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Old January 26th, 2017, 03:51 PM   #2041
ChrisZwolle
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traffic safety

Traffic fatalities increased markedly in 2016. According to provisional data, 215 people were killed in traffic accidents in 2016, a substantial increase from 178 in 2015 and the highest since 2011.

The increase was mostly among car occupants, motorcyclists and pedestrians, with a smaller increase among cyclists and other vehicles.



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Old February 14th, 2017, 11:11 AM   #2042
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Work starting up on the diverging diamond interchange in Odense, first of it's kind in Denmark. To be finished October 2017. Press release from Vejdirektoratet

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Old March 7th, 2017, 02:49 PM   #2043
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Most of the variable message signs are getting dismantled due to lack of funding.

Excluded are major tunnels and bridges and the Hardshoulder running project.

http://www.vejdirektoratet.dk/DA/om-...%C3%A5det.aspx
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Old March 7th, 2017, 03:13 PM   #2044
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Advising motorist to use the internet, apps and Twitter in lieu of VMSs doesn't sound particularly smart to me. This basically says it's okay to do those things while driving. Distracted driving has quickly become the main cause of (fatal) accidents over the past couple of years.
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Old March 7th, 2017, 04:50 PM   #2045
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Quote:
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Advising motorist to use the internet, apps and Twitter in lieu of VMSs doesn't sound particularly smart to me. This basically says it's okay to do those things while driving. Distracted driving has quickly become the main cause of (fatal) accidents over the past couple of years.
One is supposed to do that before starting a journey, or while stopped at a rest area. Or ask the passenger to do that.
But if one has no functioning brain...
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In real life, electronic toll collection was first introduced in Bergen, Norway in 1986, and well into the 21th century many countries still struggle to implement it.
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Old March 7th, 2017, 04:54 PM   #2046
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Sure, but these signs that inform motorists while driving will disappear. Checking the internet, an app or Twitter while driving is not a safe replacement. Most cars have only a single occupant (the driver).
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Old April 13th, 2017, 08:25 PM   #2047
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They have started on the last work on the Køge Bugt motorway.


At the moment only the 2 inner lanes are in full size, the 2 outer lanes are only 2 meters wide but when the new surface is in place then all 4 lanes will be in full size.

The work has started between Motorvejskryds Køge Vest and junction 32, as seen on the pictures they laid the west bound lanes in the autumn.

The rest of the work between junction 32 and 31A will happen later in the spring and summer.


Here they are started on the outer lanes, looking west on the Ølbyvej bridge.





Here we are looking east/northeast


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Old April 18th, 2017, 05:55 PM   #2048
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Femern Belt Tunnel

There was a press conference in Copenhagen today, with the minister of transport of Schleswig-Holstein and the Danish minister of transport, regarding the Femern Bælt Tunnel / Fehmarnbelt Tunnel.

The final plan approval on the German side is expected in mid-2018. After appeals, it should be finalized within 1-2 years of that date. They expect to start construction on the tunnel in mid-2020.

Let's just hope the project won't get shot down by the federal court in Leipzig. There already is a 5 year delay due to the German procedures.
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Old April 19th, 2017, 06:40 PM   #2049
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A large parliamentary majority has approved alignment A of the Route 54 motorway upgrade between Rønnede and Næstved. Evidently, it includes a 2+1 segment across a forested ridge west of E47.

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Old April 19th, 2017, 10:19 PM   #2050
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Primærrute 34 Haderup

The 'construction law' for the 2+1 bypass of Haderup (Primary Route 34) was approved in parliament earlier this month.

It is the last substantial built-up area to be bypassed between Herning and Skive. They built a bypass at Sunds a few years ago. The project will also eliminate the need to turn off twice at the Route 16 intersections.

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Old April 19th, 2017, 10:38 PM   #2051
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I must say I don't understand the idea behind building brand new grade-separated 2+1 highways. What makes a motorway so expensive is the grade separation, not necessarily the extra lanes. It seems that the benefit of adding an extra lane would greatly outweigh the cost of building it. Are they at least constructing the viaducts and bridges with a possible widening in mind?

If the AADT is fairly low then a narrow cross-section motorway/expressway would be optimal, IMO.
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Old April 19th, 2017, 10:51 PM   #2052
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Quote:
Originally Posted by ChrisZwolle View Post
A large parliamentary majority has approved alignment A of the Route 54 motorway upgrade between Rønnede and Næstved. Evidently, it includes a 2+1 segment across a forested ridge west of E47.

I'm pretty sure you misinterpreted that. It mentions a parallel road being a 2-1 road (which is something completely else than a 2+1) instead of a bicycle trail.
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Old April 19th, 2017, 10:54 PM   #2053
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Aha! Now that you mentioned it, I've seen this 2-1 road concept, it's a single lane road with no center markings if I remember correctly, very similar to the Dutch road layout for 60 km/h roads.

I thought it was some kind of environmental compensation to minimize the right-of-way required for the motorway.
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Old April 20th, 2017, 11:30 AM   #2054
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Just for reference, these are examples of 2-1 roads:

Netherlands

Denmark

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Old April 20th, 2017, 02:39 PM   #2055
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Quote:
Originally Posted by Rebasepoiss View Post
I must say I don't understand the idea behind building brand new grade-separated 2+1 highways. What makes a motorway so expensive is the grade separation, not necessarily the extra lanes. It seems that the benefit of adding an extra lane would greatly outweigh the cost of building it. Are they at least constructing the viaducts and bridges with a possible widening in mind?

If the AADT is fairly low then a narrow cross-section motorway/expressway would be optimal, IMO.
Well as far as the cost concerned you are not quite right. The 2+1 grade separated Haderup by-pass will have a cost of DKK 38 mill. per km (EUR 5,1 per km). A full motorway (in Denmark) is usually around DKK 80-120 mill. per km (EUR 11- 16 per km). The example of the new Route 54 motorway just approved - and mentioned in the previous post - has a cost of DKK 107 mill. per km (EUR 14,2 per km).

Secondly there is absolutely no need for neither a full motorway nor a narrow 4 lane road around Haderup. The AADT of this road is expected to be between 4.000 and 5.000 vehicles in 2025, which cannot justify anymore than a 1+1 road for the foreseeable future. However in order to pass trucks etc. a 2+1 road is convenient. It would be a waste of public funds to prepare bridges for additional lanes, which will never be needed. When a central Jutland motorway (EIA just initiated) will be completed, the route 34 will be relieved for some of its traffic.
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Old April 20th, 2017, 04:46 PM   #2056
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Thanks for the answer! If the projected AADT is only between 4,000 and 5,000 then even 2+1 is more than good enough.
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Old April 20th, 2017, 04:52 PM   #2057
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Quote:
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Well as far as the cost concerned you are not quite right. The 2+1 grade separated Haderup by-pass will have a cost of DKK 38 mill. per km (EUR 5,1 per km). A full motorway (in Denmark) is usually around DKK 80-120 mill. per km (EUR 11- 16 per km). The example of the new Route 54 motorway just approved - and mentioned in the previous post - has a cost of DKK 107 mill. per km (EUR 14,2 per km).
The cost to build in rural areas is pretty directly proportional to the width of the road and the area of the bridges. As a rule of thumb.

Thus, the cost of a 2+1 road could be around 75% of a full-scale motorway build at the same alignment. This applies to the interchanges, too, because the bridges grow as the width of the road increases.

In the urban areas, impact of the existing infrastructure is the key cost factor. (Like the A100 extension in Berlin: 150 million euro per kilometer.)
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Old April 20th, 2017, 05:38 PM   #2058
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The cost to build in rural areas is pretty directly proportional to the width of the road and the area of the bridges. As a rule of thumb.

Thus, the cost of a 2+1 road could be around 75% of a full-scale motorway build at the same alignment. This applies to the interchanges, too, because the bridges grow as the width of the road increases.

In the urban areas, impact of the existing infrastructure is the key cost factor. (Like the A100 extension in Berlin: 150 million euro per kilometer.)
Everything else equal, there should also be a constant term here, when the foundation and shoulder width is not widened proportionally to the road width. In addition, there is some economics of scale involved that benifit the wider road. For bridges the math could be more difficult. Of course, more often than not, the 2+1 road has inferior alignment and narrower shoulders.
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Old April 20th, 2017, 09:53 PM   #2059
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It depends tough, i don't know about Danish standards - but in Norway when there is 2+1, often the 1-lane is wide enough for traffic to pass a stranded car, so in reality it's 2+1,5.
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Old April 20th, 2017, 10:09 PM   #2060
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Everything else equal, there should also be a constant term here, when the foundation and shoulder width is not widened proportionally to the road width. In addition, there is some economics of scale involved that benifit the wider road. For bridges the math could be more difficult. Of course, more often than not, the 2+1 road has inferior alignment and narrower shoulders.
True. As said, it was a rule of thumb, not an absolute formula.

The shoulder is not necessary a significant factor in this case. The substructure of the shoulder might be more lightweight than the actual carriageway, because it takes less load.

The design speed may have significance. A 2+1 road seldom is for more than 100 km/h. A rural motorway for 110-130 km/h typically requires a more rigid substructure to avoid vibration increasing by time. This applies especially to the arctic areas where the roads are subject to strong reformation by the melting frost.
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