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In Østerdalen, Veivesenet managed to build a road that cost 14,000 kroner per. meters. With the old method, the price had been 80,000. Also in Valdres and Helgeland, they have saved large sums.
This section of the E16 through Valdres is historic. Pioneering work in road construction has been done here, according to Veivesenet. From the left, Mayor Haldor Ødegård (Sp) in Vestre Slidre, Control Engineer Vidar Odden and Road Director Ingrid Dahl Hovland. Photo: Norwegian Public Roads Administration
A proud Norwegian Public Roads Administration shows three examples of how they have reduced the price of the subway for road construction. Namely, through the use of methods, the government highway company Nye Veier has created its trademark:
- Let go of contractors who will do construction work early.
- Relax to the strict standards for road construction.
- Work long distances instead of playing here and there.
So why hasn’t Veivesenet itself consistently used the formula for success? Now they are explaining it.
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Saved 82.7 percent of the meter price, and lots of nature
Road construction is more than highways. When we look out the front window, we often see a two-lane highway. Major roads through the District of Norway, often highly variable in nature.
These are largely the responsibility of the Norwegian Public Roads Administration. They want to improve as much as possible. But at a time when the state is demanding more money, they need to do things smarter.
Which means breaking away from the methods you have used before.
But how?
They point to three good answers. In Helgeland, Valdres and Østerdalen respectively:
On the E6 in Helgeland, they have built 132 km of new road:
They managed to reduce the price of the meter from NOK 80,000 to NOK 62,000. The total price went from 10.56 billion to 8.18 billion.
On the E16 in Valdres, 21 km have been partly improved, partly built with a new road.
They managed to reduce the price of the meter from NOK 80,000 to NOK 24,000. The total price went from 2 billion to 504 million.
On Rv 3 in Østerdalen, some 6.6 km have been partly improved and 6.6 km with a new road have been built.
They managed to reduce the price of the meter per meter from NOK 80,000 to NOK 13,800. The total price went from 528 million to 79.2 million. meters reduced by up to 82.75 percent.
– In addition, we have saved nature from important interventions, says Cato Løkken. He works in operation and maintenance at Veivesenet. It is he and development director Kjell Inge Davik who give Aftenposten the figures.
Here Veivesenet has built a road in Østerdalen:
Here Veivesenet has built a road in Valdres:
Here Veivesenet has built a road in Helgeland:
Traffic on these roads is relatively low, 900 to 5,000 cars a day. But they are important to residents, businesses, cottage owners, and tourists. And there is a great need to provide the same road standards over long distances. Increases security and provides better accessibility.
Today, quality changes in many places, from solid two-lane roads to less solid, narrow and winding roads.
– Today we are at the level of the others in terms of costs, quality and construction time. That’s what Kjell Inge Davik says on Veivesenet. Here with Ingelin Noresjø (KrF) at the Ministry of Transport and Mayor Berit Hundåla (SV) in Vefsn during the opening of a new E6 section in Helgeland on September 3. Photo: Per Kollstad, Norwegian Public Roads Administration
Use the road that is there as much as possible
In particular, the E16 in Valdres shows what may become the standard method for these types of roads in the coming years, says Cato Løkken. Veivesenet received 500 million to cover a long stretch.
Veivesenet took four steps:
- They chose to plan everything with the contractor who would do the actual construction.
- They used as much of the road from before as possible. Some roads were reinforced, some were built entirely new.
- They should have as similar a standard as possible over as long a stretch as possible.
- They allowed the traffic to be carried on the road to determine more than the requirements of what is called the “full road standard”. Therefore, they could build more easily than normal.
The work in Helgeland is similar to that of Valdres. But here it is also included in the contract that the contractor who built the road is responsible for operation and maintenance for the next 15 years.
Since the Veivesenet construction of a new Rv 3 through Østerdalen from Rena and in the direction of Alvdal. Photo: Harald Vingelsgård
The plan for exactly where a road should go is called a zoning plan. According to Cato Løkken, the project in Valdres was the first time in Norway where those who were to be responsible for the actual construction participated in its realization.
– When we cut costs as much as we have in Valdres, Østerdalen and Helgeland, we also cut CO2 emissions dramatically. That we use much of the road that already exists is the keyword, says road director Ingrid Dahl Hovland. Photo: Norwegian Public Roads Administration
Veivesenet: It was with us that he learned the formula for success
Two companies are currently designing roads in Norway: the Norwegian Public Roads Administration and the government’s own road company, Nye Veier. The latter has been highly successful and has saved large sums of money by allowing contractors to leave early, thinking of the same standard over long stretches and improving the standards of the roads where it could be stored.
The current director of the Norwegian Public Roads Administration, Ingrid Dahl Hovland, has also led Nye Veier. She now admits that she brought with her the formula for the success of Veivesenet’s E6 project in Helgeland when she became director of New Roads.
– I got acquainted with the Helgeland model. E6 Helgeland is the mother of all early involvement. The model was used as a template for the first major contract at Nye Veier, he says.
But while Nye Veier has consistently used the formula, Veivesenet herself has often stuck with traditional methods. They have planned the roads in detail. And then inform the contractors exactly how to build.
Cato Løkken works in road construction, operation and maintenance in the eastern department of Veivesenet. Photo: Norwegian Public Roads Administration
Therefore, they did not follow their own recipe for success.
According to Cato Løkken, Veivesenet’s department at Hedmark came out early to think about new contracts and the involvement of contractors. But they lowered their thumb.
The Norwegian Public Roads Administration, Veivesenet’s top management, banned the use of the method on national roads, says Løkken.
According to him, road regulations have also largely governed road construction in Norway. Which has led to building new or “patching” roads here and there.
Construction contracts generally cover only a few kilometers of road. In Helgeland, Veivesenet will improve a total of more than 100 km, including the work carried out.
– Before, it required 30 to 40 contracts. Now we get by with two, says Bård Nyland.
– Today, the model that Hedmark is eager, developed. With design and construction agreements with contractors. We will probably use it more, says Cato Løkken.
