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Rail transport is expected to become a key component in the development of a long-term sustainable transport system. The planning, construction, operation, and maintenance of railway infrastructure are crucial in this effort. Hence, it is essential to ascertain that the railway infrastructure withstands and is adapted to extreme weather conditions and climate change. This study focuses on evaluating climate adaptation measures for lateral track buckling in Sweden. Through a literature review and interview with an expert at Swedish Transport Administration, it is highlighted that the maintenance status of railway infrastructure plays a significant role in the occurrence of lateral track buckling. According to the expert, inadequate track maintenance is the primary cause of lateral track buckling rather than weather variables like air temperature. The interview also clarifies that the chain of events related to the handling of track buckling is mainly initiated by the observation of a discrete lateral irregularity by a train driver, whereupon the train dispatcher at the traffic management center stops traffic until the location in the track has been inspected by a track entrepreneur. During the inspection, up to half of the observed cases of track buckling turn out to be false.

There is mounting evidence that tire wear particles can harm natural systems, but worldwide trends in car weight and car usage, mean emissions are set to increase. To control tire wear emissions and help understand fate and transport, detailed characterisation of the particles, and the relationship between road surface properties and emission profiles is needed. This study deployed a suite of experiments utilising the advanced road simulator of the Swedish National Road and Transport Research Institute to compare seasonal tire types from three brands. An extraction method was developed for a coarse (>30 µm) fraction of tire and road wear particles (TRWP), and a comprehensive physicochemical characterisation scheme applied to both TRWP and tire-tread, including microscopy, energy-dispersive X-ray spectroscopy and pyrolysis-GC/MS. Road simulator dusts and hand-picked TRWP showed differences in shape, numbers, and mass between tire types and brands, and between asphalt and cement concrete road surfaces. Contrary to accepted perceptions, tactile analyses revealed that firm-elastic TRWP comprised only a minor proportion of TRWP. Fragile and chemically distinct tire-road-derived particles, termed here sub-elastic TRWP, comprised 39–100% of TRWP. This finding raises urgent questions about overall TRWP classification and identification features, resistance to weathering, and environmental fate. At the same time, differences in TRWP generation between tire formulations, and road surfaces, show potential for controlling emissions to reduce global impacts.

Tyre and road wear particles (TRWP) are an important microplastics contributor to the environment, although direct observations along suggested pathways are virtually absent. There are concerns for both human health and ecosystems from TRWP exposure and leached chemicals. Due to great analytical challenges in detection and characterization, almost nothing is known about the physicochemical characteristics, occurrence, fate and transport of TRWP in the environment. Diverse tyre types exist for different seasons and vehicle profiles, and their formulations are undisclosed proprietary information. Here we show TRWP dispersion in marine sediments, and a direct link between tyre formulation, tread hardness and TRWP emissions. Softer tyres with higher natural rubber and carbon black content generate higher particle wear. Sediment TRWP dominates the microplastics assemblage close to the city, while showing a much more steeply reducing concentration gradient with distance from the source, suggesting different transport behaviour compared to lower density microplastics. This implies that urbanized coastal ecosystems are impacted by the accumulating TRWP, with consequences for sediment ecosystems.

Klimatförändringarna är idag påtagliga och även om vi snabbt får ner utsläppen av växthusgaser kommer fler, mer omfattande och mer kostsamma klimatrelaterade händelser att inträffa alltmer ofta. Kostnaderna inom den svenska transportsektorn för klimatrelaterade händelser som skadar gator, vägar, spår-/järnväg, med flera sårbara delar av infrastrukturen är stora redan idag och förväntas öka. Översvämningar, bränder och skador till följd av väderrelaterade händelser på anläggningar resulterar bland annat i minskad framkomlighet och en ökad risk för olyckor. För att upprätthålla transportsystemets funktion är det därför viktigt att vi vidtar riskreducerande åtgärder för att minska sannolikheten och omfattningen av negativa konsekvenser av både dagens klimat- och väderrelaterade händelser men framför allt för att hantera framtida klimatrelaterade händelser. Det är nödvändigt att säkerställa transportsystemets funktion vid extrema väderhändelser, och under perioder av långvarig nederbörd, långvariga värmeböljor och förändrade nederbördsmönster. Det gäller också att redan idag möjliggöra anpassningsåtgärder för att hantera långsiktiga förändringar som höjd havsvattennivå och grundvattennivåer, som påverkar infrastrukturens framkomlighet och livslängd. I denna rapport presenteras sammanfattande resultat och en sammanfattning av hur ett ramverk för att utvärdera klimatrelaterade effektsamband har använts. Med effektsamband avses att identifiera, bedöma och värdera klimatrelaterade risker och riskreducerande åtgärder. I denna rapport är fokus på att identifiera, bedöma och utvärdera effektiviteten av klimatrelaterade åtgärder. Resultatet av det framtagna ramverket kan användas för att analysera riskreducerande åtgärders effekter, det vill säga för att bedöma om det är relevant att genomföra en åtgärd, när i tiden den bör genomföras samt för att bedöma vilken åtgärd som är mest relevant att genomföra. De risker som beaktas genom fallstudier innefattar brandrisk, olycksrisk på, Even if the greenhouse gas emissions are rapidly reduced, the ongoing climate change will result in extensive and costly climate-related events that will occur more frequently. The costs in the Swedish transport sector for such events damaging streets, roads, rail/railways, and other vulnerable parts of the infrastructure are high today and are expected to increase. The consequences of weather-related events are, among other things, reduced accessibility, and increased risk of accidents. To maintain the functioning of the transport system, it is important to undertake risk-reducing measures related both to today's climate, but above all, to manage future climate-related events. It is necessary to ensure the functioning of the transport system during extreme weather events, and during periods of prolonged precipitation, prolonged heatwaves and changing precipitation patterns. It is also important to enable adaptation measures to deal with long-term changes such as rising sea levels which affect the accessibility and lifespan of the infrastructure. This report presents a summary of results and a summary of how a framework for evaluating climaterelated impact relationships has been used. Effect relationships refer to identifying, assessing, and evaluating climate-related risks and risk reduction measures. In this report, the focus is on identifying, assessing, and evaluating the effectiveness of climate-related measures. The results is a framework for assessing the effect of risk-reducing measures, i.e., to assess whether it is relevant to implement a measure, when in time it should be implemented and to assess which measure is most relevant to implement. The risks have considered in case studies and include fire risk, risk of accidents on streets and roads due to zero crossings or heat, flooding, erosion and landslides and impact on road construction (rutting, bearing capacity and fatigue), track buckling and risks related to high winds. The tests have included hazard, Metod för att prioritera och bedöma nyttan av klimatanpassningsåtgärder – rätt åtgärd på rätt plats och i rätt ordning

Microplastics from road traffic, mainly from tyre wear, are globally considered to be one of the largest sources of microplastic contamination in the environment. Plastics can either be deposited in the road vicinity, at the roadside and in ditches or spread via stormwater and air to the environment and receiving water bodies. In cold climates, microplastics, as well as other traffic-related pollutants, can be temporarily stored in snow and ice on and around roads and streets. The location and concentration of these pollutants is influenced by winter operations, where ploughing and skid control contribute to redistribution, and by melting and compaction of ice and snow. This creates reservoirs of microplastics and other pollutants, which are released into stormwater or surrounding soil during thaws, but also provides an opportunity to reduce the spread of microplastics by managing snow and ice appropriately. In the present report, a case study of microplastics in snow has been carried out in the municipality of Karlstad in Sweden, to get an idea of the potential variation, both in terms of concentration and total amounts in relation to traffic and the location of the sampling in the street environment. Microplastics have been analysed by pyrolysis GC/MS to identify tyre-specific polymers in combination with eight commonly occurring plastic types. In addition, six municipalities in different parts of the country responded to a questionnaire on microplastics in snow and urban snowmelt management. The results show that microplastics related to tyre wear (rubber polymers) tend to be present in higher concentrations on and near the carriageway. Other plastics show a less clear link to traffic. Along a salted bicycle lane, an elevated level of polypropylene, from which the brush of the sweep-salting machine is made, could be detected in the surface layer of the snow. In general, knowledge about microplastics in urban snow is low in the municipalities that responded to the, Mikroplaster från vägtrafik, främst från slitage av däck, bedöms globalt vara en av de största källorna till kontamineringen av mikroplast i miljön. Plasterna kan antingen deponera i närområdet, vid vägkanten och i dikena eller spridas via dagvatten och luft till omgivning och recipienter. I kalla klimat kan mikroplaster, liksom andra trafikrelaterade föroreningar, komma att mellanlagras i snö och is på och kring vägar och gator. Var föroreningarna återfinns, och i vilka halter, som de påverkas av vinterdriften, där plogning och halkbekämpning bidrar till omfördelning, samt av smältning och kompaktering av is och snö. Detta skapar förråd av mikroplaster och andra föroreningar, som vid töväder frigörs till dagvatten eller omgivande mark men utgör även en möjlighet att minska spridningen av mikroplaster genom att hantera snö och is på ett anpassat sätt. I föreliggande rapport har en fallstudie av mikroplaster i snö genomförts i Karlstad för att få en bild av den potentiella variationen, både med avseende på koncentration och totala mängder i förhållande till trafik och var i gatumiljön proverna tagits. Mikroplaster har analyserats med pyrolys GC/MS för att kunna identifiera däckspecifika polymerer i kombination med åtta vanligt förekommande plasttyper. Vidare har sex kommuner i olika delar av landet besvarat en enkät om mikroplaster i snö och hantering av urbana snömassor. Resultatet visar att mikroplaster som kan relateras till däckslitage (gummipolymerer) tenderar att förekomma i högre halter på och nära körfälten. Övrig plast visar mindre tydlig koppling till trafik. Längs ett sopsaltat cykelstråk kunde en förhöjd halt av polypropen, som sopsaltmaskinens borste är tillverkad av, påvisas i snöns ytskikt. Generellt är kunskapen om mikroplaster i urban snö låg hos de kommuner som besvarade enkäten.

Microplastics from road traffic are mainly caused by tyre wear, which is globally considered to be one of the largest sources of microplastics. Tyre wear particles have been shown to occur in all media (road surface, air, soil, stormwater, lakes and rivers and coastal sediments) and are dispersed both by runoff and by atmospheric transport. To reduce the dispersion and possible effects of road traffic microplastics emissions, measures can be taken to prevent the formation of particles and to prevent their dispersion through treatment measures. This study focuses on street cleaning as a method to reduce emissions, but as many street cleaning methods are based on the use of plastic brushes, cleaning as a source of microplastics has also been considered. The study was carried out in collaboration with the municipality of Karlstad and included a review of how street cleaning is carried out in Karlstad in relation to uptake and dispersion of microplastics. Furthermore, a comparison between two cleaning machines (elevator and vacuum) has been made and a monitoring of microplastic amounts on the road surface during different phases of spring sweeping has been carried out. In order to estimate the amount of plastic torn from the brushes, weighing of the brushes has been carried out. In order to gain knowledge about the work of more municipalities on street sweeping from a microplastic perspective, a questionnaire study was sent out to six municipalities in different parts of the country. The results show that both cleaning machines have the capacity to reduce the amount of microplastics on the road surface. However, during spring sweeping, the amount of polypropylene (the most common plastic in the brushes) on the road surface increases. The distribution of analysed plastics differs significantly between the road surface and the material collected by the machines. This is thought to be due to the fact that the machines mainly collect coarser fractions, while finer fraction, Mikroplaster från vägtrafik har i huvudsak däckslitage som källa, vilket globalt bedöms vara en av de största källorna till mikroplaster. Däckslitagepartiklar har visat sig förekomma i alla medier (vägytan, mark, luft, dagvatten, sjöar och vattendrag och kustnära sediment). Partiklarna sprids både genom avrinning och genom lufttransport. För att minska spridning och eventuella effekter av vägtrafikens mikroplastutsläpp kan åtgärder vidtas för att dels förhindra bildningen av partiklar, dels för att förhindra spridningen genom reningsåtgärder. Denna studie fokuserar på gatustädning som metod för att minska emissionerna, men då många gatustädmetoder baseras på användning av plastborstar, har även städningen som källa till mikroplaster undersökts. Studien har genomförts i samverkan med Karlstads kommun och omfattat en genomgång av hur gatustädningen genomförs i Karlstad i relation till upptag och spridning av mikroplaster. Vidare har en jämförelse mellan två städmaskiner (elevator och vakuum) gjorts och en uppföljning av mikroplastmängder på vägytan under olika moment av vårsopning genomförts. För att uppskatta hur mycket plast som slits från borstarna har vägning av borstar genomförts. För att få kunskap om fler kommuners arbete med gatusopning ur ett mikroplastperspektiv, har en enkätstudie skickats ut till sex kommuner i olika delar av landet. Resultaten visar att båda städmaskinerna har kapacitet att minska mängden mikroplast på vägytan. Under vårsopningen framgår dock att mängden polypropylen (den vanligaste plasten i borstarna) ökar på vägytan. Fördelningen av analyserade plaster skiljer sig markant mellan vägytan och det material som maskinerna samlat in. Detta bedöms bero på att maskinerna huvudsakligen samlar in grövre fraktioner, medan finare fraktioner blir kvar på vägytan. Kunskapen om, och därmed också beaktandet av just mikroplaster i relation till driftåtgärder som gatustädning, är i dagsläget låg bland tillfrågade kommuner, men kännedom finns liksom be

Knowledge about how implemented policy instruments have performed is important for designing effective and efficient policy instruments that contribute to reductions of greenhouse gas emissions. This paper carries out a meta-evaluation of ex-post evaluations of climate policy instruments in the freight transport sector. By analysing the outcomes and quality of evaluations, the aim is to identify whether estimated effects of policy instruments can be compared between evaluations and if the results are appropriate to use for evidence-based decision making. To analyse these aspects, commonly applied evaluation criteria are assessed and classified according to an assessment scale. We confirm that few ex-post evaluations are carried out and that there is a gap between evaluation theory and how ex-post policy evaluations are performed in practice, where evaluation criteria recommended in policy evaluation guidelines are found to often be neglected in evaluations. The result is a lack of systematic climate policy evaluation which hinders reliable conclusions about the effect of policy instruments. There is a need for more systematic monitoring and evaluation of implemented policy instruments and we suggest that evidence-based decision making can be improved by adjusting current policy evaluation guidelines and by introducing an evaluation obligation., Research funding was provided by the Swedish Transport Administration via Lindholmen Science Park AB for the project Triple F: Policy Instruments for Fossil Free Freight (PIFF) (VTI project number 204918 and Triple F project number 2020.3.2.14).

Metodik för styrning av cirkulär masshantering i Trafikverket är inriktad på moment som genomförs i projekteringsskedet. Det saknas metodik för hur indikatorer och nyckeltal kan föras över till entreprenaden. För att förbättra krav och incitament i entreprenadupphandling måste krav som är upphandlingsbara och uppföljningsbara i entreprenaden utvecklas. Syftet med detta projekt är att, i en förstudie, ta fram förslag på indikatorer och nyckeltal för upphandling som kan användas för att sätta krav och ge incitament som kan föras in i Trafikverkets upphandlingar för att förbättra masshanteringen, såväl i planeringen av projekt som i själva utförandet. De krav och incitament som på längre sikt ska arbetas fram ska kunna användas vid upphandlingar och därmed bidra till att entreprenörer kommer att arbeta mer cirkulärt, hållbart och innovativt med masshantering än i dagsläget. Huvudsyftet är att upphandlingsförfarandet ska bidra till att uppnå Trafikverkets mål att infrastrukturen ska vara klimatneutral senast år 2045. Arbetet utgörs av en omvärldsanalys som baseras på internationell och nationell litteratur, masshanteringsrapportering samt intervjuer. Från omvärldsanalysen framgår att regelverken kring uppgrävda massor inte är tydlig, men att massorna klassas som avfall i de flesta länder. Detta leder i sin tur till att massorna inte återvinns i så hög grad som är teoretiskt möjligt och inte heller så högt upp som möjligt i värdekedjan. För att förbättra detta krävs tydligare incitament, indikatorer och nyckeltal samt redovisningsverktyg och guidande material från Trafikverket. I detta projekt har förslag på indikatorer och nyckeltal tagits fram. Dessutom har en Excelbaserad prototyp för hur flera av dessa kan redovisas tagits fram. Denna ska när den färdigställts kunna användas såväl inför en upphandling som för att användas för att följa upp och utvärdera masshantering i ett projekt. Rapporten ger också förslag på fortsatt arbete för att utveckla prototypen för utvä, Methodology for controlling circular mass handling in the Swedish Transport Administration is focused on elements that are carried out in the design phase. There is a lack of methodology for how indicators and key performance indicator can be transferred to the contractor. To improve requirements and incentives in contract procurements, requirements that are procurable and which can be followed-up must be developed. The purpose of this project is to, in a feasibility study, develop proposals for indicators and key performance indicators for procurement that can be used to set requirements and provide incentives that can be introduced in the Swedish Transport Administration's procurements to improve mass management, both in the planning of projects and in the actual execution. Future requirements and incentives should be able to be used in procurements and thus contribute to entrepreneurs working more circularly, sustainably and innovatively with mass handling than at present. The main purpose is that the procurement procedure should contribute to achieving the Swedish Transport Administration's goal: the infrastructure should be climate neutral by 2045. The work consists of an analysis based on international and national literature, mass management reporting and interviews. Based on the collected material, it appears that the regulations regarding excavated masses are not clear, and that the masses are classified as waste in most countries. This, in turn, leads to excavated masses not being recycled as much as is theoretically possible, nor as optimally as possible according to the value chain. To improve this, clearer incentives, indicators and key performance indicators are required, as well as accounting tools and guidance material from the Swedish Transport Administration. In this project, proposals for indicators and key performance indicators have been developed. In addition, an Excel based prototype for how several of these indicators can be reported both, Hållbar masshantering - indikatorer och nyckeltal för incitament för reducerad klimatpåverkan vid upphandling

Sunra (Sustainability: National Road Administrations) är Trafikverkets beslutstödsverktyg som utvecklats för att användas i väg- och järnvägsprojekt genom att sätta ambitionsnivå för olika hållbarhetsaspekter och följa upp arbetet mot dessa på ett strukturerat sätt. I detta PM beskrivs hur Sunra ska användas, följt av ett kapitel med förslag på var i planeringsprocessen Sunra kan användas. Därefter redovisas de teman och aspekter som beaktas inom Sunra och underliggande frågeställningar som utgör resultatet av de uppdateringar som gjorts i denna version. I denna version har Sunra även stämts av mot de globala hållbarhetsmålen liksom Trafikverkets tolkning av dem i form av Målbild 2030. Syftet med Sunra är att det ska användas för att bidra till en hållbar utveckling med en högre ambitionsnivå än enbart de lagkrav och andra kriterier som måste tas hänsyn till. För de aspekter som beaktas är därför minikrav på målsättning de lagkrav som finns och Trafikverkets egna mål samt policyer. Detta PM är en sammanställning av den senaste versionen av Sunra som innefattar ett större anpassnings- och uppdateringsarbete av Sunra version 2018-11-151 inom ramen för delprojekt 1.12 Sustainable analysis for smart maintenance i programmet Mistra Inframaint. Uppdateringen har gjorts för att Sunra ska kunna användas både inom investerings samt drift- och underhållsprojekt. Uppdateringar har gjorts både med avseende på de aspekter som beaktas inom de olika Temana, vilka Teman olika aspekter beaktas inom samt för att stämma med pågående arbetssätt inom Investera och Drift och Underhåll på Trafikverket. I arbetet med uppdateringen har experter från Drift och Underhåll samt Investering medverkat., Sunra (Sustainability: National Road Administration) Sunra is the Swedish Transport Administration’s (STA) decision support tool developed to be used in road projects by setting the level of ambition for different sustainability aspects and following up the work towards these in a structured way. This memo describes how to use Sunra, followed by a chapter with suggestions on where in the planning process Sunra can be used, followed by chapters presenting the themes and aspects that are considered within Sunra and the underlying issues that constitute the result of the updates made in this version. In this version, Sunra has also been sued against the global sustainability goals as well as the Swedish Transport Administration's interpretation of them in Målbild 2030. SUNRQ aims to use it to contribute to sustainable development with a higher level of ambition than just the legal requirements and other criteria that need to be taken into account. Therefore, for the aspects taken into account, minimum requirements for objectives are the legal requirements that exist and the Swedish Transport Administration's own objectives and policies This memo is a compilation of the adaptation and update work made by Sunra version 2018-12-152 within the framework of sub-project 1.12 Sustainable analysis for smart maintenance in the program Mistra Inframaint. The update has been made to enable Sunra to be used both within investment, operation and maintenance projects. Updates have been made with respect to the aspects that are taken into account within the different Themes, within which Themes different aspects are taken into account and to match ongoing working methods within Investment and Operation and Maintenance at the Swedish Transport Administration. In the work on the update, exports from Operation and Maintenance and Investment have been involved.

Gentle Remediation Options (GRO) are remediation measures involving plants, fungi, bacteria, and soil amendments that can be applied to manage risks at contaminated sites. Several studies and decision-support tools promote the wider range of benefits provided by GRO, but there is still skepticism regarding GRO implementation. Key issues that need to be better communicated are the various risk mitigation mechanisms, the required risk reduction for an envisioned land use, and the time perspective associated with the risk mitigation mechanisms. To increase the viability and acceptance of GRO, the phytomanagement approach implies the combination of GRO with beneficial green land use, gradually reducing risks and restoring ecosystem services. To strengthen the decision basis for GRO implementation in practice, this paper proposes a framework for risk management and communication of GRO applications to support phytomanagement strategies at contaminated sites. The mapping of the risk mitigation mechanisms is done by an extensive literature review and the Swedish national soil guideline value model is used to derive the most relevant human health exposure pathways and ecological risks for generic green land use scenarios. Results indicate that most of the expected risk mitigation mechanisms are supported by literature, but that knowledge gaps still exist. The framework is demonstrated to support the identification of GRO options for the case study site given two envisioned land uses: biofuel park and allotment garden. A more easily understandable risk management framework, as proposed here, is expected to act as a communication tool to educate decision-makers, regulatory bodies and other stakeholders for better understanding of risk mitigation mechanisms and preliminary timeframes of various GRO, particularly in the early stages of a brownfield redevelopment project. © 2021 The Authors

Sunra (Sustainability: National Road Administrations) är Trafikverkets beslutstödsverktyg som utvecklats för att användas i väg- och järnvägsprojekt genom att sätta en ambitionsnivå för olika hållbarhetsaspekter och följa upp arbetet mot dessa på ett strukturerat sätt. I denna avrapportering beskrivs resultatet av fortsatt utveckling av Sunra anpassat för lokal och regional infrastruktur. Resultatet är prototyperna Sulri (Sustainability Local and Regional Infrastructure) och Sulri-frekvent. Sulri-frekvent är avsett att användas för mer frekventa projekt, som till exempel asfaltering av befintliga gator. Sulri också är tänkt för projekt som är lite mer komplexa såsom att tänka om eller planera nytt som till exempel att förbättra för aktivt resande, att klimatanpassa ett område eller att anpassa en gata, en plats eller ett område efter andra behov. Men Sulri kan i princip användas även för mer frekventa eller mindre projekt. I denna rapport beskrivs en första version av Sulri. Rapporten visar på hur verktyget ska användas. Därefter redovisas i kapitel 3 de teman och aspekter som beaktas inom Sulri och underliggande frågeställningar som utgör resultatet av de uppdateringar som gjorts i denna version. I bilaga 2 ges motsvarande redovisning för Sulri-frekvent. I bilaga 1 redovisas relevanta underlag för de olika teman och aspekter som beaktas i Sulri., Sunra (Sustainability: National Road Administration) is a decision support tool developed to be used in road projects by setting the level of ambition for different sustainability aspects and following up the work towards these in a structured way. This memo describes the results of continued development of Sunra adapted for local and regional infrastructure. The result is the prototypes Sulri (Sustainability Local and Regional Infrastructure) and Sulri-frequent. Sulri-frequent is intended to be used for more frequent projects, such as paving existing streets, and Sulri is intended for projects that are a little more complex such as rethinking or replanning such as improving for active travel, climate adaptation of an area or adapting a street, a place or an area to other needs, but Sulri can in principle also be used for more frequent or smaller projects. This report describes a first version of Sulri. The report shows how the tool should be used. Chapter 3 then presents the themes and aspects that are considered within Sulri. Appendix 2 gives the corresponding information for Sulri-frequent. Appendix 1 presents relevant documents and links for the different themes and aspects considered in Sulri.

Tire wear particles (TWP) are assumed to be one of the major sources of microplastic pollution to the environment. However, many of the previously published studies are based on theoretical estimations rather than field measurements. To increase the knowledge regarding actual environmental concentrations, samples were collected and analyzed from different matrices in a rural highway environment to characterize and quantify TWP and other traffic-derived non-exhaust particles. The sampled matrices included road dust (from kerb and in-between wheeltracks), runoff (water and sediment), and air. In addition, airborne deposition was determined in a transect with increasing distance from the road. Two sieved size fractions (2–20 µm and 20–125 µm) were analyzed by automated Scanning Electron Microscopy/Energy Dispersive X-ray spectroscopy (SEM/EDX) single particle analysis and classified with a machine learning algorithm into the following subclasses: TWP, bitumen wear particles (BiWP), road markings, reflecting glass beads, metals, minerals, and biogenic/organic particles. The relative particle number concentrations (%) showed that the runoff contained the highest proportion of TWP (up to 38 %). The share of TWP in kerb samples tended to be higher than BiWP. However, a seasonal increase of BiWP was observed in coarse (20–125 µm) kerb samples during winter, most likely reflecting studded tire use. The concentration of the particle subclasses within airborne PM80-1 decreases with increasing distance from the road, evidencing road traffic as the main emission source. The results confirm that road dust and the surrounding environment contain traffic-derived microplastics in both size fractions. The finer fraction (2–20 µm) dominated (by mass, volume, and number) in all sample matrices. These particles have a high potential to be transported in water and air far away from the source and can contribute to the inhalable particle fraction (PM10) in air. This highlights the importa

Recently, Europe is experiencing more frequent and greater floods compared to the last 500 years due to climate change among other factors. This has increased the associated risks, especially in urban areas, which poses a great challenge to all stakeholders. To protect traffic networks from possible floods, this paper uses QGIS, remote sensing data, and HEC-HMS model to assess flooding events and possible adaptation measures. Two case studies have been taken; 1) a 60-mm rainstorm that occurred in 2012 on a main road in the Northern part of Sweden (NB)); and 2) a 35-mm rainstorm that occurred in 2019 in the Southern part of Gothenburg (GO). The resulting flood hydrographs show that the peak reached are 0.5 m3/s and 3.8 m3/s in GO and NB, respectively. To adapt to these flood events, four adaptation measures were assessed namely afforestation, permeable pavements & green roofs, multi-use detention basins and culvert installation considering food production, biodiversity, prosperity, and the environment. The study has shown that afforestation is an effective flood risk mitigation measure to handle both moderate and extreme rain events. Well-maintained permeable surfaces and green roofs are effective in reducing flooding due to moderate rainfall, but not in reducing the impacts of extreme rainfall events. Well-designed multi-functional detention basins are good flood protection measures, however, if they are not well-maintained, their efficiency may be reduced by up to 90 %. Culverts are effective for frequent and limited rain events but extreme rain events may even increase flood risk and thereby contribute to damaging the infrastructure.

To fulfil the global sustainable development goals (SDGs), achieving sustainable development is becoming urgent, not least in the transportation sector. In response to this, the sustainability framework Sustainability National Road Administrations (SUNRA) was developed to contribute to improving the sustainability performance of national road administrations across Europe. In the present study, the framework has been tested, applied and further developed to be applicable for target setting and follow-up at the project level at both the Swedish Transport Administration (STA) and at municipal levels. The aim was a framework relevant for investment, re-investments, maintenance and operation projects and also to make it more user applicable. The study also investigated how the framework can contribute to sustainability, identified drivers and barriers for applying the framework and examined whether the framework can be applied and adapted to projects of different complexities. The adaptations and developments were done in collaboration between researchers and practitioners. The results show that the framework could easily be used and adapted for investment, re-investment, maintenance and operation projects in the planning stage, as well as for small municipal establishments, construction or reconstruction of residential areas and frequent maintenance. The framework contributes to increased awareness on sustainability, and it provides a common structure and transparency on how infrastructure project goals/targets are set and fulfilled. The framework can also be applied to follow the fulfilment of the goals/targets and thereby adapt the project to better fulfil the goals. Identified barriers include the lack of obligations and lack of experience in using sustainability frameworks.