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Old March 19th, 2016, 08:54 PM   #3621
Surel
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Czech Metrostav is building tunnels in Norway. There were some nice photos in the Czech press.

http://ekonomika.idnes.cz/cesi-tunel...7_ekoakcie_nov

2 km long Tunnel Joberg







1.5 km long Tunnel Bjornabakkane (funny enough it connects only a small village).







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Old March 20th, 2016, 12:29 AM   #3622
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Electric engines are very efficient, but also conversion losses in the batteries have to be taken into account, which, as far as I know, leaves the net efficiency (electric grid to mechanical work) to the order of 60 %. The net efficiency when using electric power from a thermal power plant is hence about the same as a conventional petrol or diesel car. For a hydrogen car the total net efficiency is significantly lower, mainly due the low efficiency of the fuel cells.

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How do you come to that, seeing as one is ~30% and one is ~60%?
If you read what I wrote a bit more carefully you will see that you will have to multiply the 60% figure for efficiency from the grid to mechanical work with the energy efficiency of the power plant. Most of the European power production is from thermal power plants, and many of them are fairly old with efficiency far below the 60% you mention above. In fact, coal fired power plants typically have an efficiency of around 33 %. Hence, my earlier claim that electric cars with power from thermal power plants are about as efficient as petrol or diesel cars probably was very optimistic. The greenhouse impact is even worse, as burning coal produces far more CO2 (and dust/carbon black) per energy unit than petroleum. The impact on global warning is not likely to change soon either, until CCS is rolled out, as coal is very cheap and new power plants are very expensive and often politically difficult to construct. Hence, rather than energy efficiency, the arguments for electric cars are the future possibilities for CCS and other gradual changes to a sustainable electric power system and the immediate improvement of the city air.

Last edited by 54°26′S 3°24′E; March 20th, 2016 at 12:42 AM.
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Old April 2nd, 2016, 05:29 PM   #3623
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Ryfast in Stavanger and Strand, Rogaland

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Originally Posted by Stafangr View Post
Våland








Buøy






Hundvåg




Solbakk




Jåttåvågen




Source: www.facebook.com/ryfast/
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Old April 2nd, 2016, 05:58 PM   #3624
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Are road ferries operated by state agencies in general? Who sets the fares? Are there official criteria for subsidization of ferry fares, or is this decided on a case-by-case manner? Do they have some sort of "ferry pass" for someone driving around for, say, one week, or going through all ferries on Rv17?
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Old April 6th, 2016, 07:11 PM   #3625
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E6 Trondheim-Melhus (8,1 km)



Construction started today! Completion spring 2019.

http://www.adressa.no/nyheter/sortro...6-12560910.ece
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Old April 6th, 2016, 09:16 PM   #3626
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Just freaking unbelievable that E39 still has to go through a roundabout. It's so damn pre historic on national routes. Traffic on E 39 is even almost the same as on E6. 12 000 AADT on E39, 15 000 AADT on E6.
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Old April 6th, 2016, 11:05 PM   #3627
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Quote:
Originally Posted by Suburbanist View Post
Are road ferries operated by state agencies in general? Who sets the fares? Are there official criteria for subsidization of ferry fares, or is this decided on a case-by-case manner? Do they have some sort of "ferry pass" for someone driving around for, say, one week, or going through all ferries on Rv17?
Ferries are operated by county owned companies or private/semi-private companies, usually (maybe always these days?) under tendered contract. All domestic ferries, except Moss-Horten, are subsidized. Fares are set by the government and are based on the length of the crossing.

AFAIK there are no passes that offer unlimited passes within say a week or month for cars. But there are rebate cards for frequent users. Often these only apply to a specific crossing/operator, but some, such as Ferjekort, are valid for a number of crossings.
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Old April 7th, 2016, 12:50 PM   #3628
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Quote:
Originally Posted by Suburbanist View Post
Are road ferries operated by state agencies in general?
No. Private companies selected through a public bid procedure.

Quote:
Who sets the fares?
The state.

(There are a few routes out-of-the scope of the national fare scheme. Most of the those are seasonal tourist routes.)

Quote:
Are there official criteria for subsidization of ferry fares, or is this decided on a case-by-case manner?
Yes. There is. The discount scheme is rather complex. Basically, the frequently traveling locals receive a discount of up to 50%

(Note:

[/QUOTE]Do they have some sort of "ferry pass" for someone driving around for, say, one week, or going through all ferries on Rv17?[/QUOTE]

All the discounts are targeted to locals. Tourists always pay the highest fare.
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Old April 7th, 2016, 12:52 PM   #3629
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E6 Trondheim-Melhus (8,1 km)


Where do those open-ended roads lead?
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Old April 7th, 2016, 08:07 PM   #3630
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Where do those open-ended roads lead?
A service station is planned at Klett.




And E6 will continue towards Trondheim as shown at the pictures below.





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Last edited by Agent 006; April 7th, 2016 at 08:15 PM.
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Old April 7th, 2016, 08:14 PM   #3631
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What kind of electrical plug does Norway use for electric cars, other than Tesla ones?
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Old April 7th, 2016, 08:46 PM   #3632
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Schuko

Here's a complete list of different types in use. Most public outlets are type 2: http://ladestasjoner.no/ladehjelpen/...kontakttyper#B
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Old April 9th, 2016, 05:32 PM   #3633
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^ I think Schuco is no longer accepted for specific charge points. The newer ones are type 2. Fast charging is usually ccs/chademo/ac (required to have all 3 for public funding).
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Old April 14th, 2016, 03:58 PM   #3634
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E39 Nordfjord Bridge

A very large suspension bridge is planned across the Nordfjord near Utvik / Stryn. It will be the longest suspension bridge in Norway, the second-longest in Europe and the fifth longest in the world, with a main span of 1555 meters and a total length of 1760 meters.

It is part of a project to reroute E39 and replace a ferry service. Construction could start in 2024-2025.





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Old April 14th, 2016, 04:38 PM   #3635
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What determines choice of bridge or tunnels to close fjord gaps? Do they have a specific and systematic process (go for the cheapest), or is it more ad-hoc?
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Old April 14th, 2016, 05:37 PM   #3636
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There will be unique solutions for each crossing on the E39 and the authorities have started with exploring the options for the Sognefjord crossing as this is the most challenging part of the project (4kms wide and 1,300 metres deep). The link below from Statens Vegvesen provides more guidance: http://www.vegvesen.no/_attachment/3...English%29.pdf
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Old April 14th, 2016, 06:23 PM   #3637
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Quote:
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What determines choice of bridge or tunnels to close fjord gaps? Do they have a specific and systematic process (go for the cheapest), or is it more ad-hoc?
I think they look at a number of factors. The main advantage for tunnels (built by the "drill and blast" method) is that they're cheaper. But tunnels often mean steep gradients, and they're impossible if the fjord is deep. They also require more maintenance (which means more closures) and are not useful for cyclists and pedestrians.

Bridges, otoh, are more expensive and may be problematic from environmental perspective.
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Old April 14th, 2016, 06:25 PM   #3638
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I wonder why don't they use floating bridges in Norway. The waters deep within the fjords are calm enough, aren't they?
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Old April 14th, 2016, 06:43 PM   #3639
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I wonder why don't they use floating bridges in Norway. The waters deep within the fjords are calm enough, aren't they?
Floating bridges do already exist in Norway - the most prominent example is the Nordhordland Bridge on the E39 north of Bergen which is a combined cable-stayed and pontoon bridge.
The authorities are considering a similar option on a somewhat larger scale for the E39 Hordfast crossing south of Bergen.
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Old April 14th, 2016, 10:46 PM   #3640
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I wonder why don't they use floating bridges in Norway. The waters deep within the fjords are calm enough, aren't they?
The construction of floating bridges is not a trivial exercise. Even if the fjords were calm (which they are not), the bridge will face strong forces due to wind and tide. if there must be a clearance enough for ships, extra challenges related stability will follow.

Typically, floating bridges are made of interconnected pontoons. The structure must be flexible to adapt to the movements of the water. That is why they need to be anchored, and that puts limits to the depth of the sea. Because of the flexibility, the long bridges are often shaped as a crescent moon. This forms a vault structure to rather effectively resist the longitudinal tidal current forces.

There are two notable floating bridges in Norway, both on the E39:

https://en.wikipedia.org/wiki/Bergs%C3%B8ysund_Bridge
https://en.wikipedia.org/wiki/Nordhordland_Bridge

The Bergsøysund Bridge is a more a traditional construction while the Nordhordland bridge is a hybrid one: It consists of a floating bridge, and a cable-stayed bridge. The cable-stayed bridge provides with a vertical clearance of 32 meters, and the outer end of the bridge is connected to the floating bridge. The floating part is anchored at the ends only. It is the longest non-anchored one in the world, about 1200 meters. Thus, the floating bridges without lateral anchors are rather short.
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