Compleating the cirkle

New ringroad at Oslofjord Taking the Raet from E18 to E6

Supervisors: Alf Haukleand, Thea Hartann, Alice Labadin Students: Maia Graff AHO Autum 2009 Before man settled upon the land, the ice lay thick and smoothing over Norden. Where the ice threw off its melting waters and neatly collected materials of sand and rocks, belts of glaviskoal material piled up to a ra. 10 000 years later, man had settled, and started molding the land to fit his activity. Agricultural land evolved, forestry and still under all this, lay the geology as a set of opportunities and shortcommings. To travel in Norway have been a choice between the boat and the winding, steep roads of the mouintains. In modern times the car and the railway have tried fitting in to this. From the 1950 and -60 it has been possible to buy a car for the normal inhabitant of Norway. The growth in numbers and use for cars have exploded in the last 20 years. Somehow the transportation authorities have been lacking behind to rebuild old roads and in shaping new trasees in the steep topography of Norway. I do not know the future, but the present is impossible to neglect. We face a potential manmade global warming, and the targeting of where we should change is told to be CO2 - a burning product. Maybe the case is that fuel will end and the future holds other forms of transportation, but at present we are dealing with the fact that we do drive cars, busses, trailers and vans. As it looks we will be continuing with that. The roads design and how much pollution it generates do matter. Good flowing traffic at steady speed and with moderate elevations and turns to make is less polluting than fast acceleration, a lot of turning and climbing. Looking at the population growth and transportation in the Oslo region we do deal with some sentras and some desentras. The regional roads that follow the land and the fjord only have three passings. At Moss you can take the ferry to Horten, and aproxomately 3500 cars do that each day. At Drbak, you can take a tunnel under the fjord, 6700 cars do that each day (2008). The tunnel tells a story of politics, with are not too relevant. Originally they estimated 4000 cars a day, and I guess they had no idea of the problems big vans would have with the steepness. And then, we have the spaghethi of roads going in to the center ring of Oslo, contributing to pollution, slow trafic and parking problems. Lets do a concept of three good markings - a way round and on the outside of Oslo designed to high regional road standard, a marking of the raet by placing the road at its line, which will preserve its story at places like Svelvik, and enlighten the nearby areas of a skyline with windmills over the woods. Lets have a look at the new reginal road from Sande over Svelvik to Drbak.

The yelow streach represent the area where our road will find its way to complete the cirkle.

The Raet is one of manny leftower from the ice age, it crosses from north of Drbak across Hurum over Svelvik, and then the walley of Sande. Today quarries are the wisible parts of this, and the rest is under argicultural use or are woods.

Conseptdrawing of the regional road throu the woods of Hurum. The windmills will be a linear experience howering over the tops of the wood, marking the streach and singing steadely in the pressence of cars.

Analyses and type of road

The evolution of roads go from the small track to and from local earends; a drop by the neighbour, a visiting to the shop, to the fields, and then back again. The road might pass near by housing, going through villages, climbing nearby churches and will wind its way around the topography. Today the very local roads are refined by having a dead end for cars, or closing them out, letting the pedestrians have more room and giving children room to play. Then we have the span from the roads collecting the traffic from these, up to the big barrier of a autobahn, where you have problems passing or getting anywhere without entering. The line of the roads have differences due to where they are. A urban road, might follow the quartals, having charp corners and linear stretch between these. The speed is limited by this. A landly road will have curves folowing the topography, sweeping in the rythem of the speed you are following. Making a regional road, the lines and crossings should take into consideration the speed and the need for both not being to disturbed and the need of not being bored by long mountanous stretch, and the increase in traffic we have seen in the last decades - the tendencies are the same today. The viaduct is quite close to the old idea of the aquaduct, used as we know it for the romans, 2000 years ago. The viaduct answer a problem when the road potentialy will become a barrier of wind, man, animals, water and sight. Of the modern molding of the landscape we have the big fill, the cutting and the tunnel. These will help a fast road in finding its way. New rules for tunnels, says that the tunnel will be double so cars dont have to meet traffic going the opposite way. The analyses in this assigment is fast, functional, and only the one of important is gathered here.

Road

Sande; quicklay and argicuture landscap of heritage value

The thicknes of the linje represent the amount of traffic that uses the road at a daily basis. The coloring refer to the glowing of heated iron - white is the hotest.

Drbak-Hurum Wildlife, consevationareas and the site quality of wegetation

Tunels ideas

Sande-Ryggen

Three drawings with ideas to entering of the tunels.

A old map of Ryggen and Svelvik. The querry of today have remowed half of the landform. Its like digging out a landscapes nose, removing it all.

Consept of road
Over and through the topography, climbing, digging, and roundabouts.
I will argue that the possible future amount of cars and the high standard of a nice flowing road in this assignment wil be answered best in a 4 lane road, with a barrier between. The barrier makes head on crashes unexciting. The space and the flow will be best by letting the lines and the view consider it as a big regional road as a start. The tunnels have anyway been double, and the bridges should be 4 lanes from the start so they dont stop the flow of traffic. The rest might be built in two steps, 2 lanes first, and then 2 extras later on.

The roadstrech in plan.

Consept of roundabout, wich let the traffic flow nicely in the road itself. Ramps go up or down to the roundabout.

An example road -the Viaduct of Crni-kal.

Below: A photomontage of the bridgespan and viaduct of Svelvik. The Viaduct is marking the old terreng of Ryggen.

Sande

The litle man at the foot of the pilars show us the dimension of the vaduct at Svelvik. Aproxomately 45 m high.

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0 This is the start of the Road at E18, Hanekleiva.

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A drawing of the typical walley features of Sandes topografy.

The walley of Sande streches nearly all the way up to Drammen. Several rivers is running in the botom, and strong flows of winds go in the direction of the walley. The animal life at the seafornt is rich, and the botom ofthe walley is used for argiculture. Cause of quiqlay and the old argiculture area north of the senter, the road is south of it. Pointet on high pilars it let the walley breath, and take a magnificent wiev of the gulf on the way.

Svelvik og Ryggen

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Drbak og Hurum

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