| 31. |
- Adell, Emeli, et al.
(författare)
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Cyclists' use of mobile IT in Sweden : usage and self-reported behavioural compensation
- 2014
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Ingår i: 3rd International Cycling Safety Conference (ICSC2014), 18-19 November, Gothenburg, Sweden. - Gothenburg, Sweden.
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Konferensbidrag (refereegranskat)abstract
- The increasing use of mobile phones while cycling has raised safety concerns. In this paper two studies of mobile phone use by cyclists are presented.The first study was designed to characterize mobile phone use by cyclists in Sweden, while the second studied how mobile phone use affected cyclist behaviour and compensation strategies. Mobile phone use was observed in about 20 percent of all urban bicycle trips. The usage varied with cyclist age with the highest usage among young cyclists. Of those using phones, 90% of the cyclists observed used head-phones.In parallel, standardized, interviews 15% of cyclists under 15 years old stated that they always used mobile phones while cycling. Listening to music in headphones was the most fre-quent self-reported activity. To converse using hand-held phones was also rather common, and was the only mobile phone usage reported by women above 50 years old.In the second study twenty-two young cyclists (age 16-25 years) completed a route in real traffic five times while listening to music, receiving and making calls, receiving and sending text messages, searching for information on the internet and while cycling normally without using the phone. The route and the types of tasks were controlled, but the cyclists could choose rather freely when, where and how to carry out the tasks. When the cyclist returned to the starting point, a short interview was conducted. During the interviews cyclists reported their experiences and the compensation strategies they used while cycling.
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| 32. |
- Adell, Emeli, et al.
(författare)
-
Exponering av oskyddade trafikanter med hjälp av app-baserade resvaneundersökningar
- 2024
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Ingår i: Sammanställning av referat från Transportforum 2024. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 287-288
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Trafiksäkerhetsarbetet har kommit långt i Sverige, men det finns stora utmaningar kvar vad gäller oskyddade trafikanters trafiksäkerhetssituation. Trafiksäkerhetsrisken baseras på antalet olyckor eller personskador per trafikant, trafikarbete eller annat exponeringsmått. För oskyddade trafikanter är dock förståelsen av exponering begränsad och det finns generellt ett behov av bättre förståelse för oskyddade trafikanters exponering i termer av reslängder, tid i olika trafikmiljöer.Samtidigt som kunskapsläget kring skyddade trafikanters exponering i allmänhet är låg ger ökad digitalisering nya sätt att förstå människors resvanor och användning av trafiksystemet. I app-baserade resvaneundersökningar används positioneringsdata från mobiltelefonen, vilket kan ge värdefull information om exponering men också annan trafiksäkerhetsrelevant information, så som hastigheter.Denna studie har undersökt om data från app-baserade resvaneundersökningar kan använts för att ge värdefull information om a) den oskyddade trafikantgruppen, b) exponering och c) annan trafiksäkerhetsrelevant information. Underlaget har varit en kommunal app-baserad resvaneundersökning. Fokus har varit cyklister. Positioneringsdata har knutits till infrastrukturen via map-matching mot en geografisk databas. Genom detta kan typ av infrastruktur (till exempel gång- och cykelvägnät) och infrastrukturens olika egenskaper (till exempel hastighetsgränser) knytas till varje enskild del av en resa. Hastigheter har beräknats hjälp av GPS-positionering och tidsangivelser utmed hela resans sträckning. Vi har i denna studie valt att beräkna hastigheter på 50-meterssektioner, vilket bedöms ge en bra bild över hastighetsprofilen över resan.Det är med hjälp av data från app-baserad resvaneundersökning möjligt att beskriva hur mycket olika typer av individer cyklar, både i antal resor, reslängd och restid, både totalt och fördelat över dygnet. Den geografiska informationen gör det dessutom möjligt att förstå i vilken trafikmiljö som resor sker. I denna studie har vi analyserat hur mycket av transportarbetet som skett på olika typer av infrastruktur, vilket kan ställas i relation till var olyckor och skador skett för att beräkna trafiksäkerhetsrisker på olika typer av infrastruktur. I detta fall har vägtyp och hastighetsgräns använts, men det skulle också kunna vara typ av korsning om den data finns tillgänglig i den digitala beskrivningen av infrastrukturen.
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| 33. |
- Adell, Emeli, et al.
(författare)
-
How Is Acceptance Measured? : Overview of Measurement Issues, Methods and Tools
- 2014
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Ingår i: Driver Acceptance of New Technology. - Farnham, Surrey, England : Ashgate. - 9781409439844 ; , s. 74-88
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Bokkapitel (refereegranskat)abstract
- This chapter describes how acceptance has been measured and identifies various measurement categories. The relationship between these measurement methods and the different definitions of acceptance appearing in the literature is described and the lack of correspondence between definition and measurement is highlighted. The chapter illustrates the different outcomes of acceptance measurements depending on choice of assessment method and gives some guidance that could be used depending on the purpose of the assessment.
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| 34. |
- Adell, Emeli, et al.
(författare)
-
Investigating untapped bike potential with crowdsourcing data
- 2024
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Ingår i: Sammanställning av referat från Transportforum 2024. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 488-489
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- The city of Lund has a high share of trips done by bicycle, and ambitious goals of becoming climate-neutral by 2030. Still the municipality, like many other cities, has difficulty in reaching the goals of increasing cycling and needs to find the real potential. To understand the untapped cycling potentials of a city, and generally to promote it, it is important to first assess how bike is used and why. This can be done by observing the bike flows and understanding the reasons for the use or misuse of bikes as a transport mode. Particularly, for the scope of identifying untapped potential, the preferred time scale should be smaller than the traditional count based on annual average figures. Also, opposite to motorized traffic, bicycle volume can rapidly change inside a city. All this caused the need to search for more effective methods to estimate bicycle volume like crowdsourcing data that can be provided by mobile apps which are usually collected for other purposes. The present study introduces a method of bicycle volume estimation based on GPS data from the TravelVu application, an app-based tool to collect travel survey data. A spatial analysis has been chosen to investigate the correlation between the data from the Lund municipality counting and the GPS data from TravelVu app. The analysis has been performed by comparing the average daily bike volume with the aggregated data in 3 months for the GPS track. Counting data refers to 2018 and 2021 and the TravelVu data refers to 3 months starting from August 2018 and 2021, where 2018 data are collected through crowdsourcing and 2021 are random sampling. All the weekend data have been removed since the manual counting was always carried out during weekdays (and should be represented by those). At first, all the data from the Lund municipality report were digitalized in a GIS map and then clustered per intersection to have a more robust regression when compared to the TravelVu data and to reduce the possible spatial errors.
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| 35. |
- Adell, Emeli, et al.
(författare)
-
Modelling Acceptance of Driver Assistance Systems : Application of the Unified Theory of Acceptance and Use of Technology
- 2014
-
Ingår i: Driver Acceptance of new technology. - Farnham, Surrey, England : Ashgate. - 9781409439844 ; , s. 23-34
-
Bokkapitel (refereegranskat)abstract
- This chapter provides a brief overview of acceptance models used within the area of information technology. One particular model, the Unified Theory of Acceptance and Use of Technology (UTAUT), is then discussed, and a study is reported in which the model was used to assess driver acceptance of a particular driver assistance system. The key findings of that study are reported, and suggestions are made for refining UTAUT to make it more suitable for assessing acceptance of driver assistance systems.
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| 36. |
- Adell, Emeli, et al.
(författare)
-
The Definition of Acceptance and Acceptability
- 2014
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Ingår i: Driver Acceptance of New Technology. - Farnham, Surrey, England : Ashgate. - 9781409439844 ; , s. 11-21
-
Bokkapitel (refereegranskat)abstract
- Despite the recognised importance of the concept of acceptance, how and why new technologies are actually accepted by drivers is not well understood. While many studies claim to have measured acceptance, few have explicitly defined what it is. This chapter points out the importance of defining acceptance and categorises definitions that have been used according to their “essence”. Distinctions between different types of acceptance as well as between acceptance and acceptability are also described. A proposal for a common definition of acceptance is then presented and discussed.
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| 37. |
- Adesiyun, Adewole, et al.
(författare)
-
Digital Road Operations : Deliverable D4
- 2023
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The DiREC CAV-Readiness Framework (CRF) is a framework that aims to help an NRA assess their capability with respect to the deployment of Connected and Automated Driving (CAD) solutions, their ability to influence the use of CAD on their network via investment in digital and physical infrastructure, and the impacts and outcomes of any investment decision.DiREC structured the CRF around C-ITS Services and Use Cases as defined under the C-ROADS project. C-ROADS is a joint initiative of European Member States and road operators for testing and implementing C-ITS services, with a desire for cross-border harmonisation and interoperability.The CRF is thus a framework which can be used by NRAs to help assess their aspirations and readiness to support CAD, and to implement individual C-ITS services and use cases. It does this by:Defining the C-ITS services to be providedBreaking those services down into use cases and enablersScoring the NRAs readiness, aspirations and high-level assessment of costs and impacts of each enabler to help plan and prioritise the NRA support for CAD.
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| 38. |
- Adesiyun, Adewole, et al.
(författare)
-
Final Report
- 2023
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The 2020 CEDR Research Call on the Impact of CAD on Safe Smart Roads had as its aim to “prepare the national road authorities on future challenges of connectivity, digitalization and automation to get to an autonomously well-managed traffic flow.” CEDR cautioned that “ If NRAs do not act proactively, the vehicle manufacturers will determine the automation of traffic flow alone, the NRAs will fall behind and huge investment will be needed to safeguard NRAs’ objectives. NRAs’ goals and roles in the Cooperative, Connected and Automated Mobility of the future must be clear…NRAs need to determine and act before other parties decide in our place where we need to invest.”.The Digital Road for Evolving Connected and Automated Driving (DiREC) project set out to develop a toolkit for NRAs to use in their assessment and development of their capabilities as digital road operators. This toolkit, referred to as the CAV Readiness Framework (CRF), focuses on five key areasof provision that are central to the development of connected and automated driving capabilities. Those areas being:Physical infrastructureDigital infrastructureCommunications infrastructureStandards and regulationOperational supportDiREC focused on technologies, services and regulatory infrastructure for which NRAs might either have direct responsibility or at least significant influence. Development led by vehicle manufacturers or the regulations governing them were considered to be outside the scope of influence of the NRAs, for the moment at least. Instead, attention was given to those technologies and services that are likely to be generically useful to most or all future CAD solutions. We identified that there is still a considerable diversity of approaches amongst the developers of automated vehicles, with no single technical strategy yet close to being dominant.
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| 39. |
- Adesiyun, Adewole, et al.
(författare)
-
Level of Service Definitions : Deliverable D3
- 2023
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The Level of Service (LoS) is a widely employed metric that quantifies the performance and quality of a provided service, utilizing a predetermined scale. In the transportation domain, road capacity (i.e., maximum throughput in a given road section) is the most widely used performance indicator, where the LoS is applied. In road capacity studies, the LoS definition is dependent upon the specific context and facility under examination, such as urban areas or motorways. In urban settings, the criteria typically employed for determining LoS include average travel speed, average travel time, frequency of stops, and delays. Conversely, on motorways, LoS is determined by factors such as vehicle density, traffic speed, and frequency of lane changes (HCM, 2016). Upon specifying the context, the chosen criteria are applied, and threshold requirements are established to categorize the performance and quality under the appropriate LoS. The LoS scale can range from binary levels (e.g., acceptable or unacceptable) to more nuanced scales. For instance, the HCM (2016) employs a six-point scale (A = very good; B = good; C = acceptable; D = bad; E = very bad; F = system breakdown).For C-ITS services (i.e., information provision), however, the aim is to provide information that are, among other things, accurate and timely to the road users, connected and autonomous vehicles, so they can react accordingly to events on the road network. The CAV-ready framework (CRF) developed in WP3 aims to illustrate the progress of National Road Authorities (NRAs) towards becoming a digital authority, meaning that the NRAs should provide traffic related information (data provision) to its users (connected and autonomous vehicles) that are precise, accurate, and timely. As such, we have defined three distinct LoS categories:Basic: Minimum acceptable performance/qualityEnhanced: Not optimal but sufficient performance/qualityAdvanced: Ideal or best performance/quality
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| 40. |
- Adesiyun, Adewole, et al.
(författare)
-
Overview of connected and automated driving test sites
- 2020
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Ingår i: Proceedings of 8th Transport Research Arena TRA 2020. ; , s. 7-
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Konferensbidrag (refereegranskat)abstract
- Connected and automated vehicles potentially offer solutions to some key challenges for National Road Administrations (NRAs), such as reduction of accidents, increasing network capacity etc. As a result of this potential, both industry and certain national governments are undertaking trials that are mainly focused on technological challenges such as the ability of vehicles to drive safely in “random” situations etc. Far less attention has been paid to questions around the implications for NRAs. The overall aim of the STAPLE project is to provide a comprehensive review of technological and non-technological aspects of the most relevant connected and automated driving test sites in order to understand the impact of these sites on the NRAs’ core business and functions.
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