slitlager på högtrafikerade vägar används sedan länge hård specialsten i asfaltgrusets grövsta fraktion, medan en utbredd praxis är att fingruset och sanden är av ortens svaga bergmaterial. De mindre kornen tål därmed inte slitage från dubbade vinterdäck, medan de grövre kornen tål dubbslitage. Detta gör att redan efter kort tids trafikering så får asfaltens yta i hjulspåren mycket 'rå' textur, medan spårslitaget hålls i schack av det hårda grova grusets stentoppar. Dubbarnas slitage av fingruset ger luftburna partiklar som kan påverka hälsan. Den råa vägytan ger ohälsosamt trafikbuller både i fordon och till vägnära miljöer, samt ökat rullmotstånd och därmed ökad förbrukning av drivmedel (energi) och mer avgasutsläpp så som av växthusgasen koldioxid samt toxiska kväveoxider. Genom att istället i ALLA ballastfraktioner ersätta ortens svaga berg med stålhård porfyr så minskas slitaget av vägytans textur, så att luftkvaliteten hålls uppe.
Tätortsluftens kvalitet hålls också bättre genom att halkbekämpa med halkstopp av stålhård porfyr istället för med vintersand av ortens mjuka gråberg.
Optimalt däckval; dubbel- eller enkelmontage?Johan Granlund
Bildspel från föredrag vid Sveriges Åkeriföretags konferens 'Effektivare transporter' 2019.
Sammanfattning av åkerinäringens granskning av Trafikverkets däckrapport 'Konsekvenser av olika däckskonfigurationer för tunga fordons inverkan på vägnätet'.
Bildspel från föredrag vid Sveriges Åkeriföretags konferens 'Effektivare Transporter' 2019.
Sammanfattning av uppdragsrapport 'Förkortad väglivslängd; orsaker och kostnader', framtagen för den svenska åkerinäringen.
Bildspel från föredrag vid PRO Dalarnas trafiksäkerhetsdag 2019. Den mest typiska dödsolyckan sker i farligt tvär eller nypande, feldoserad kurva på lågtrafikerad länsväg med 50 - 80 km/tim hastighetsgräns och med smala körfält, smal vägren samt brant vägslänt. För att effektivt minska antalet svåra trafikolyckor behövs ökning av drift och underhåll på länsvägarna.
Fallstudie av beläggningsunderhåll på enskilt vägnät, Strategi och taktiskt g...Johan Granlund
Bildspel från föredrag vid förbundsstämma 2019 i Riksförbundet Enskilda Vägar. Bäsna Vägars Samfällighet har beslutat om vision och strategi för beläggningsunderhållet. Föredraget visar hur vägåtgärderna har taktiskt genomförts under sex år; dåliga och goda erfarenheter, samt visar framtiden för vägunderhållet på byns enskilda vägnät.
Reduced Pavement Service Life - Causes and Costs, HVTT15 slidesJohan Granlund
The document summarizes an inquiry conducted by the Swedish haulage industry in response to a government inquiry on road wear costs and taxation. The industry's inquiry found that: 1) 75% of pavement repair costs are due to non-traffic factors while 25% are due to traffic, 2) using a 4th power law, the road repair cost per ton-kilometer was calculated for 11 types of HGVs with two-axle lorries and EU semitrailer rigs found to cause the highest costs, and 3) 74-tonne high capacity vehicles cause the lowest road repair costs. After this finding, the government cancelled its proposed fee for road wear which was found to be 8 times higher than actual costs
Reduced Pavement Service Life - Causes and Costs, HVTT15 paperJohan Granlund
- A study was conducted to analyze the causes and costs of reduced pavement service life in Sweden due to increasing vehicle weight limits.
- Non-traffic related factors like winter tires, road salt, construction errors, and lack of maintenance account for about 75% of reduced pavement life.
- Traffic-related pavement damage costs were estimated to be 0.091 billion euros annually based on vehicle traffic data and damage models.
- The analysis calculated pavement damage costs for 11 vehicle combinations and found costs varied widely, with higher weights not necessarily causing more damage per ton carried depending on axle configuration.
- The study concluded that proposed road wear fees were too high and not reflective of actual costs, and the government withdrew their proposal
Lysbilde fra mitt inlegg 'Trafikksikker fremkommelighet' ved Vegsikringskonferansen 2018 i Lillehammer, arransjert av Trafikksikkerhetsforeningen:
* Antall drepte i vegtrafikk øker nå i Sverige; mine teorier om hvorfor.
* Typiske kjennetegn av ulykkessted.
* Sverige vil stoppe vinterfarlige EU-semitrailers med kort trekkvogn.
* «Vinterdekk» på tungbil: Bedre krav enn M+S må innføres.
* Skråkant på veidekke og oppgrusing av skulder sparer liv. Nå införer Sverige skråkant, mens Norge tappet kravet sitt.
* Erfaringer fra trafikkulykker => Bedre normaler & veiadministrasjon.
Roadex Iv Presentation Final Sem Inverness 2012 05 22 Vectura On Vehicle Vibration And Health
1. ROADEX Network Implementing Accessibility
Vehicle vibration & health
Johan Granlund, Chief Technology Officer
Vectura Consulting AB, Sweden
ROADEX IV Final Seminar
Inverness, Scotland, 21-22 May 2012
2. ROADEX Network Implementing Accessibility
Lateral forces are hazardous
The test trailer had a rollover on E6 at Smalåsen,
just before the Roadex IV test at 14th – 15th Oct. 2011.
Photo: A Brekkvassmo Photo: J Granlund
Thanks to Norwegian Haulier´s Association (NLF)!
They came up with a replacement truck in 30 min
3. ROADEX Network Implementing Accessibility
Outline
Health and safety aspects on ride vibration.
Disproportionate risk on rural low volume roads.
EU legislation on vibration at work.
Results from Roadex demonstration projects in
Finland, Scotland, Norway and Sweden:
• Daily exposure A(8) below the EU Exposure Limit
= 1.15 m/s2, so the trucking is not prohibited.
• However, A(8) exceed EU A.V. = 0.5 m/s2.
=> Action (medical survey et c) is mandatory.
• Spinal compression stress Sed exceed 0.5 MPa in
many bumpy operations.
5. ROADEX Network Implementing Accessibility
Recent medical knowledge reviews
on health effects from WBV
• Low Back Pain: Confirmed!
• Sciatica / Herniated discs: Confirmed!
• Arthrosis: More research needed.
• Miscarriage: More research needed, Regulation.
• Male fertility: Clearly indicated, more research…
• Viscus/Guts: No scientific support.
• Heart: Several findings, more research needed.
• Prostate cancer: Handful studies, more research...
• Motion sickness: Confirmed!
• Performance: Several findings, more research...
• Mortality: Complex findings, more research...
Sources: Swedish Work Environment Authority Report 2011:8 and Work & Health (Arbete & Hälsa) Report 2012:46
6. ROADEX Network Implementing Accessibility
Heavy vehicles are extra susceptible
to lateral forces Crashes with severely injured truck
The crash type where drivers / passengers
most truck drivers are
injured is the rollover.
Higher C.o.G. makes
the vehicle prone to
improperly banked
Photo: Volvo Trucks
outer-curves. Source: Volvo Trucks crash investigation
Typical number of truck rollovers:
• Norway: 200 per year
• Finland: 200 per year
Right hand traffic Left hand traffic
• Sweden: 650 per year Source: Insurance-companies IF & LF
7. ROADEX Network Implementing Accessibility
Disproportionate risks
153 % higher risk to die in a vehicle crash in rural
Northern Periphery areas, than in Stockholm,
Gothenburg & Malmoe.
[Photo: Torbjörn Elverheim]
NP road crashes take 39 % more lives than the worst
therapeutically treatable “big killer” Diabetes Mellitus.
Of all fatalities at work, 22 % occur in road traffic (SWE).
Fatal single crashes have 6:1 ratio between outer-/inner-
curves (low volume roads in Sweden).
Truckies 3 times higher prevalence of heart disease.
8. ROADEX Network Implementing Accessibility
EU health & safety legislation
2002/44/EC on vibration at work
For truck drivers with exposures exceeding the Action
Value A(8)= 0.5 m/s2 (or intensive shocks):
• Driver must be sent to special health survey.
• Driver must be informed on all risks.
• Haulier must take technical and organizational actions
to MINIMIZE vibration.
Not proper risk assessment, no action taken?
- Standard fine 100 000 Euro (Sweden).
Supervision of foreign truck companies?
9. ROADEX Network Implementing Accessibility
Roadex IV Demonstration Projects
Reproducing case study from the Beaver Road 331 in Sweden:
1. Measuring truck drivers daily vibration exposure, A(8),
comparing to the Action Value 0.5 m/s2 in 2002/44/EC.
2. Measuring spine compression, Sed, caused by jolts at severe
bumps, comparing to 0.5 MPa stress limit in ISO 2631-5.
3. Relating truck roll & lateral buffeting to non-uniform road
edge deformation (Rut Bottom Cross Slope Variance).
Photos: J Granlund & M Risberg
10. ROADEX Network Implementing Accessibility
Northern Periphery demonstration sites
3700 km of measurements in remote areas of
Finland, Norway, Sweden and Scotland.
11. ROADEX Network Implementing Accessibility
Measuring truck ride quality
Vibration sampling at 1 kHz per point / axis.
Roll, pitch & yaw at 100 Hz.
Seat vibration filtered as per ISO 2631 standard.
For reference: Road profiling at 16(64) kHz per profile (1 or 17).
12. ROADEX Network Implementing Accessibility
Demo projects on truck ride quality
Partner Location Transport task
Lapland Hw 21 Pello – Kilpisjarvi. Grocery/Beer
Raattamaa road. Total 763 km
Highland Local roads at Fort William B8004, B8005. Timber haulage
A82 to Inverness. Total 512 km
NPRA E6 Fauske - Trondheim. Total 636 km Chilled fish
STA E4, roads 87, 323, 331, 335, 1035 and local Timber haulage
roads in Ramsele forest area.
1417 km during spring thaw (very rough).
450 km reproduced in autumn.
15. ROADEX Network Implementing Accessibility
Repeatability: Three runs at A82
Average values 0.744, 0.734 and 0.745 m/s2.
Standard deviation in arbitrary section: 0.13 m/s2.
16. ROADEX Network Implementing Accessibility
Demo in Highlands: Loch Arkaig route
Mainly on roads B8004, B 8005 and unsealed forest road.
Photo: J Granlund
17. ROADEX Network Implementing Accessibility
TPCS reduces wheel hop vibration
Highlands: TPCS on drive and bogie axles
With TPCS off at Loch Arkaig dirt road, the cab was shaking
so hard that the measurement computer fell into the floor.
Photo: J Granlund
19. ROADEX Network Implementing Accessibility
Summary
Health and safety aspects on ride vibration.
Disproportionate risk on rural low volume roads.
EU legislation on vibration at work.
Results from Roadex demonstration projects in
Finland, Scotland, Norway and Sweden:
• Daily exposure A(8) below the EU Exposure Limit
= 1.15 m/s2, so the trucking is not prohibited.
• However, A(8) exceed EU A.V. = 0.5 m/s2.
=> Action (medical survey et c) is mandatory.
• Spinal compression stress Sed exceed 0.5 MPa in
many bumpy operations.