VTI r
appor
t 500A • 2004
Swedish Road Account – Mälardalen
1998–2002
VTI rapport 500A · 2004
Swedish Road Account – Mälardalen
1998–2002
Publisher: Publication:
VTI rapport 500A
Published:
2004
Project code:
91003
S-581 95 Linköping Sweden Project:
Marginal cost of transport – infrastructure
cost
Author: Sponsor:
Fridtjof Thomas
Swedish Transport and Communications
Research Board (KFB)/Swedish Agency for
Innovation Systems (VINNOVA)
Swedish National Road Administration
Title:
Swedish Road Account – Mälardalen: 1998 – 2002
Abstract (background, aims, methods, results) max 200 words:
In 1996, the Swedish National Road Administration (SNRA) began systematically collecting and
recording costs associated with new construction, improvements, maintenance and operation of the
national road network in a system known as VERA (an acronym for “Verksamhetsuppföljning and
resultatanalys” – or, in English, “activity follow-up and results analysis”). Information about traffic
and the composition of the infrastructure in terms of road categories and maintenance classes can be
obtained from the SNRA Road Data Bank (VDB). VDB’s frame of reference is a system of nodes and
links that represent the national road network. Conversely, VERA’s frame of reference consists of
executed objects that can be linked to a geographical site, mainly via a road number and a datum
identifying the affected municipality.
The purpose of this project has been to create a register of costs, infrastructures, and associated
traffic that ties the VERA cost data to the VDB infrastructure and traffic data at the most detailed level
possible. We have found that, within the context of national road maintenance, operating areas are
currently the smallest well-defined units that can be created. The register is a pilot study and restricted
to the operating areas in the area of Mälardalen.
This VTI report provides information about data gathering and the recorded data. The purpose of this
account is to provide future users of the register with a means of quickly forming an accurate idea of
its contents.
ISSN: Language: No. of pages:
Utgivare: Publikation:
VTI rapport 500A
Utgivningsår:
2004
Projektnummer:
91003
SE-581 95 Linköping Projektnamn:
Delprojekt 'Slitage' inom projektet
Implementering av
marginalkostnads-prissättning i transportsektorn
Författare: Uppdragsgivare:
Fridtjof Thomas
KFB/Vinnova
Vägverket
Titel:
Vägkostnadsdata – Mälardalen: 1998–2002
Referat (bakgrund, syfte, metod, resultat) max 200 ord:
Vägverket (VV) började 1996 att systematiskt samla in och registrera kostnader för nybyggnation,
förbättring, underhåll och drift av det statliga vägnätet i ett system med namn VERA (akronym för
”Verksamhetsuppföljning och resultatanalys”). Uppgifter om trafik, liksom infrastrukturens
sammansättning i termer av vägkategorier eller underhållsklasser, kan erhållas från Vägverkets
Vägdatabank (VDB). VDB:s referensram är ett system av noder och länkar som representerar det
statliga vägnätet. VERA:s referensram är däremot utförda objekt, som kan kopplas till en geografisk
plats främst via ett vägnummer och en uppgift om berörd kommun.
Syftet med detta projekt har varit att skapa ett register över kostnader, infrastruktur och tillhörande
trafik som sammanför VERA:s kostnadsuppgifter med VDB:s infrastruktur- och trafikuppgifter på en
så detaljerad nivå som möjligt. Det har visat sig att inom den statliga väghållningen är driftområden i
dagsläget den minsta väldefinierade enhet som kan skapas. Registret är ett pilotprojekt och omfattar
endast driftområdena i VV:s Region Mälardalen.
Denna VTI-rapport ger uppgifter om datainsamlingen och de registrerade uppgifterna. Syftet med
beskrivningen är att ge registrets framtida användare möjlighet att snabbt bilda sig en kvalificerad
uppfattning om dess innehåll.
ISSN: Språk: Antal sidor:
Foreword
One of the cornerstones of Swedish transport policy has long been the practice of
choosing investment on the basis of socioeconomic calculations, while pricing
utilization on the basis of socioeconomic marginal costs. Substantial R&D has
been devoted to creating these socioeconomic calculations. On the other hand,
less R&D has historically been focused on pricing issues. In light of this, the
Swedish National Road and Transport Research Institute (VTI) is now conducting
a three-year research project, “Implementation of Marginal-Cost Pricing in the
Transport Sector,” which is being funded by VINNOVA [the Swedish Agency for
Innovation Systems], Banverket (the Swedish rail administration), and the
Swedish National Road Administration (SNRA) in an effort to increase our
knowledge of traffic-related marginal costs. The project is simultaneously
studying transport legislation and addressing both wear costs and accident-related
and environmental costs.
A portion of the marginal costs for road traffic consists of the costs incurred by
the road maintainer due to vehicle wear on the roadway. Even though wear-related
issues have always been important to road maintainers, both we and other recent
researchers have found that the level of knowledge about marginal wear costs is
surprisingly low, both nationally and internationally. Difficulties in gathering cost
data within the road sector constitute one of the reasons for this.
Through the procurement of operation and maintenance currently being carried
out within the Swedish National Road Administration, certain costs will be
accounted for on an individual operating-area basis. Because there are some 150
operating areas in Sweden, it should be possible to create a somewhat subdivided
database for operating and maintenance costs over a number of years. The
hypothesis underlying this project is that, with such a database, it should be
possible to estimate the marginal costs using econometric methods. Such a
database will also contain interesting information about cost trends and cost
discrepancies between the operating areas.
This report presents road cost data for Mälardalen, which is the region we have
chosen to test methods and assess the feasibility of creating such a database. The
data have been gathered and converted into digital format by Ola Nääs. These
digital data were then processed by Fridtjof Thomas, who has also documented
the register in this VTI Report. The time expenditure on the part of SNRA
Mälardalen totaled about 20 hours to determine the operating area costs, based on
location and stretch of road, plus about 60 hours to determine the operating area
costs for major paving projects. Lars Werke from Statistics Sweden contributed
valuable observations as lecturer at the review seminar for the report.
Gunnar Lindberg
Contents
Summary 5
Sammanfattning 7
Background 9
1
General information about the register
10
1.1
Subject area
10
1.2
Principal 10
1.3
Producer 10
1.4
Rules for managing/disseminating data
10
1.5
Purpose 10
1.6
Data gathering methods
10
2
Quality declaration
12
2.1
Register contents
12
2.1.1 Target parameters
12
2.1.2 Exhaustiveness 13
2.2
Reliability 13
2.2.1 Overall reliability
13
2.2.2 Sources of uncertainty
13
2.2.3 Processing 14
2.3
Comparability and co-comparability
15
2.3.1 Comparability between operating areas
15
2.3.2 Comparability between years
15
2.3.3 Price distortion for products/services
15
2.3.4 Co-comparability with other statistics
15
2.4
Availability and comprehensibility
15
2.4.1 Modes of dissemination
15
2.4.2 Presentation 16
2.4.3 Documentation 16
2.4.4 Information services
16
Appendix 1 List of Operating Areas
Appendix 2 List of products/services for PT 3: National Road
Maintenance
Appendix 3 List of acronymic values for the variable PT
Appendix 4 List of all occurring values for the variable PT
Appendix 5 Descriptive statistics for contents of the register
Swedish Road Account – Mälardalen
1998–2002
by Fridtjof Thomas
Swedish National Road and Transport Research Institute (VTI)
SE-581 95 Linköping Sweden
Summary
In 1996, the Swedish National Road Administration (SNRA) began systematically
collecting and recording costs associated with new construction, improvements,
maintenance and operation of the national road network in a system known as
VERA (an acronym for “Verksamhetsuppföljning and resultatanalys” – or, in
English, “activity follow-up and results analysis”). Information about traffic and
the composition of the infrastructure in terms of road categories and maintenance
classes can be obtained from the SNRA Road Data Bank (VDB). VDB’s frame of
reference is a system of nodes and links that represent the national road network.
Conversely, VERA’s frame of reference consists of executed objects that can be
linked to a geographical site, mainly via a road number and a datum identifying
the affected municipality.
The purpose of this project has been to create a register of costs,
infrastructures, and associated traffic that ties the VERA cost data to the VDB
infrastructure and traffic data at the most detailed level possible. We have found
that, within the context of national road maintenance, operating areas are currently
the smallest well-defined units that can be created. The register is a pilot study
and restricted to the operating areas in the area of Mälardalen.
This VTI report provides information about data gathering and the recorded
data. The purpose of this account is to provide future users of the register with a
means of quickly forming an accurate idea of its contents.
Vägkostnadsdata – Mälardalen
1998–2002
av Fridtjof Thomas
Statens väg- och transportforskningsinstitut (VTI)
581 95 Linköping
Sammanfattning
Vägverket (VV) började 1996 att systematiskt samla in och registrera kostnader
för nybyggnation, förbättring, underhåll och drift av det statliga vägnätet i ett
system med namn VERA (akronym för ”Verksamhetsuppföljning och
resultatanalys”). Uppgifter om trafik, liksom infrastrukturens sammansättning i
termer av vägkategorier eller underhållsklasser, kan erhållas från Vägverkets
Vägdatabank (VDB). VDB:s referensram är ett system av noder och länkar som
representerar det statliga vägnätet. VERA:s referensram är däremot utförda objekt,
som kan kopplas till en geografisk plats främst via ett vägnummer och en uppgift
om berörd kommun.
Syftet med detta projekt har varit att skapa ett register över kostnader,
infrastruktur och tillhörande trafik som sammanför VERA:s kostnadsuppgifter
med VDB:s infrastruktur- och trafikuppgifter på en så detaljerad nivå som möjligt.
Det har visat sig att inom den statliga väghållningen är driftområden i dagsläget
den minsta väldefinierade enhet som kan skapas. Registret är ett pilotprojekt och
omfattar endast driftområdena i VV:s Region Mälardalen.
Denna VTI-rapport ger uppgifter om datainsamlingen och de registrerade
uppgifterna. Syftet med beskrivningen är att ge registrets framtida användare
möjlighet att snabbt bilda sig en kvalificerad uppfattning om dess innehåll.
Background
There is a long-standing tradition of evaluating the traffic on specific roads. There
is, however, no corresponding tradition of recording road maintenance and
operating costs at an equivalent level of detail. This leads to substantial
difficulties if we wish to relate infrastructure costs to the prevailing traffic on
specific roads or within geographically delimited regions. On a more general
level, problems also arise if we seek to analyze how maintenance costs are
affected by exogenic parameters.
In 1996, the Swedish National Road Administration (SNRA) began
systematically collecting and recording costs associated with new construction,
improvements, maintenance and operation of the national road network in a
system known as VERA (an acronym for “Verksamhetsuppföljning and
resultatanalys” – or, in English, “activity follow-up and results analysis”).
Measures or objects that affect various areas of activity are entered in VERA, e.g.
paving work performed on a specific road on a specific occasion. These cost data
are linked to individual objects that have been executed on specific dates or over
well-defined shorter periods of time.
Information about traffic and the composition of the infrastructure in terms of
road categories and maintenance classes can be obtained from the SNRA Road
Data Bank (VDB). These data are linked to specific roads or sections of those
roads. There is, however, no simple way to link data in VDB to the data in VERA.
VDB’s frame of reference is a system of nodes and links that represent the
national road network. Conversely, VERA’s frame of reference consists of
executed objects that can be linked to a geographical site, mainly via a road
number and a datum identifying the affected municipality. A verbal description of
the object is also often available to enable identification of its geographical
location, at least if sufficient local knowledge is available.
The purpose of this project has been to create a register of costs,
infrastructures, and associated traffic that ties the VERA cost data to the VDB
infrastructure and traffic data at the most detailed level possible. We have found
that, within the context of national road maintenance, operating areas are currently
the smallest well-defined units that can be created. There are 150 such operating
areas within SNRA’s total of seven regions.
We chose to test the feasibility of linking VERA’s objects to the geographical
areas with the help of personnel from the SNRA’s Mälardalen region. These
people went through the lists of objects from their respective regions and
identified the operating areas in which the work was performed. In this way, we
succeeded in identifying operating areas for about 90% of all the costs entered in
VERA for the years 1998 through 2002. (Because of discrepant cost
classifications in VERA in 1996 and 1997, we opted to omit those two years).
The work was focused on determining how well the data in VERA can be
linked to the geographical areas. VDB contains data about affected operating
areas, and utilizing all the information in VDB at the operating area level thus
does not, in principle, pose any problem. However, in this pilot project we have
chosen to transfer only a very selective extract of data from VDB to the register
described here.
This VTI report provides information about data gathering and the recorded
data. The purpose of this account is to provide future users of the register with a
means of quickly forming an accurate idea of its contents.
1
General information about the register
1.1 Subject
area
Road traffic, costs of new construction, improvements, operation and maintenance
within the SNRA Mälardalen operating areas.
1.2 Principal
These data have been gathered together within the framework of the project
“Marginal cost of transport – infrastructure cost” (VTI Doc. no. 2000/0693). The
project was financed by the Swedish Transport and Communication Research
Board (KFB Doc. no. 2000-0591) and the Swedish National Road Administration
(SNRA Doc. no. AL90AB 2000:24362). The Swedish Agency for Innovation
Systems (VINNOVA) has undertaken KFB’s obligations as of January 1, 2001
(VINNOVA Project 2001-04174).
1.3 Producer
The producer is a Swedish government agency:
National Road and Transport Research Institute (VTI)
Contact person: Fridtjof Thomas, VTI-TEK
Telephone: + 46 243-73675
Fax: +46 243-73671
E-mail: Fridtjof.Thomas@vti.se
1.4 Rules for managing/disseminating data
The dissemination of the register is unrestricted. We propose that the register be
referred to as “Vägkostnadsdata – Mälardalen: 1998–2002, VTI-Dnr 2000:0693”
or, alternatively, “Swedish Road Account – Mälardalen: 1998–2002, Swedish
National Road and Transport Research Institute (VTI), Doc. no. 2000:0693.”
1.5 Purpose
The purpose of compiling this register has been to demonstrate the level of detail
at which it is practically feasible to correlate the costs of, primarily, various
operational and maintenance measures with the physical road infrastructure and
its use. Another purpose has been to provide a basis for determining which
analytical models could conceivably be based on such data.
1.6 Data gathering methods
SNRA in Borlänge furnished extracts from VDB containing data on infrastructure
composition and vehicle mileage, aggregated at the operating area level. SNRA in
Borlänge also provided extracts from VERA for the years 1998, 1999, 2000,
2001, and 2002. These extracts consisted of lists of objects that had been entered
for SNRA Mälardalen’s activities.
Personnel from the Traffic Information Center (TIC) for SNRA Mälardalen
then went through the VERA lists and associated these objects with Mälardalen’s
operating areas in each instance where it was possible to do so. For example, a list
item might (in addition to the costs), include the following information: Object
No.10614, “Sandstubbetorp – Örebro, stage 2,” municipality: Örebro, road no. 20,
PT 3281 (i.e. road safety devices/drive-off-the-road protection).
The process proved to be relatively problem-free when the costs pertained to
new construction, improvements or operation. On the other hand, major costs for
maintenance measures in the form of paving work proved to be significantly more
difficult to associate with individual operating areas. Such measures are not
planned on an operating-area basis, and several operating areas are often affected
by an extensive paving project. However, with the help of paving engineers and
“old folders” it was usually possible to break these costs down by the affected
operating areas as well.
Certain costs, such as “lighting,” are specified in VERA on a county basis. We
have chosen to refrain from trying to divide up such costs, since the register is
primarily a pilot study. Appendix 6 presents the costs that were not referable to
operating areas.
The contacts with SNRA in Borlänge and SNRA Mälardalen were handled by
Ola Nääs, who was also responsible for inputting all the data into a Microsoft
Excel spreadsheet.
2 Quality
declaration
2.1 Register
contents
2.1.1 Target parameters
The most important variables consisted of the posted costs for new construction,
improvements, maintenance, and operation of the national road network in
Mälardalen’s operating areas during the years from 1998 through 2002, plus data
concerning the total vehicle mileage in each respective operating area.
Metrics for the composition of the infrastructure in these areas, such as the
number of km of European highway or number of km cared for during winter as
per SNRA’s various operating classes, were also included for each respective
year.
2.1.1.1 Objects
The main objects consist of the operating areas in Mälardalen.
2.1.1.2 Variables/data
Each row in the data set comprises a unique combination of operating area (per
the “Operating area” column) and “account specification” (per the “PT” column).
The register contains the following variables:
ID
Row number that starts with “1” and ends with
“1955”. Intended solely to facilitate monitoring of,
primarily, the inputting of the data file.
Driftomrade Operating area name (see Appendix 1)
PT
Account number as per “Products and services for
national road maintenance” (see Appendix 2), plus
acronymic designations for infrastructure and traffic
data (see Appendix 3). Appendix 4 lists all the values
for PT that actually occur in this register.
y1998
Data for the year 1998
y1999
Data for the year 1999
y2000
Data for the year 2000
y2001
Data for the year 2001
y2002
Data for the year 2002
Certain accounts are not used for all the operating areas. For example, account
3442 pertains to the operation of a movable bridge, an activity that does not occur
in all the operating areas. However, to achieve a clear register structure, all the
accounts that are actually used in at least one instance for at least one operating
area are included in the “active account plan” and thus occur for all the operating
areas for all years. The datum “0” in one of the columns y1998 through y2002
signifies either that the posted cost was 0 or, much more commonly, that no costs
were posted to that account. (In addition, “0” also occurs as a datum describing
the composition of the traffic and the infrastructure for costs that were not
referable to operating areas.)
The data for the variables y1998, y1999, y2000, y2001, and y2002,
which pertain to posted costs, are given in Swedish kronor (SEK). The units for
the other quantities are listed in Appendix 3.
Infrastructure data were obtained from VDB. The mileage data for each
respective operating area were also obtained from VDB, with the mileage for
heavy vehicles coming directly from VDB and the car mileage data being
calculated as the difference between vehicle mileage and heavy vehicle mileage.
Information about the operating area contractor is not included in the register;
these data are not available in VDB until as of 2001.
2.1.1.3 Metrics
The bulk of the data consists of cumulative amounts posted as specified
products/services during each respective year, and associated with each respective
operating area.
2.1.1.4 Reference periods
The reference period is the calendar year.
2.1.2 Exhaustiveness
The idea behind collecting the data was that they would include all costs, i.e. be
exhaustive. However, certain objects in VERA proved not to be referable to any
operating area after the fact. The costs associated with these objects are reported
as being associated with an “unknown operating area” (Unknown), mainly to
ensure an accurate picture of the volumes of the costs for each respective
product/service that were not referable to any particular operating area. (Operating
area “Unknown” has the datum “0” in all fields that pertain to anything other than
costs posted in VERA.)
2.2 Reliability
2.2.1 Overall reliability
The main source of uncertainty in the database is that the data gathering process
involved a significant measure of manual steps. In addition, various objects have
been referred to operating areas based on local knowledge possessed by different
individuals.
Some objects from VERA affect multiple operating areas. This applies in
particular with respect to pavement work reported under the “maintenance
measures” group. Costs associated with such work have been divided
proportionally among the affected operating areas, based on subjective
assessments.
With respect to the individual objects that have now been associated with the
operating areas (primary data), it should be expected that varying degrees of
accuracy will apply to the postings for the various cost types. For example,
maintenance measures may have been treated as a single package, and bids may
have been submitted without their being broken down into various secondary
items. Such a “package” must be divided into different secondary items to be
entered into VERA.
2.2.2 Sources of uncertainty
Some changes have occurred in the precise geographic delimitations of the
operating areas. This is a naturally occurring feature of the ongoing production of
operational services. This is reflected to some extent in changes in the respective
operating area data concerning the affected infrastructures.
It should, however, be noted that changes in the boundaries of the operating
areas are made in the fall season, whereas the VERA financial reporting system
uses the calendar year as its frame of reference. The boundaries of the operating
areas should be unchanged during the period from September 1 through August
31 of the following year. Data concerning vehicle mileage and infrastructure
composition in this register are based on the road network as registered for each
respective operating area at the end of December each year.
For example, the data for the total length of the road network in a given
operating area classed as tertiary county road for 1998 are based on operating area
boundaries that applied to the period from September 1, 1998 through August 31,
1999. On the other hand, all the cost data for 1998 pertain to the period from
January 1, 1998 through December 31, 1998, i.e. the data for the period from
January 1, 1998 through August 31, 1998 derive from a road network that does
not necessarily coincide with the road network recorded for 1998.
The data in VDB concerning vehicle mileage are based on a random sampling
process for gathering traffic data. This process was developed to report vehicle
mileage at various aggregation levels, albeit not specifically for the “operating
area” aggregation level. Such aggregation is obviously feasible, but the reliability
and statistical properties of the data have not been studied at this aggregation
level.
2.2.3 Processing
The data from SNRA Borlänge and SNRA Mälardalen have been obtained partly
in data file form and partly as hard-copy printouts. These data pertain to costs and
operating areas for individual objects. Using these data, a Microsoft Excel file was
created by manually cutting and pasting the values, or by manually transferring
them from the hard-copy printouts to the Excel file via the computer keyboard.
The values in the Excel file have, in a non-systematic way, been reviewed with
respect to their “plausibility.” In the course of this process it was discovered that
negative values appear in some accounts. SNRA Mälardalen explained this as
being attributable to “accounting-related adjustments.” These negative costs have
not been altered.
The Excel file was imported into the statistical application S-Plus, where the
data were then processed further.
Most of the objects were unambiguously referable to the operating areas
specified in Appendix 4. For certain objects, however, there was some doubt as to
which operating areas were affected. Moreover, there were some objects that were
not referable to any operating area at all. The latter two groups were combined
into the group Unknown. The register thus contains data about unambiguously
defined operating areas (where the operating area is identified), and data for which
the operating area could not be determined, or where the determination was
uncertain (where the operating area value is Unknown).
The data were then aggregated to generate an annual total for each unique
operating area/account designation combination (the variables Driftomrade
and PT), and the results were then rounded to the nearest whole number.
(Negative totals remained for certain account groups and operating areas even
after this aggregation process; see Appendix 5.)
The register thus obtained was then exported from an S-Plus data set to an
ASCII text file.
2.3 Comparability and co-comparability
2.3.1 Comparability between operating areas
The definitions of products and services (see Appendix 1) come from VERA and
are thus identical for all the operating areas. (Because all the operating areas
belong to the same SNRA Region, this holds true for any additions made by the
regions in VERA in order to adapt the system to their operations.)
2.3.2 Comparability between years
The definitions of products and services (see Appendix 1) in VERA were
unchanged for the years 1998 through 2002.
2.3.3 Price distortion for products/services
The Swedish Competition Authority identifies SNRA Mälardalen as a unit within
the National Swedish Road Administration that has been subject to unlawful
cartel collusion with regard to prearranged transactions for asphalt pavements.
On March 21, 2003, the Swedish Competition Authority filed a summons and
complaint in Stockholm District Court against a total of eleven companies
suspected of unlawful cartel collusion in the asphalt paving industry. The Swedish
Competition Authority alleged that these cartel operations had been ongoing since
at least 1993; four SNRA regions and twenty municipalities were thought to have
been seriously overcharged for paving work. A total of SEK 1.6 billion in
competition-related damages is being sought in the suit, which constitutes the
highest amount of such damages ever sought in Sweden.
As a result, it cannot be taken as given that the prices in the register for asphalt
paving work in the Mälardalen region are in fact “fair-market prices.”
2.3.4 Co-comparability with other statistics
VDB has been used to extract certain data for this register. It is possible that more
detailed information from this source could be used. Because VDB contains data
concerning affected operating areas, such extracts are associated primarily with
the management of the database.
Other data referable to the geographic locations of the respective operating
areas may also be of interest, particularly weather data and data concerning traffic
accidents. Furthermore, SNRA also has at its disposal a comprehensive database
containing measured values for rut depths, longitudinal unevenness expressed as
the international roughness index (IRI), and road maintenance data in terms of the
most recent surfacing measures, etc. (However, one necessary condition is that
such data must be capable of aggregation at the operating area level in a
meaningful way.)
2.4 Availability and comprehensibility
2.4.1 Modes of dissemination
The register is available via the project website (verified March 4, 2004):
http://www.vti.se/tek/MC-tema-filer/MC-tema.htm
The register can also be ordered on other media, such as on CD.
The data format is ASCII, where the columns are separated by semicolons (;).
No decimal signs occur in the register, since all the numerical values are reported
as whole numbers. Data that should not be interpreted numerically are enclosed in
quotation marks ("Arboga"). The first row contains the variable names (in
quotation marks and separated by semicolons), while the following 1955 rows
contain the register data.
2.4.2 Presentation
Appendix 5 and 6 present descriptive statistics regarding the contents of the
register.
2.4.3 Documentation
For more in-depth information regarding the data in the register that pertain to
vehicle mileage, road classes and the meanings of the maintenance and operating
classes, please refer to SNRA’s documentation of SNRA’s terminological
apparatus and registers. Contact information and numerous relevant documents
are available on the SNRA website at http://www.vv.se.
The manner in which the geographical delimitations of the operating areas are
documented at SNRA is unclear to us. VTI has obtained access to maps of the
operating areas through Inger Andersson, SNRA Mälardalen in Eskilstuna, tel.
016-15 70 30. These map books bear the SNRA logo, but have no publication
numbers.
2.4.4 Information services
Contact VTI-TEK. There is no commitment on the part of VTI to provide support
functions with respect to this register.
Appendix 1 Page 1 (2)
List of Operating Areas
Value for Driftomrade Operating area
Remarks
Arboga
Arboga
Added in Sept. 1999; about half
of the area formerly belonged
to Nora, the other half to
Västerås.
Askersund
Askersund
Enkoping
Enköping
Eskilstuna
Eskilstuna
Fagersta
Fagersta
A sub-area transferred from
Fagersta and to Heby,
presumably in 2000-2001
(different maps contain
conflicting information)
Flen
Flen
Added in Sept. 1998; formerly
two areas, specifically
Sparreholm and “Area 19”
Heby
Heby See
Fagersta
Nora
Nora See
Arboga
Nykoping
Nyköping
Sparreholm
Sparreholm See
Flen
Tierp
Tierp
Uppsala
Uppsala
Vingaker
Vingåker
Vasteras
Västerås See
Arboga
Orebro
Örebro
Osthammar
Östhammar
Unknown
Unknown
Costs with no reliably
identified operating area
Note: The boundaries of the operating areas are unchanged during the period from
September 1 through August 31 of the following year. Minor adjustments of the
boundary lines occur almost every year.
Appendix 1 Page 2 (2)
(Appendix 1, Part 2)
Locations of Mälardalen’s operating areas. (Source: Trimmed reproduction of the
cover of National Swedish Road Administration publication “Driftområden
Region Mälardalen 2001–2002” [Mälardalen Region Operating Areas],
Department for Ordering Operation & Maintenance 2001-09, SNRA publication
no. lacking.)
Appendix 2 Page 1 (9)
List of products/services for PT 3: National Road
Maintenance
The following account list is based essentially on data from the Swedish national
Road Administration (SNRA) in Borlänge. The Mälardalen Region also uses
accounts that are broken down more ”finely” into cost groups.
Information
regarding these accounts comes from SNRA-Mälardalen.
3
NATIONAL
ROAD MAINTENACE
The ”National Road Maintenance” area comprises the products and services that pertain to the national road network, and are referable to the road/street (construction and operation of roads as per § 4 of the Swedish Road Act ), with the exception of those services that entail the exercise of government authority. Operations within this area are broken down as follows: Direct production divided into New Construction, Improvements, Maintenance, and Operation. The activities include the preparation of working plans and construction documents, compensation for land, construction and other directly referable costs, relocation of electrical and telephone lines and water and sewer systems, archeological excavations, Swedish Road Weather Information System (VVIS) as a production engineering aid, military projects, production support divided into Feasibility Study, Road Safety Study, Land Redemption (excl. compensation for land), Ordering and follow-up. External expert support and external information activities directly referable to each product or service are included.
31
NEW CONSTRUCTION
Products that pertain to new road systems andwhich give society and road users lasting added value.
311 Freeway A road with at least two lanes of traffic in each direction for unrestricted passing, separated by a central reserve, and with grade separated junctions (interchanges) for entering and exiting, and with no same-level connecting roads. Slow-moving traffic, pedestrians and cyclists are forbidden access through highway signs.
312 Multilane road Road or street with at least two traffic lanes in each direction for unrestricted passing. Pedestrian and bicycle traffic is separated onto its own lane or the shoulder.
Appendix 2 Page 2 (9)
313 Broad two-lane road A road or street with one lane in each direction. The roadway is wide enough to allow passage or passing in such a way that the oncoming lane is used to only a minor extent. Pedestrian and bicycle traffic is separated into its own lane, or is insignificant in scope, in which case it moves separately on the shoulder. Intersections may be level or grade separated.
314 Normal two-lane road A road or street with one lane in each direction. The roadway is wide enough for heavy traffic to be able to move in both directions while maintaining good standards. Passing can be done only by fully utilizing the oncoming lane. Pedestrian and bicycle traffic can be present using all types of separation. Intersections are normally level.
315 Narrow road The road is open to traffic in both directions, and can be a two-lane road with narrow lanes, or a one-way street with passing zones. The width of the roadway does not permit heavy traffic in both directions while maintaining good standards. Pedestrian and bicycle traffic is normally separated on a mixed-traffic basis.
316 Environmentally and traffic safety-prioritized road or street
Standard cross sections, alignments, intersections and street canyons are deliberately selected to restrict the speed of traffic.
317 Public transport route Road, street or ramp that is open only to public transport vehicles.
318 Pedestrian and bicycle lane Lane that is intended only for pedestrian, bicycle and/or moped traffic.
319 Ferry route A system for transporting road users and vehicles across water. This product includes ferries, ferry berths and other facilities required for the traffic to flow.
32
IMPROVEMENTS
Products that improve existing road systems andgive society and road users lasting added value. The improvements may involve improvements of an existing lay-by, or a new lay-by on an existing road. Object cost > TSEK 300.
321 Improvement in existing condition Improvement of the connection either entirely or primarily in its existing condition. Improvements in bearing capacity are not included in this group. 3211 Geometric road improvement Widening projects and longer or shorter level and
profile adjustments. The improved section of road must continue to differ markedly from new construction products.
Appendix 2 Page 3 (9)
3212 Bridge improvement (not including bearing capacity measures)
Improvement of the bridge connection’s function (in its existing condition on the road). Renovation of structural components or the entire structure for passability reasons other than those relating to bearing capacity. Types of measures as per SAFEBRO: 33 or 34.
3213 Tunnel improvement Improvement of the tunnel connection’s function (in its existing condition on the road).
3214 Ferry route improvement Renovation of a ferry route for reasons of passability.
322 Bearing capacity improvement Increasing the bearing capacity of an existing road or bridge.
3221 Frost proofing measures Frost proofing measures intended to eliminate bearing capacity restrictions.
3222 Bridge bearing capacity improvement
Renovation of structural components, or of the entire structure. Types of measures as per SAFEBRO: 33 or 34.
3223 Other road bearing capacity improvements
Increasing the bearing capacity of an existing road in order to achieve a higher load class (bearing capacity BK1).
323 Paving of gravel road Measure intended to provide a gravel road with permanent pavement, including possible reconstruction (reconditioning). 324 Grade separated junction
(interchange)
Improvement that results in a grade separated junction: road traffic facilities to enable traffic on different roads to cross, separate or merge on different levels. The facilities also include ramps, exits and entry lanes.
325 One-level junction One-level junctions refer to: junctions between roads: road traffic facilities where traffic on different roads crosses, separates or merges on the same level. The facilities also include exits and entry lanes. Track junctions: facilities for crossing of car traffic and track-bound traffic. Pedestrian and bicycle crossings: facilities for crossing of vehicle traffic and pedestrian/bicycle traffic.
326 Supplemental lanes Roads with an unchanged road alignment are supplemented with one or more of the following lanes:
3261 - Normal lane Supplementation of existing road with additional lanes.
3262 - Climbing lane Special lane on an upslope to facilitate overtaking 3263 - Passing lane A special passing lane to facilitate overtaking, on
which the permitted direction of travel alternates. 3264 - Reversible lane A special lane on which the permitted direction of
travel is determined by the time of day.
3265 - Public transport lane A special lane for regular public transport services, etc.
Appendix 2 Page 4 (9)
3267 - Bicycle lane A special lane for bicycles and, normally, for mopeds.
3268 - Pedestrian lane A special lane for pedestrians.
3269 - Shoulder Lane alongside the roadway for slow-moving traffic, etc.
327 Roadside facilities
3271 - Bus stop An area where buses can stop to let people on and off. The facility includes exits and entry lanes and, where applicable, turnarounds, weather protection and connecting pedestrian and bicycle lanes. 3272 - Pull-off (Parking slot) Facility for temporary parking and rest. 3273 - Lay-by (Parking area) Facility to meet road users’ needs for rest, food
breaks, visiting the toilet, etc., plus long-term parking in connection with, e.g. car-pooling. Rest areas can be combined with service facilities and/or information centers. The facility includes exits and entry lanes, parking areas, seating, toilets, etc. 3274 - Service facility A facility directly connected to the road and
intended to provide goods and services. Service facilities can be combined with rest areas. 3275 - Information center A facility directly connected to the road to provide
travel route and tourist information. Information centers can be combined with rest areas.
3276 - Checkpoint Facility for official inspection of drivers, vehicles, loads and goods.
3277 - Turnaround A facility to enable vehicles to turn around. Turnarounds can be normal turnarounds or turning space for operation vehicles.
328 Road safety devices
3281 - Drive-off-the-road protection A device that limits damage and injuries if a motorist drives off the road. Such protection can consist of special shoulder conformations, crash railings, median railings, barriers, retaining walls, collision protection and bridge barriers.
3282 - Wildlife protection A device that prevents wild animals from coming in the road area, such as a wildlife fence.
3283 - Pedestrian/cyclist protection/separation
An arrangement to prevent pedestrians and cyclists from using roads, or to separate vehicle traffic and pedestrian/cyclist traffic. Includes adaptation of pedestrian crosswalks.
3284 - Noise protection A device to dampen noise from road traffic, e.g. embankments, fencing, acoustically insulated windows, etc.
3285 - Water protection A device that protects surface and ground water from pollution generated by traffic.
3286 - Glare shield A device that protects against glare. 3287 - Other safety devices
Appendix 2 Page 5 (9)
3291 - Road sign Prohibitory, warning, mandatory or informative sign.
3292 - Adjustable road user information board
A sign that can present variable traffic information from a traffic control center.
3293 - Visual guidance A device to strengthen the road’s visual guidance; can consist of center and edge lines, road reflectors, guide posts, snow level sticks, flashers, etc. 3294 - Traffic signal A device that uses signals to control or warn road
users. The device includes signal equipment involving poles, detectors, control equipment, etc. 3295 - Lane signal A device for opening and closing lanes of traffic.
The device includes signal equipment involving poles, detectors, control equipment, etc. 3296 - Speed-lowering device A device for lowering the speed of traffic at, e.g.
roadwork sites, schools and environmentally and traffic safety-prioritized roads or streets. 3297 - Closure device
3298 Lighting system An arrangement for illuminating road areas or road signs.
3299 Data-gathering equipment Permanent device alongside or on a road for gathering data, e.g. Swedish Road Weather
Information System or sensors for road information.
33
MAINTENANCE
Services to preserve or restore the desired propertiesof the road system, and which result in effects and economic values that last for longer than one year. These measures can be planned in terms of both time and volume.
331 Paved road maintenance This service pertains to the maintenance of the road surface, superstructure and substructure, and its runoff and drainage system. Comments: These measures are normally object-specific, but they can also be included in the Basic Package ”Operation”. Measures costing > TSEK 50 always constitute maintenance, although minor repairs can also be viewed as maintenance (depending on the type of measure in question). The types of measures listed below follow the definitions in VÄG94. The service encompasses maintenance measures ranging from the application of major seals over surface treatments and new wearing courses (excl. road markings) to reconstruction. We do not differentiate between new maintenance needs and resumptions of backlog maintenance. Maintenance of the road runoff system (ditching, repair or replacement of road and roadside culverts, etc.) is included in the same way.
Appendix 2 Page 6 (9)
3311 Pavement maintenance Maintenance measures pertain only to bound courses. Examples: Major seals, surface treatment, grooving, new wearing course, adjust of bound bearing course + new wearing course. Any milling action and/or patching are included. This area can also include road network inventories for assessing maintenance needs, and compensation to other road maintainers in connection with transfer.
3312 Draining system maintenance Maintenance measures targeting primarily the draining system. Examples: Culvert replacement, ditching, drainage, etc. Measures involving draining systems that are included as part of reconstruction are also covered here.
3313 Roadbed reconstruction Maintenance measures affecting both bound and unbound layers. Examples: these measures include supplementation of unbound layers and stabilization of unbound layers.
332 Gravel road maintenance This service pertains to the maintenance of the road surface, road substructure and superstructure, and runoff and drainage system. Comments: These measures are normally object-specific, but they can also be included in the Basic Package ”Operation”. Measures costing > TSEK 50 always constitute maintenance, although minor repairs can also be viewed as maintenance (depending on the type of measure in question). The types of measures listed below follow the definitions in VÄG94. The service encompasses maintenance measures ranging from long-term graveling and dust abatement (with emulsion) to reconstruction. We do not differentiate between new maintenance needs and resumptions of backlog maintenance. Maintenance of the road draining system (ditching, repair or replacement of road and roadside culverts, etc.) is included in the same way. If necessary, Gravel road maintenance can be divided up in the same way as Paved Road Maintenance.
3321 Draining
3322 Wearing course
333 Bridge maintenance Long-term maintenance of the function of the bridge connection (in its existing condition on the road).
3331 Bridge inspections Inspections as per SNRA publication ”Bridge Inspection Handbook [Handbok för broinspektion] 1993:34.
3332 Maintenance measures within the framework of Basic Package ”Operation”
Types of measures as per SAFEBRO: 21 Cleaning of the structure (not the roadway) 22 Regular preventive maintenance 23 Irregular preventive maintenance 24 Other repairs
Appendix 2 Page 7 (9)
3333 Object-specific maintenance measures
Excludes repairs of bearing capacity, renovations carried out for durability reasons and tear-ups. Types of measures as per SAFEBRO: 21 Cleaning of the structure (not the roadway) 22 Regular preventive maintenance 23 Irregular preventive maintenance 24 Other repairs
3334 Repairs to bearing capacity Types of measures as per SAFEBRO: 25 Repairs to bearing capacity
3335 Tear-ups Types of measures as per SAFEBRO: 26 Tear-ups 3336 Renovation for durability reasons Types of measures as per SAFEBRO: 31
Renovation to improve durability of a structural component. 32 Renovation to improve the durability of the entire structure or major portions thereof.
334 Tunnel maintenance Long-term maintenance of the function of the tunnel connection in its existing condition.
3341 Inspections Inspections, checks and function-testing of the condition of the tunnel connection.
3342 Maintenance and repairs Long-term maintenance of the function of the tunnel connection via, e.g. repairs to the tunnel roads and ceiling, runoff and drainage system, ventilation system, lighting system, etc.
3343 Renovation for durability reasons Renovation of parts of the tunnel system or of the entire system for durability reasons.
335 Lateral reserve maintenance Long-term maintenance of the functional properties of lateral reserve and central reserve via new plantings, stabilizing measures, etc.
3351 Clearing and baling 3352 Lateral reserve
maintenance, other
336 Service area Long-term maintenance of the functional properties of service areas through the repair or replacement of components, or by reconstruction. The facilities are considered to include all components: buildings, paved surfaces, gravel surfaces, plantings, information boards, furniture, the draining system, etc.
337 Ferry route maintenance Long-term maintenance of the functional properties of a ferry route. The service includes both the ferry berth and other devices and arrangements for ferry traffic.
338 Road equipment maintenance Long-term maintenance of traffic control, (including road markings), road safety and road lighting devices through their repair or replacement. 3381 Crash railings
3382 Road signs 3383 Guide posts
3384 Wildlife protection 3385 Noise protection
Appendix 2 Page 8 (9) 3386 Lighting 3387 Signals 3388 Road markings 33885 Road markings, surfacing
3389 Swedish Road Weather Information System
34
OPERATION
Services to keep the road system functioning, andwhich result in effects and economic values of a short-term and immediately active nature that last for less than one year. These services are in the nature of inspections, rapid rectification of defects that arise suddenly, daily care, and the operation of road system equipment.
341 Winter road maintenance Maintaining the passability and safety of the road system in accordance with established winter standards during the winter period.
3411 Winter road conditions 3412 Road traffic
information
342 Paved road operation Inspection of the road, handling of any
administrative tasks, cleanup, rapid rectification of defects in the road that arise suddenly (e.g. obstacle clearance, repair of cracks or potholes, spot repairs of severe grading inconsistencies, rectification of friction problems that do not pertain to winter road maintenance) or in the draining system (cleanup of ditches, road and roadside culverts, wells) and care of pump stations. Minor culvert replacements (< TSEK 50) can also be included here . Subdivision as per the following may also optionally be used: 3421 Operational measures pertaining to
pavement (Surfacing measures) 3422 Operational measures pertaining to
runoff (Runoff measures) 3423 Other physical operational measures (cleanup, obstacle clearance)
3424 Administrative operational measures (inspection, task management)
343 Gravel road operation
Inspection of the road, handling of any
administrative tasks, cleaning, rapid rectification of defects in the road that arise suddenly, (e.g. obstacle clearance, grading, dust abatement) or in the draining system (cleanup of ditches, road and roadside culverts, wells) and care of pump stations. Minor culvert replacements (< TSEK 50) can also be included here.
Appendix 2 Page 9 (9) 3431 Draining 3432 Wearing course 3433 Obstacle clearance 3434 Edging
344 Bridge operation Measures to keep a bridge connection available for traffic.
3441 Fixed bridge operation Types of measures as pert SAFEBRO: 11 Cleaning of roadway
3442 Movable bridge operation Types of measures as per SAFEBRO: 12 Service of machinery 13 Movable bridge maneuvering. 345 Tunnel operation Ongoing maintenance of the tunnel function via,
e.g. service and operation of machinery in tunnel (e.g. ventilation systems), waste pickup and other cleanup, lamp replacements, etc.
346 Operation of lateral reserve Short-term maintenance of functional properties of the lateral reserve and central reserve via cleanup, care of planted surfaces, baling, clearing of vegetation, removal of non-permitted advertisements, etc.
3461 Clearance and baling 3462 Operation of roadside
area, other
347 Operation of service area Short-term maintenance of the functional properties of service area via cleanup, rapid rectification of defects that arise suddenly, etc. The facilities include all components: buildings, paved surfaces, gravel surfaces, plantings, information boards, furniture, the runoff system, etc. 348 Ferry route operation Transport of vehicles, people and goods across
water, including ongoing inspection and repair of the ferry route’s functional properties.
349 Road equipment operation Inspection and care of traffic control, road safety and lighting devices, cleanup, rapid rectification of defects in the equipment that arise suddenly, etc. 3491 Crash railings 3492 Road signs 3493 Guide posts 3494 Wildlife protection 3495 Noise protection 34951 Water protection 3496 Lighting 3497 Signals 3498 Road markings
3499 Swedish Road Weather Information System
Appendix 3 Page 1 (1)
List of acronymic values for the variable PT
The following 32 acronymic values for the variable PT occur in addition to the
account numbers per Appendix 2.
Value of PT
Description
TAlast
Vehicle mileage for trucks: average annual daily traffic in
thousands of vehicle kilometers
TAperson
Vehicle mileage for cars: average annual daily traffic in
thousands of vehicle kilometers
Vag65dm
km road width up to 6.5m
Vag89dm
km road width up to 8.9m
Vag129dm
km road width up to 12.9m
Vag400dm
km road width up to 40.0m
Europa
km European highway
Riks
km National road
Primar
km Primary county road
Sekundar
km Secondary county road
Tertiar
km Tertiary county road
Barig1
km bearing capacity class 1
Barig2
km bearing capacity class 2
Barig3
km bearing capacity class 3
UnderhA
km maintenance class A
UnderhC
km maintenance class C
UnderhE
km maintenance class E
UnderhB
km maintenance class B
UnderhD
km maintenance class D
UnderhF1
km maintenance class F1
UnderhF2
km maintenance class F2
UnderhEj
km maintenance class not recorded
VinterA1
km winter operating class A1
VinterA2
km winter operating class A2
VinterA3
km winter operating class A3
VinterA4
km winter operating class A4
VinterB1
km winter operating class B1
VinterB2
km winter operating class B2
Bitumen
km wearing course asphalt concrete (AC)
Oljegrus
km wearing course oil gravel
Grus
km wearing course gravel
Y1G
km wearing course surface dressing on gravel
Note: (i) Rigid pavements (Portland cement) are very rare in Sweden. The length
of Swedish rigid pavement roads is not reported in the register. (ii) Maintenance
classes UnderhA through UnderhEj are presented here in an order that reflects
the hierarchy in SNRA’s maintenance classes.
Appendix 4 Page 1 (1)
List of all occurring values for the variable PT
The following 115 different values for PT actual occur in the register (not all the
values listed in Appendix 2 are used):
311, 312, 313, 314, 315, 316, 318, 3211, 3221, 3222,
3223, 323, 324, 325, 3261, 3262, 3267, 3268, 3271,
3273, 3274, 3275, 3276, 3281, 3282, 3283, 3284, 3285,
3287, 3291, 3293, 3294, 3298, 3299, 3311, 3312, 3313,
3321, 3322, 3331, 3332, 3333, 3334, 3336, 3351, 3352,
336, 337, 3381, 3382, 3383, 3384, 3385, 3386, 3387,
3388, 33885, 3389, 3411, 3412, 3421, 3422, 3423, 3424,
3431, 3432, 3433, 3434, 3442, 3461, 3462, 347, 348,
3491, 3492, 3493, 3494, 3495, 34951, 3496, 3497, 3498,
3499, Barig1, Barig2, Barig3, Bitumen, Europa, Grus,
Oljegrus, Primar, Riks, Sekundar, TAlast, TAperson,
Tertiar, UnderhA, UnderhB, UnderhC, UnderhD, UnderhE,
UnderhEj, UnderhF1, UnderhF2, Vag129dm, Vag400dm,
Vag65dm, Vag89dm, VinterA1, VinterA2, VinterA3,
VinterA4, VinterB1, VinterB2, Y1G.
Appendix 5 Page 1 (20)
Descriptive statistics for contents of the register
Minimum, first quartile, mean, median, third quartile and maximum values for all
the values of the variable PT are listed below, as calculated based on all 16
operating areas identified in Appendix 1 (i.e. all the operating areas except for the
operating area Unknown, which is dealt with in Appendix 6).
PT:311
y1998 y1999 y2000 y2001 y2002 Min: 0 0.0 0 -6063.0 -4850.0 1st Qu.: 0 0.0 0 0.0 0.0 Mean: 31575652 32468967.1 14637574 3965080.4 7694233.4 Median: 0 0.0 0 0.0 0.0 3rd Qu.: 2835520 302144.2 1759860 53157.5 183426.5 Max: 245966596 217207710.0 139545939 40117199.0 119324831.0 --- PT:312
y1998 y1999 y2000 y2001 y2002 Min: 0.0 0.0 0 0 0 1st Qu.: 0.0 0.0 0 0 0 Mean: 235265.4 526397.1 3789092 5001206 1229024 Median: 0.0 0.0 0 0 0 3rd Qu.: 0.0 0.0 0 0 0 Max: 2810372.0 7348016.0 60356280 75610993 18626899 --- PT:313
y1998 y1999 y2000 y2001 y2002 Min: 0.0 0.00 -75549 0.0 0.0 1st Qu.: 0.0 0.00 0 0.0 0.0 Mean: 238083.6 16807.31 2357910 4587919.0 4482553.3 Median: 0.0 0.00 0 0.0 16586.5 3rd Qu.: 0.0 0.00 0 412542.5 2688645.5 Max: 3663863.0 250294.00 36582558 50925952.0 41449875.0 --- PT:314
y1998 y1999 y2000 y2001 y2002 Min: 0 0 0.0 -2700.0 0 1st Qu.: 0 0 0.0 0.0 0 Mean: 4127561 3252836 4341785.5 3731415.2 3482309 Median: 100848 0 7198.5 9946.5 0 3rd Qu.: 3403649 2516768 1447677.0 2766965.0 519014 Max: 29424259 21883460 41574702.0 28665837.0 24346962 --- PT:315
y1998 y1999 y2000 y2001 y2002 Min: 0.0 0 -1988911.0 0 0 1st Qu.: 0.0 0 0.0 0 0 Mean: 182867.6 0 -124306.9 0 0 Median: 0.0 0 0.0 0 0 3rd Qu.: 0.0 0 0.0 0 0 Max: 2925881.0 0 0.0 0 0 ---
Appendix 5 Page 2 (20)
PT:316
y1998 y1999 y2000 y2001 y2002 Min: 0.0 0.000 0.00 0.00 0 1st Qu.: 0.0 0.000 0.00 0.00 0 Mean: 618947.2 4129.812 28576.75 756013.88 1062558 Median: 0.0 0.000 0.00 0.00 0 3rd Qu.: 5000.0 0.000 0.00 96261.75 0 Max: 7221162.0 66077.000 272308.00 5742996.00 9951013 --- PT:318
y1998 y1999 y2000 y2001 y2002 Min: 0.0 -23977.0 0.0 0.0 0.0 1st Qu.: 0.0 0.0 0.0 0.0 0.0 Mean: 745265.2 492170.9 240806.9 236465.4 375514.1 Median: 211774.0 82407.0 0.0 0.0 0.0 3rd Qu.: 1072200.0 449870.2 131837.2 0.0 101399.2 Max: 4881919.0 2648000.0 1802232.0 3048102.0 3147535.0 --- PT:3211
y1998 y1999 y2000 y2001 y2002 Min: 0 0 0.00 0.0 0.0 1st Qu.: 0 0 0.00 0.0 0.0 Mean: 0 0 21393.75 240651.4 182393.8 Median: 0 0 0.00 0.0 0.0 3rd Qu.: 0 0 0.00 0.0 0.0 Max: 0 0 292300.00 3850423.0 2918300.0 --- PT:3221
y1998 y1999 y2000 y2001 y2002 Min: 0.0 0.0 0.0 0.0 0.0 1st Qu.: 0.0 0.0 0.0 0.0 0.0 Mean: 858624.6 351351.2 391237.3 1619777.9 1665969.7 Median: 0.0 0.0 0.0 0.0 0.0 3rd Qu.: 62450.0 1080.0 0.0 499992.2 616072.8 Max: 8783193.0 4418854.0 3500000.0 10804289.0 11000001.0 --- PT:3222
y1998 y1999 y2000 y2001 y2002 Min: 0.00 0 0.00 0.0 0 1st Qu.: 15068.25 0 0.00 0.0 0 Mean: 2193705.88 3157792 1944146.31 2164172.0 2248010 Median: 680645.00 92713 925.00 370992.5 992450 3rd Qu.: 3076175.50 3521567 88376.75 1097061.5 4924398 Max: 12644291.00 24212605 17973486.00 18286885.0 8171683 --- PT:3223
y1998 y1999 y2000 y2001 y2002 Min: 0.0 0.00 0.0 0.00 0.0 1st Qu.: 0.0 0.00 0.0 0.00 0.0 Mean: 61646.5 88250.06 372026.2 881676.00 314056.4 Median: 0.0 0.00 0.0 0.00 0.0 3rd Qu.: 0.0 0.00 0.0 32592.75 0.0 Max: 986344.0 1012001.00 3500000.0 8976445.00 4970903.0 ---
Appendix 5 Page 3 (20)
PT:323
y1998 y1999 y2000 y2001 y2002 Min: 0 0 0 0 0.00 1st Qu.: 0 0 0 0 0.00 Mean: 0 100000 0 78125 71875.06 Median: 0 0 0 0 0.00 3rd Qu.: 0 0 0 0 0.00 Max: 0 1200000 0 1250000 1150001.00 --- PT:324
y1998 y1999 y2000 y2001 y2002 Min: 0.000 0.00 0.00 0.000 0.00 1st Qu.: 0.000 0.00 0.00 0.000 0.00 Mean: 6462.688 2701.25 37815.75 4916.312 23544.94 Median: 0.000 0.00 0.00 0.000 0.00 3rd Qu.: 0.000 0.00 0.00 0.000 0.00 Max: 72403.000 43220.00 279288.00 44959.000 376719.00 --- PT:325
y1998 y1999 y2000 y2001 y2002 Min: 0.0 0.0 0.00 0.0 0 1st Qu.: 900.0 0.0 0.00 0.0 0 Mean: 1426900.0 936527.6 245516.38 455428.6 1238020 Median: 302994.0 2258.5 0.00 0.0 213513 3rd Qu.: 895596.5 399628.2 51943.25 197916.8 1828539 Max: 11833005.0 7258886.0 2233365.00 4119610.0 5515947 --- PT:3261
y1998 y1999 y2000 y2001 y2002 Min: 0 0 0.000 0.000 0 1st Qu.: 0 0 0.000 0.000 0 Mean: 0 0 4125.062 5358.125 0 Median: 0 0 0.000 0.000 0 3rd Qu.: 0 0 0.000 0.000 0 Max: 0 0 66001.000 85730.000 0 --- PT:3262
y1998 y1999 y2000 y2001 y2002 Min: 0.0 0.0 0.0 0.0000 0 1st Qu.: 0.0 0.0 0.0 0.0000 0 Mean: 287769.8 36769.5 115231.6 16.9375 0 Median: 0.0 0.0 0.0 0.0000 0 3rd Qu.: 0.0 0.0 0.0 0.0000 0 Max: 4604316.0 588312.0 1843705.0 271.0000 0 --- PT:3267
y1998 y1999 y2000 y2001 y2002 Min: 0 0 0 0 0 1st Qu.: 0 0 0 0 0 Mean: 0 0 0 0 15625 Median: 0 0 0 0 0 3rd Qu.: 0 0 0 0 0 Max: 0 0 0 0 250000 ---
