FINNT2 NEWS EDITORIAL

I FEEL IT RELEVANT TO INFORM ABOUT SOME OF THE RECENT INTERNATIONAL ACTIVITIES WHICH THE FINNISH TECHNOLOGY TRANSFER CENTER CARRIED OUT DURING THE PAST HALF-YEAR, I.E. SINCE THE TECHNOLOGY TRANSFER SEMINAR OF THE WORLD INTERCHANGE NETWORK (WIN) IN HELSINKI (see FinnContact 2/1996).

An alternative in training: FinnT2's circuit rider van.

In conjuction with the U.S. Federal Highway Administration, FinnT2 arranged training in pavement quality management in Estonia, Latvia and Lithuania in June. The training was very practical: it took place at the work sites.The events in each country lasted three days.

A representative from each of the three Baltic country T2centers and FinnT2 participated in the annual U.S. T2-confarence in New Orleans, Louisiana, at the turn of July and August. The representatives also had a study tour to Washington State.

Training events with the help of FinnT2's circuit rider van have been arranged, e.g. in work site traffic safety subjects in Estonia and winter maintenance subjects in Finland.

The 8th Baltic Sea Region Technology Transfer Seminar was arranged in mid October, this time in Kaunas by the Lithuanian Technology Transfer Center. In consequence of the date, the main topic was planning of next year activities of the T2centers in question. Environmental impact assessment, after the Lithuanian fashion, was the technological topic of the seminar.

The steady stream of WIN related road technology knowledge inquiries, directed to FinnT2, continues. During the past half-year, we have received inquiries at least from Estonia, Latvia, Lithuania, Russia, Germany, Belgium, France, Great Britain, Ireland, Czech, Morocco, USA, Canada, Cuba, Mexico, Argentina, India and Australia. We have answared all the inquiries.

Three FinnContact issues have appeared since the WIN Helsinki Seminar: No. 2/1996, devoted to the Seminar; No. 3/1996, dedicated to community impacts of transportation planning; this issue, dealing with production related subjects. FinnContact is delivared to more than 50 countries - having some 4,5 billion road users - on all the continents.

IT IS WINTER MAINTENANCE SEASON NOW

At the moment the Finnish National Road Administration has 9 road regions with administration, planning and design, construction and maintenance functions. The basic unit for the road maintenance activities is a roadmaster area/station. The number of these areas has been decreased tremendously during recent years due to the ongoing reorganisation. The number is now at 84 having been more than double that a good ten years ego.

Finnra is responsible for 78 000 kms of public roads in Finland. Sixty-three per cent of these roads are paved, and the rest having a gravel surface.

All public roads are, naturally, kept open for traffic throughout the year. Salt is used for 6100 kms of roads as an anti-icing/deicing agent during all the winter months. Some 7500 kms of roads are salted only in autumn and spring when needed. Packed snow is allowed to form on the rest of the road network and it is levelled and sanded when conditions require.

At this very moment, wintertime is setting in in the northern hemisphare. This FinnContact issue offers the readership the finest expertise in winter road maintenance.

JARMO IKONEN

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TOWARDS COMPETITIVE BIDDING

The Finnish National Road Administration (Finnra) is right now about to take a giant step towards competitive bidding. The main part of the agency has been planned to become a government owned enterprise at the beginning of 1998. After a transition period, all maintenance and construction of highways will be formed contracts for open competition.

After the possible big step (the Parliament has not yet made a decision) the self-directed work teams will take the place of the road master area system. These teams will be supervised by drivers and/or maintenance supervisors. The role of team leader will be circulated weekly from person to person. The leader will be as a coach-player meaning that he/she should drive machines when necessary and when possible. At the moment training of the coach-players is an ongoing process.

WINTER MAINTENANCE EQUIPMENT

The multi-functional Finnish Sisu lorry is the principal vehicle type for winter maintenance operations. Sisus are taylor made pieces of equipment starting from hydraulics to readiness of all accessories needed. About half of the amount of lorries used for maintenance are owned by Finnra. Motor graders, tractors and loaders are mainly owned by Finnra. The need for graders has decreased, because the underbody blades of lorries can do much of the levelling activities required.

Private lorries are used to supplement the fleet whenever needed. Times are changing and Finnra prepares for open competition with private contractors. Thare are already many year round maintenance area contracts carried out by private companies.

ROAD WEATHER INFORMATION SYSTEM

Finnra has about 210 automatic road weather stations manufactured by Vaisala Ltd throughout the country. The network density is highest on the southern and southwestern sea coast. The system is supplemented by 70 road condition monitoring cameras, weather radar and satellite images and forecasts by the Meteorological Institute of Finland. Each of the nine Finnra regions have a road weather centre recieving this information and forwarding it to afield 24 hours a day.

NEW OPERATIONAL METHODS ACCEPTED

Usually the main roads are ploughed and salted simultaneously with one lorry and one driver. Both the front plough and the side wing can then be used. Two types of salt are spread in Finland: liquid and pre-wetted salt. Most of the salt is used by the southernmost regions.

Just recently the attitudes of maintenance personnel in Southern Finland have become very positive to proactive (preventive) maintenance instead of reactive. Please look below on how this new winter maintenance product was created and what the content of the training is.

For slush removal Finnra has double blade ploughs with a steel and rubber blade. The rubber blade is supposed to take slush out of ruts mainly created by the use of studded tyres. However the ruts have become less and less a problem because of the development of winter tyres (studded and studless) and pavement compositions.

Roads with a packed snow layer are often ploughed and bladed (underbody) simultaneously.

NEW PRODUCT FOR PREVENTIVE WINTER MAINTENANCE

In the spring 1995, the four southernmost i road regions of Finnra held a seminar to initiate a process for creating a new winter road maintenance product based on preventive salting. This product was called a Branded Product, because it was supposed to produce better quality at about the same costs. The process was started because of the good results obtained in preventive winter maintenance experiments in the previous winters. The experiments of the years 1994 and 1995 ware carried out in five road maintenance stations with about 100 preventive events out of which 60 % succeeded very well.

The Finnra R&D Unit in Tampare was acting as consulting expert and producer of the training package for this remarkable project. In the autumn of 1995, training was given to the personnel in 16 road master stations during 26 training events with more than 600 persons (engineers, supervisors, drivers and even clerks). Each training session took half a day. The content of the training package was/is meant to go through in a discussive way starting from the basics and ending with the utilisation of recent findings of diffarent studies.

SUMMARY OF TRAINING PACKAGE CONTENT

Why Is Ice Control Needed?
Grip of a certain level is needed for safe winter traffic on highways. On average, the accident risk on slippery roads is 15 to 20 times higher than on roads with a bare and dry surface. On wet roads the risk is about 2 times higher and on roads with loose snow about 5 times higher. Attempts to decrease the time that roads are slippery are very beneficial. In addition, bodily injuries cause suffering and pain which can not be measured monetarily.

Multi-functional Sisu maintenance truck removing snow with a front plough and side wing.

Why Preventive Measures?
The main objective of preventive measures is to create non-surprising conditions for traffic. If maintenance cannot accomplish needed measures, information on conditions must be provided instead. In Finland the most important conditions requiring preventive measures are icy and slippery roads. These conditions are most dangerous and often very surprising. Preventive salting (anti-icing) is used for snowstorms as well, because it is important to prevent snow from bonding to the surface. Snowy conditions as such are less dangerous, because people usually slow down after visualising these kinds of situations.

The accumulation of slippery road accidents can often be eliminated by using preventive salting. To achieve maintenance-worker motivation and efficient results, all related works must be planned as one piece; persons on duty at the road weather centres must be prepared for warnings, proper and continuous information to the public ensured, personnel must be trained and equipment calibrated. The training must include basic facts about how salt works, what the conditions are really like, what are the salting methods and how they should be used in practise, how accidents increase when slipperiness occurs, and what are the benefits to maintenance workers from using preventive maintenance.

During field testing of anti-icing, maintenance people have appreciated the following facts: they have had more time for better consideration of needed measures, they have been able to work with less hurry, and work itself has been safer to carry out.

When salt is spread before slipperiness occurs, thare are no diffarences in the level of service at the borders of diffarent maintenance organisations. Warnings to the field must be given 2 to 4 hours before a forecasted situation in order to finish the operation in a timely manner. The persons on duty at the road weather centres give all necessary backround information to help the field persons. They in turn must remember to communicate their visual observations to the centre and inform when the work is accomplished.

Preventive actions do not increase the use of salt, because less salt is needed for anti-icing than for de-icing. On the other hand a preventive measure is sometimes done in vain, because one can find out later that the operation was not needed after all.

Equipment and Methods
Before one starts to talk about accurate salt spreading, equipment must be calibrated. One must also ensure that everybody can use the diffarent types of devices in the right manner. Liquid salt is a very good method for anti-icing activities (brine with about 23...25 % of NaCl or 32 % of CaCl2). It is very sensitive to moisture, which is why pre-wetted salt (prewetting with either NaCl or CaCl2 brine) is also needed. A necessary skill of maintenance people is the capability to choose the most suitable work method for each situation.

During this decade, an aim in Finland has been to optimise salt application in a way that roads become moist, not wet, when ever possible. A new rule was created for choosing the salting method and application rate taking the forecasted road temperature and the existing road moisture into account (see table 1). This table gives temperatures whare the road moisture freezes with diffarent salt application rates. Use of table 1 decreases salt consumption, because earlier the amounts of salt spread amounts have been more or less guesswork. People have preferred to make sure that salt works rather than think of benefits achieved by accurate salting. As a consequence they have put too much salt on the road and the surface has often been unnecessarily wet or moist. The connection between the water amount on road surface and the corresponding ice thickness is presented in table 2. Table 1: Table with example for choosing a salting method and spread amount (Table layout by Tapio Raukola, freezing point calculations by Heikki Lappalainen and moissure condition description by Lappalainen and Raukola).

Public Relations and Information
Efficient, continuous information to the public has been a necessary part of this project. The local radio stations are used in a large scale. During preventive measures the information goes like: "In the next few hours roads will freeze and be slippery. To prevent that, road master stations in this area have started/are starting preventive activities".

Before each winter it is useful to arrange a press confarence about the winter maintenance policy which will be applied to the roads.

According to the drivers of maintenance vehicles, negative comments and reactions by the public have decreased after working with the Branded Winter Maintenance Product.

A publication describing the planning process of the new Branded Winter Maintenance Product (Finnra internal publication 5/1996), has been prepared.

Proper Salt Application Rates

Table 2: Waterfilms and corresponding ice thicknesses are very thin. That is one reason why a small amount of salt is usually efficient. (Table is from Heikki Lappalainen 's training package).

The proper salting method and salt application rate are chosen using table 1. That is possible by estimating the amount of moisture on the road and using the road weather forecast for the next few hours. One must start from the left hand column according to existing moisture conditions and go to the right as far as the forecasted road temperature at least is reached. At that point the sufficient salt application rate is found above. Sometimes either liquid or prewetted salt can be used, because the same temperature value can be found for both. The existing traffic volume must be taken into account, because high volumes dry carriageways efficiently.

Table 1 was planned especially for anti-icing purposes, but can be applied for icy/snowy conditions as well. Then the moisture descriptions of the table must be converted according to the conditions. The flowing conditions mean about the same as a heavy rain and salt is not effective.

The example in table 1 (text and figures in bold) shows that in wet road conditions 10 g/m2 of pre-wetted salt is needed, if the road temperature is going to be e.g. -5�C (temperature given by the road weather centre) in a few next hours. If more moisture will accumulate, the application rate may have to be increased. If thare will be less moisture, less salt can be spread and the liquid salt method may be the better one.

For more information, please contact Tapio Raukola: postal address Finnra, R&D Unit in Tampare, TIEL/Hermiankatu 6, FIN-33720 Tampare, FINLAND; tel.int. + 358 204 44 2691, fax.int. + 358 204 44 2695, e-mail: [email protected].

Mr. TAPIO RAUKOLA, Finnra

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USE OF FINNRA BRIDGE REPAIR MANUAL

THE FINNISH NATIONAL ROAD ADMINISTRATION, FINNRA, HAS WORKED SYSTEMATICALLY ON BRIDGE REPAIR FOR A LONG TIME. IN THE LATE 1970'S FINNRA BEGAN WORK ON A BRIDGE REPAIR MANUAL. THE MANUAL COMBINES EMPIRICAL KNOWLEDGE AND RESEARCH DATA FROM LABORATORY TESTS. THE WORK HAS RESULTED IN UNIQUE BRIDGE REPAIR GUIDELINES.

The Bridge Repair Manual is produced in working groups which consist of experts from Finnra and the Technical Research Centre of Finland. Agents and representatives of the most important products and contractors also participate in several of the working groups. A total of 25 experts participate. The bridge repair guidelines are being produced and revised continuously. This is necessary, since repair methods and materials are in the constant development process.

Diffarent test methods are used in different countries. As the Bridge Repair Manual project was started, it became evident that it was impossible to compare materials merely on the basis of the manufactures'product descriptions. In addition, the Finnish climate sets special requirements for the materials. Comparative tests of the repair materials are consequently a part of the Bridge Repair Manual project. Research reports and test programs may be acquired in English. Most of the tested materials are products made by international manufactures.

BINDER 1. GENERAL DIRECTIVES
The general directives present background information about the repair of bridges as well as deterioration mechanisms, repair methods, materials and equipment in general. Quality requirements, quality assurance directives as well as work safety and environmental protection directives are given too.

BINDER 2. REPAIR GUIDELINES
The repair guidelines describe the damage to various structures and the need to repair them. The guidelines give a clear picture of the way work should be done, how the work proceeds and which details need to be taken into account.

Progress of the repair work is presented with the aid of a flow chart. Additionally, for each repair work, the work force, working tools and materials needed, presented in general terms, as well as the approximate work achievements, are listed.

In the text, in accordance with the disposition of the flow chart, detailed directives which describe the repair work are given on the following topics:

• how to prepare the repair work how to apply the repair materials
• how to do the repair work
• local conditions to be taken into account quality assurance.

The materials index supplements the general directives and the repair guidelines. In these, the names of the products, defined or established through general use, form the division of the materials index according to subject. The quality requirements of the repair materials are presented in the general directives.

BINDER 4. TOOLS INDEX
The list of equipment presents approved equipment. Furthermore, it includes a list of Finnish agents and contractors who have proven trustworthy and professional in bridge repair work.

USE OF THE BRIDGE REPAIR MANUAL

Experience has shown that bridges need to be rehabilitated on average 25-35 years after completion. During recent years, durability of structures has become an increasingly important factor in both repair and new construction. Especially the durability of reinforced concrete structures has proven problematic. As repair construction increases, and since repair construction differs from new construction in many ways, the need for repair knowledge will increase.

In repair work, it is of utmost importance not merely to see to the symptoms, but that the cause of the damage is removed. The reason for the defect may be detected only by investigating the structures. Therefore, in a repair project one should proceed systematically step by step and with no short cuts.

Selection of principles
Selection of the repair principles is the most important part of designing the repair project. The chosen principle is figuratively the heart of the repair project. The Bridge Repair Manual is used when choosing the repair principle. Basic information on alternative repair methods is described in General directives (Binder 1). The designer should study the problem systematically and he must have sufficient basic knowledge of the alternatives.

Design of repair work
When the decision on the repair principle is made, the designer defines the quality requirements with the aid of the General directives (Binder 1). The repair materials accepted by Finnra are listed in the Materials index (Binder 3). In the repair specification there is a reference to the Repair guidelines (Binder 2). However, it is wrong to think that the designer does not need to study the directives. Among the directives there are always alternatives, and the possibilities of applying these should be analyzed, and the one best suited to the work should be chosen. The main emphasis of the specifications should be on quality assurance. The designer gives specific instructions for jobs that, according to experience, have proved problematic.

Contracting
In the Tools index (Binder 4) thare are lists of bridge repair contractors of whom tenders may be asked. In the Bridge Repair Manual the importance of a quality system is emphasized. We are slowly reaching a point where a functioning quality system is a pre-condition for receiving a contract. The goal with respect to workers is that they shall prove their competence with a licence based on an examination, or through a proof of skill. Today, even a good material can be destroyed by unskilled or negligent work.

Repair work
In repair work the Repair guidelines (Binder 2) are applied when taking into account the limitations defined in the specifications. In the Repair guidelines, work methods that have proven good are specificly described. In one way or another the suppliers of repair materials have to make sure that the material is applied correctly. Information of quality assurance, work safety and environmental protection are presented in the General directives (Binder 1).

Acceptance of repair work
Follow up is needed for the management system. Therefore the repair work needs to be well documented and the documents filed. A quality report on the work should always be produced.

New construction
The Repair guidelines (Binder 2) are applied for the repair of construction errors and for the construction of other structures on the bridge site.

Maintenance
The Repair guidelines (Binder 2) are applied as such for minor repairs and for assessment of the need for repair.

CONCLUSION

The purpose of the Bridge Repair Manual project is to ensure that knowledge needed for repair work is available. In this respect, Finland has reached a very high international revel. The Bridge Repair Manual project and the testing involved have gained wide international interest.

The Bridge Repair Manual is an efficient tool for designers, owners, contractors and suppliers of materials involved in repair construction. The knowledge and expertise in the Bridge Repair Manual, results of investigations and tests in practice, provide a good and reliable basis for repair construction. The directives can be usea in building repair construction, too.

Mr. JORMA HUURA, Jorma Huura Consulting, Mr. JOUKO L�MSA and Mr. ANTTI R�MET, Finnra

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PAVEMENT STANDARD PREPARATION IN EU AND FINLAND

THE ROLE OF CONSTRUCTION-RELATED STANDARDS IS CHANGING BECAUSE OF THE CONSTRUCTION PRODUCT DIRECTIVE AND OTHER MEASURES UNDER THE SINGLE EUROPEAN MARKET IN THE EUROPEAN UNION. FINLAND BECAME MEMBER OF THE EUROPEAN UNION IN THE BEGINNING OF 1995. THESE DEVELOPMENTS WILL HAVE SIGNICANT IMPLICATIONS FOR FINNRA. WE MUST UNDERGO A CULTURE CHANGE IN THE WAY OF HOW TO VIEW STANDARDS AND ACCEPT THAT HARMONISED STANDARDS WILL BE COMPULSORY. EARLIER WE HAD REGULATIONS AND PROVISIONS OF OUR OWN. THIS ARTICLE DEALS WITH THE DEVELOPMENT IN PAVEMENT STANDARDS.

Construction Product Directive (CPD)(89/1 06/EEC)
The CPD aims to remove technical barriers to trade between Member States for all products intended for permanent incorporation in buildings and civil engineering works. Member States retain responsibility for ensuring levels of health and safety protections. Any product that satisfies the CPD must be allowed i on the market in all Member States.

The six essential requirements stated in the CPD are 1. Mechanical resistance and stability, 2. Safety in case of fire, 3. Hygiene, health and environment, 4. Safety in use, 5. Protection against noise, and 6. Energy economy and heat retention. They relate to the finished works. The laws and regulations in the Member States are collected correspondingly to six interpretative documents (IDs) which link them more specific requirements for products; they explain what the technical specifications must contain in order to ensure that specific product do satisfy the requirements of the CPD.

European Standards (EN)
The IDs supplemented with regulations of the new Member States should include all requirements for a product. Standards may also include other specifications which are not covered by IDs, such as dimensions. These voluntary parts may be important but they are outside the scope of the CPD.

The same product standard includes both requirements which must be met to satisfy the CPD (the harmonised standard) and those requirements which not do (the voluntary standard). All national requirements within the area of the harmonised part of the standard must be withdrawn. Test methods and design standards are harmonised or voluntary standards depending on which requirement they are referred to. Products which comply with the appropriate standard may bear the CE-marking, which acts as a kind of passport to the European Market.

The practical preparation work of standards is allowed to the European Standardition Body, CEN, on the basis of mandates between the European Commission and CEN. The preparation of the standardisation mandates is an intensive process between the Commission and the Member States.

Pavement Standards in Finland
In the beginning of this decade regulations and administrative provisions were utterly disintegrated. Test method descriptions were prepared by different partys (test laboratories, technical universities, road administration, etc) and were unharmonised and poorly documented. Requirements for pavements were also diverse. Finnra had requirements of its own, the city of Helsinki had its own and the Finnish Pavement Association, PANK, its own. PANK is an interest organisation in pavement business by Finnra and other covermental agencies, pavement contractors, bitumen producers, construction product industries etc, and also had issued requirements (Asphalt Norms) which were used in professional training and with different modifications in many municipalities.

Figure 1. Development process of pavement standardisation in Finland.

In 1991, parallelly with Finnra's join in CEN technical committee 227 (Road materials included pavements), PANK decided to take the ongoing EU pavement branch development work into consideration in its own development work. The first version of the new Asphalt Norms was issued in 1994. Also the first PANK method standards were published at the same time. Now there are totally 66 PANK method standards and 14 are under preparation.

EN Pavement Standards
The preparation of bitumen, aggregate, asphalt surface and concrete road standards has been going on all this decade. The preparation results will be given to CEN by the end of 1997. The total sum of pavement standards will be quite vast, 43 bitumen standards, 45 standards for aggregates, 48 for asphalt pavements, 13 for surfacing, 13 for concrete roads and 11 for different measuring (eg. indexes IRI and IFI).

Harmonised standards necessitate also a system for the assessment of conformity and for this a third body according to the CPD. In order to prepare also for this new procedure i PANK determined to implement an auditing system for aggregate and pavement laboratories. The first harmonised product standards in the construction sector will be available at the end of 1997, but harmonised product standards on the pavement branch will be, ready in 1999-2000. Figure 1 descibes how Finland and Finnra shall, during this decade, elaborate pavement standards gradually from a multitude of obscure standards to a unified European standard system.

Mr. OSMO ANTTILA, Finnra

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R&D Projects of Finnra's Construction and Maintenance Unit Completed in 1994-1996

(ARCH. CODE, PROJECT NAME, RESULTS OR CONTENTS OF THE STUDY)

TIEL 4000055 The control automation and the digital angle indicator of a dozer blade. Studies on functioning and applicability.

TIEL 4000051 Comparing the hydraulics of three trucks. Studies the suitability of hydraulics, specially designed for Sisu-truck, as a power source for diffarent equipment.

TIEL 4000061 Magnesium chloride (MgCl2) in dust suppression. Study on the dust suppression qualities of CaCl2 and MgCl2 in the surface course of a gravel road. Advantages and disadvantages.

TIEL 4000065 Simultaneous use of accessories and strain of plowingthe strain of plowing. Study on the simultaneous use of the truck's accessories and about

TIEL 4000066 The construction of base course with a laser equipped grader. Study on motorway base courses done by laser equipped graderComparison on deviations to those done by traditional way.

TIEL 3200214 The effect of the surrounding material of an surrounding and pipe. Study on the behavior of diffarent underdrain underdrain on the subsiding of ironmaterials in the underdrain's frosting process.

TIEL 4000059 Scarifying oil gravel. Study on a grader blade edged with cemented carbide-tipped tool inserts, an ice-cutter blade, a disc scarifier and the Remixer equipment in scarifying oil gravel pavement.

TIEL 4000075 Comparison of grader side plows. Comparison study on Sin-Mac 200 and Teho SHJ 3 grader side plows.

TIEL 3100013 Frost heave calculation models. Literature study on existing frost heave models.

TIEL 4000076 Testing the graders' warning lights, reflecting coatings and reflectors. Safety research of the visibility of working equipment. Studies how to improve visibility.

Interpretation instructions of road sensor measuring values. Instructions for managing all weather condition sub-areas. Measurings of a road weather observation station.

Cutting and clearing road sides and ramps. Instructions.

From ice-melting to anti-skid treatment. Salting techniques. Pre-salting at maintenance stations.

TIEL 3200256 Use of blast-furnace sand in surface structures. Instructions for planning and construction.

Brightness and colorings of the grader's LED-lights. Comparison of five LED-lights to given standards.

TIEL 3200262 Compacting and additional crushing of rock aggreqate. Studies the process and the suitability of the Intensive Compaction Tester -instrument for recognizing poor quality crushed rock.

TIEL 4000091 New repairing methods for road weather damages. Most useful repairing solutions, their planning, implementation and resources.

TIEL 4000088 Preventing reflective cracking in asphalt pavements. Literature survey and preliminary study.

TIEL 4000099 Qualities of grader blades. Comparison study on grader blades for Finnra. Functional tests.

TIEL 4000101 Wearing tests for cutter blades 1994. Material qualities and wearlessness.

Follow-up inquiry of maintenance cooperation work. Studies the extent of maintenance between local community and maintenance station.

TIEL 3200293 PCC-pavement follow-up report. 11 Studies a 4 km long road with Portland cement concrete pavement.

Anti-skid treatment substances and reindeer. A field test of mainly CMA-sand mixture. Effect on reindeers and traffic accidents.

Meeting accidents in slippery road conditions. Based on data (1991-1993) from the Board of inquiry.

TIEL 3200341 Technology transfer, Bauma Fair 1995. Technology connected with activities of maintenance stations.

TIEL 4000127 Waste soil - minimizing and practical application. Study on the waste soil materials. Problems and propositions minimizing waste soil and make dumping more efficiently.

TIEL 4000128 Preparation of unbounded structural courses by crushed stone spreader and grader. Studies quality and capacity diffarences. Functional tests.

Test of slurry salt spreader. Study on suitability for Finnra. Functional tests.

TIEL 4000130 Bitumen emulsion in dust binding of gravel roads. Study on suitability for Finnra.

TIEL 4000149 Circuit Rider Van training method. Feasibility study.

TIEL 4000151 Salt dosing by different methods of controling maintenance truck hydraulics under ice contol conditions. Study on dosing accuracy. Functional tests.

Preventive salting. Training material package.

TIEL 2230019 Operation training for truck drivers. Operational training package for truck drivers.

Procedure for the provision of information in the field of technical standards and regulations. Clarification of the notification procedure.

Adopt-a-Highway experimental road section in 1996-97 in Central Finland Region. Experiences during the first summer on the first Adopt-a-Highway experiment road section in Finland.

TRAINING VIDEO CASSETTES AVAILABLE

8000080 The use of lightening super tloating in a grader
8000081 The use of frame-steering in a grader
8000082 The use of a hydraulic cutter/spreader
8000083 Loading loose aggregate in road maintenance
8000084 Traffic control during construction
8000085 Road marking mix 2000
8000086E Road traffic in winter-project, demonstration video