Earthquake-Generated Landslides and Tsunamis

Large earthquakes generate tsunamis, but when it also triggers a landslide, the tsunami may become enormous. Slide scars on the continental shelf of the North Atlantic Ocean show this. For estimating the tsunami, a translatory wave theory has been suggested. Slide data are used to estimate the amplitude of the displacement wave. The amplitudes are used to obtain wave heights at a reference point outside the breaker zone. Energy transmission formulas are used to find the wave height transfer coefficients from the source area to a reference point. Tsunami risk from several sources at a reference point is quantified using stochastic processes, and estimations of a hazard curve for the probability of landslide occurrence are carried out. The sensitivity of the hazard curve to uncertainties in determining the wave height from the individual sources turns can be evaluated. In two case studies, the Tohoku tsunami and earthquake in 2011 in Japan is found to be caused by a coseismic slip and a landslide in combination, and a hazard curve for a reference point south of Iceland is found for tsunamis in the North Atlantic Ocean

Activity-based model development to support transport planning in the Stockholm region

The environment in which transportation analysis and infrastructure planning take place has changed dramatically during the last years. The focus is now, to a considerable extent, on how to transform the transportation system in a direction that could be sustainable in the long run, rather than on planning for infrastructure investment to meet new demand. At the same time information technology penetrates all sectors of the society. This will change how the transportation system will be used by travellers and conveyers, both directly, through new products and services, and, indirectly, through a spatial reorganisation of many activities that govern the transport demand. In such a situation it must be questioned whether the analytical tools that may have functioned reasonably well in the past, also are appropriate, or possible to adapt, to be useful for the issues we will face in the future. A survey is made of ideas for model development for travel analysis with an emphasis on activity based models based on an international literature review. The study treats tools for the whole chain from location decisions to network effects. The main focus is on such development that is of interest for a medium-sized city like Stockholm. It stresses demands that might be raised on modelling tools with a background in the planning issues that can expected to be central within the next ten-year period. Different ideas for model development, and existing models that could be considered for implementation, are evaluated with respect to their usefulness for planning, need for resources, demand for competence and data, and obstacles of implementation. Finally, we are suggesting some specific model development that should be tested in Stockholm, including a pilot study concerning the implementation of an activity-based model.

Comparison of Single-Grip Harvester Productivity in Clear- and Shelterwood Cutting

An increased interest in the use of shelterwood stands to promote regeneration has led to an interest in how singlegrip harvester productivity is affected by shelterwood cutting compared to clearcutting. A comparative time study of a large singlegrip harvester was made in a spruce stand in northern Sweden. Three treatments were used. Shelterwood cutting leaving: 1) a sparse stand, 2) a dense residual stand, and 3) clearcutting. Each treatment was replicated three times. Results show that productivity decreases from 64 m3 per effective hour in clearcutting to 54 and 41 m3 per effective hour when shelterwoods with 259 and 381 stems ha1, respectively, were retained

Forecasting travel time variability

In order to incorporate travel time variability in appraisal, methods are needed to predict effects on travel time variability of investments and polity measures. The present study is a first step towards developing such a method. Using data from Stockholm’s automatic camera system for travel time measurements, a relationship is estimated between the standard deviation, the congestion level and various link characteristics. The relationship has been used in a cost-benefit analysis of the planned Stockholm bypass, yielding added benefits of around 15% of the conventional travel time benefits. Moreover, it is shown that that the travel time distribution tends to be less skewed for higher congestion levels, and that the covariance between adjacent links seems to be relatively small. The latter results is important since it makes it possible to approximate route variances as the sum of link variances

Congestion pricing

This chapter explains the basic ideas, concept and theories of congestion pricing, and then focuses on how the theoretical idea can be applied in practice. The first section gives a brief overview of the major operational urban congestion pricing schemes. The second section gives a summary of the theory of congestion pricing, stressing the points that are important for applications. The third section discusses benefits and costs in practice. The fourth section gives a summary of the vast literature of public and political opinions of congestion charges. Finally, the last section presents some speculations about the future of congestion pricing

Forecasting travel time variability

In order to incorporate travel time variability in appraisal, methods are needed to predict effects on travel time variability of investments and polity measures. The present study is a first step towards developing such a method. Using data from Stockholm’s automatic camera system for travel time measurements, a relationship is estimated between the standard deviation, the congestion level and various link characteristics. The relationship has been used in a cost-benefit analysis of the planned Stockholm bypass, yielding added benefits of around 15% of the conventional travel time benefits. Moreover, it is shown that that the travel time distribution tends to be less skewed for higher congestion levels, and that the covariance between adjacent links seems to be relatively small. The latter results is important since it makes it possible to approximate route variances as the sum of link variances

Congestion pricing

This chapter explains the basic ideas, concept and theories of congestion pricing, and then focuses on how the theoretical idea can be applied in practice. The first section gives a brief overview of the major operational urban congestion pricing schemes. The second section gives a summary of the theory of congestion pricing, stressing the points that are important for applications. The third section discusses benefits and costs in practice. The fourth section gives a summary of the vast literature of public and political opinions of congestion charges. Finally, the last section presents some speculations about the future of congestion pricing

Kommer vi resa mindre efter pandemin?

Under pandemin har våra vardagsliv förändrats på många sätt. Fler har jobbat hemifrån och vi har undvikit affärer, restauranger och många fritidsaktiviteter. Det har förstås lett till att resandet minskat. Kommer de nya vanorna och möjligheterna leda till att vi reser mindre även efter pandemin? Denna uppsats diskuterar om det är troligt att förändringarna under pandemin får kvarstående effekter på resandet även på lång sikt, baserat på analys av historiska data om resor och transporter. Att döma av historien så kommer knappast nya vanor och ökade digital tillgänglighet leda till minskat totalt resande, åtminstone inte i någon högre grad. Historiska data talar nämligen inte för att bättre kontaktmöjligheter leder till kortare restider eller reslängder totalt sett

Distributional effects of congestion charges and fuel taxes

A common argument against car use taxes, such as congestion charges and fuel taxes, is that they hurt poor groups disproportionately. This chapter discusses this argument, explains methodological issues in distributional analyses and summarizes typical empirical findings. How distributional effects of a car use tax should be viewed depends on whether the purpose of the tax is fiscal or price-correcting (i.e. intended to make the cost of driving better reflect social costs). Overall, average payments of car use taxes tend to be approximately proportional to income, with a small tendency to regressivity in rich countries and progressivity in poor countries. However, there may substantial variation within an income group, which may be problematic if a tax primarily has a fiscal purpose. Distributional analyses of public revenue sources and public spending should in general be kept separate, since the definitions of what constitutes distributional neutrality often differ between taxes and expenditures