| 1. |
- Andersson-Sköld, Yvonne, et al.
(författare)
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A framework for assessing urban greenery's effects and valuing its ecosystem services
- 2018
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Ingår i: Journal of Environmental Management. - : Academic Press. - 0301-4797 .- 1095-8630. ; 205, s. 274-285
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Tidskriftsartikel (refereegranskat)abstract
- Ongoing urban exploitation is increasing pressure to transform urban green spaces, while there is increasing awareness that greenery provides a range of important benefits to city residents. In efforts to help resolve associated problems we have developed a framework for integrated assessments of ecosystem service (ES) benefits and values provided by urban greenery, based on the ecosystem service cascade model. The aim is to provide a method for assessing the contribution to, and valuing, multiple ES provided by urban greenery that can be readily applied in routine planning processes. The framework is unique as it recognizes that an urban greenery comprises several components and functions that can contribute to multiple ecosystem services in one or more ways via different functional traits (e.g. foliage characteristics) for which readily measured indicators have been identified. The framework consists of five steps including compilation of an inventory of indicator; application of effectivity factors to rate indicators' effectiveness; estimation of effects; estimation of benefits for each ES; estimation of the total ES value of the ecosystem. The framework was applied to assess ecosystem services provided by trees, shrubs, herbs, birds, and bees, in green areas spanning an urban gradient in Gothenburg, Sweden. Estimates of perceived values of ecosystem services were obtained from interviews with the public and workshop activities with civil servants. The framework is systematic and transparent at all stages and appears to have potential utility in the existing spatial planning processes.
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| 2. |
- Dukic Willstrand, Tania, 1975-, et al.
(författare)
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Driving Characteristics of Older Drivers and Their Relationship to the Useful Field of View Test
- 2017
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Ingår i: Gerontology. - : S. Karger AG. - 0304-324X .- 1423-0003. ; 63:2, s. 180-188
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Tidskriftsartikel (refereegranskat)abstract
- To maintain the mobility of older people in later life, it is essential to sustain their autonomy; however, driving is a complex task, requiring a large range of visual, psychomotor and cognitive abilities. Subsequently, a key issue is to measure and evaluate the fitness to drive of older drivers. Several methods have been proposed, among them the useful field of view (UFOV) test.The present study aimed to identify driving characteristics in older drivers and the relationship between the UFOV test and the on-road driving results. A total of 80 drivers aged 70 years or older performed both the UFOV test and the on-road driving assessment. The ‘B On-Road' (Behaviour On-Road) protocol was used for the fitness-to-drive assessment. ‘Driving too fast' was the item reported most often during the on-road assessment, followed by problems with the manual gearbox and ‘attention to signs, road lines and traffic lights'. Overall, the results showed that the older the driver, the more errors were reported during the on-road driving assessment, as well as the slower the performance on the UFOV test. A significant relationship between the total number of on-road errors, as measured by the B On-Road protocol, and the UFOV 3, which stresses the capacity of selective attention, was found.The recommendation is still to use on-road driving assessment to fully assess fitness to drive for older drivers whose ability to drive requires assessment. However, to supplement this, the UFOV test, in particular the UFOV 3, is a valuable complement in selecting those drivers requiring to be assessed.
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| 3. |
- Finnsgård, Christian, 1974, et al.
(författare)
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Swedish shippers’ strategies for coping with slow-steaming in deep sea container shipping
- 2018
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Ingår i: Journal of Shipping and Trade. - : Springer Singapore. - 2364-4575. ; 3:8
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Tidskriftsartikel (refereegranskat)abstract
- When container shipping lines experience over-capacity and high fuel costs, they typically respond by decreasing sailing speeds and, consequently, increasing transport time. Most of the literature on this phenomenon, often referred to as slow-steaming, takes the perspective of the shipping lines addressing technical, operational and financial effects, or a society perspective focusing on lower emissions and energy use. Few studies investigate the effects on the demand side of the market for container liner shipping. Hence, the aim of this study is to elaborate on the logistics consequences of slow-steaming, particularly the strategies that Swedish shippers purchasing deep sea container transport services employ to mitigate the effects of slow-steaming. Workshops and semi-structured interviews revealed that shippers felt they had little or no impact on sailing schedules and were more or less subject to container shipping lines’ decisions. The effects of slow-steaming were obviously most severe for firms with complex supply chains, where intermediate products are sent back and forth between production stages on different continents. The shippers developed a set of strategies to cope with the low punctuality of containerised shipping, and these were categorised in the domains of transfer-the-problem, transport, sourcing and distribution, logistics and manufacturing, and product design. All firms applied changes in the transport domain, although the lack of service segmentation limited the effects of the strategy. Most measures were applied by two firms, whereas only one firm changed the product design.
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| 4. |
- Finnsgård, Christian, 1974, et al.
(författare)
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The Shipper's perspective on slow steaming : Study of Six Swedish companies
- 2019
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Ingår i: Transport Policy. - : Elsevier. - 0967-070X .- 1879-310X.
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Tidskriftsartikel (refereegranskat)abstract
- Trans-ocean liner shipping companies adopt slow steaming during periods when the market is characterised by low demand, high fuel prices, low freight rates and overcapacity. The most recent instance in which this occurred was the period following the 2008/2009 global financial crises, and the speeds have not yet rebounded to the pre-crisis levels. Most of the existing research regarding slow steaming takes environmental, economic and maritime engineering perspectives, meaning that the phenomenon is studied from the viewpoint of ship owners. The purpose of this paper is to explore the effects of slow steaming from the shipper's perspective.
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| 5. |
- Hjorth, Urban, 1941, et al.
(författare)
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Subsample distribution distance and McMC convergence
- 2005
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Ingår i: Scandinavian Journal of Statistics. - : Wiley. - 0303-6898 .- 1467-9469. ; 32:2, s. 313-326
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Tidskriftsartikel (refereegranskat)abstract
- A new measure based on comparison of empirical distributions for sub sequences or parallel runs and the full sequence of Markov chain Monte Carlo simulations, is proposed as a criterion of stability or convergence. The measure is also put forward as a loss function when the design of a Markov chain is optimized. The comparison is based on a Kullback-Leibler (KL) type distance over value sets defined by the output data. The leading term in a series expansion gives an interpretation in terms of the relative uncertainty of cell frequencies. The validity of this term is studied by simulation in two analytically tractable cases with Markov dependency. The agreement between the leading term and the KL-measure is close, in particular when the simulations are extensive enough for stable results. Comparisons with established criteria turn out favourably in examples studied.
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| 6. |
- Kjeldgard, L., et al.
(författare)
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Bicycle crashes and sickness absence - a population-based Swedish register study of all individuals of working ages
- 2019
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Ingår i: Bmc Public Health. - : Springer Science and Business Media LLC. - 1471-2458. ; 19
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Tidskriftsartikel (refereegranskat)abstract
- BackgroundIn recent years, bicycle injuries have increased, yet little is known about the impact of such injures on sickness absence (SA) and disability pension (DP). The aim was to explore SA and DP among individuals of working ages injured in a bicycle crash.MethodA nationwide register-based study, including all individuals aged 16-64years and living in Sweden, who in 2010 had in- or specialized out-patient healthcare (including emergency units) after a bicycle crash. Information on age, sex, sociodemographics, SA, DP, crash type, injury type, and injured body region was used. We analyzed individuals with no SA or DP, with ongoing SA or full-time DP already at the time of the crash, and with new SA >14days in connection to the crash. Crude and adjusted odds ratios (OR) with 95% confidence intervals for new SA were estimated by logistic regression.ResultsIn total, 7643 individuals had healthcare due to a new bicycle crash (of which 85% were single-bicycle crashes). Among all, 10% were already on SA or full-time DP at the time of the crash, while 18% had a new SA spell. The most common types of injuries were external injuries (38%) and fractures (37%). The body region most frequently injured was the upper extremities (43%). Women had higher OR (1.40; 1.23-1.58) for new SA than men, as did older individuals compared with younger (OR 2.50; 2.02-3.09, for ages: 55-64 vs. 25-34). The injury types with the highest ORs for new SA, compared with the reference group external injuries was fractures (8.04; 6.62-9.77) and internal injuries (7.34; 3.67-14.66). Individuals with traumatic brain injury and injuries to the vertebral column and spinal cord had higher ORs for SA compared with other head, face, and neck injuries (2.72; 1.19-6.22 and 3.53; 2.24-5.55, respectively).ConclusionsIn this explorative nationwide study of new bicycle crashes among individuals of working ages, 18% had a new SA spell in connection to the crash while 10% were already on SA or DP. The ORs for new SA were higher among women, older individuals, and among individuals with a fracture.
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| 7. |
- Ohlin, Maria, et al.
(författare)
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Analysis of bicycle crashes in Sweden involving injuries with high risk of health loss
- 2019
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Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 10:6, s. 613-618
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Tidskriftsartikel (refereegranskat)abstract
- Objective: The objectives of the present article were to (a) describe the main characteristics of bicycle crashes with regard to the road environment, crash opponent, cyclist, and crash dynamics; (b) compare individuals who describe their health after the crash as declined with those who describe their health as not affected; and (c) compare the number of injured cyclists who describe their health as declined after the crash with the predicted number of permanent medical impairments within the same population.Methods: A sample of individuals with specific injury diagnoses was drawn from the Swedish Traffic Accident Data Acquisition (STRADA) database (n = 2,678). A survey form was used to collect additional information about the crash and the health-related outcomes. The predicted number of impaired individuals was calculated by accumulating the risk for all individuals to sustain at least a 1% permanent medical impairment, based on the injured body region and injury severity.Results: Nine hundred forty-seven individuals (36%) responded, of whom 44% reported declined health after the crash. The majority (68%) were injured in single bicycle crashes, 17% in collisions with motor vehicles, and 11% in collisions with another cyclist or pedestrian. Most single bicycle crashes related to loss of control (46%), mainly due to skidding on winter surface conditions (14%), followed by loss of control during braking (6%). There was no significant difference in crash distribution comparing all crashes with crashes among people with declined health. The predicted number of impaired individuals (n = 427) corresponded well with the number of individuals self-reporting declined health (n = 421).Conclusions: The types of crashes leading to health loss do not substantially differ from those that do not result in health loss. Two thirds of injuries leading to health loss occur in single bicycle crashes. In addition to separating cyclists from motorized traffic, other preventive strategies are needed.
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| 8. |
- Rizzi, Maria C, et al.
(författare)
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The potential of different countermeasures to prevent injuries with high risk of health loss among bicyclists in Sweden
- 2020
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 21:3, s. 215-221
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Tidskriftsartikel (refereegranskat)abstract
- Objective: As bicyclists account for the largest share of serious injuries in Sweden, focus to improve safety for bicyclists is needed. While knowledge about fatal bicycle crashes is rather extensive, the number of studies that have investigated non-fatal injuries is still rather limited. The aim of this study was to estimate the potential of different countermeasures to reduce crashes resulting in injuries with high risk of health-loss among cyclists in Sweden. A further aim was to describe the residual—that is, crashes that were not considered to be addressed by the analyzed countermeasures. Methods: A sample of individuals with specific injury diagnoses was drawn from the Swedish national crash database Strada. A survey form was used to collect additional information about the crash and the health-related outcomes. The potential of countermeasures currently included in the Swedish Safety Performance Indicators, as well as of countermeasures that could be described as “existing but not fully implemented” was assessed. The overall potential of all countermeasures assessed was calculated, giving a grand total without double counting. Cases that were considered not to be addressed by any of the countermeasures included (i.e., the residual crashes) were described in more detail. Results: The current Swedish Safety Performance Indicators that relate to safe cycling addressed 22% of crashes. Improved maintenance by deicing and removal of snow from bicycle infrastructure was found to have the highest potential (8%), followed by improved crashworthiness of passenger cars (5%) and safer bicycle crossings (4%). The potential for existing but not fully implemented safety improvements was 56%. The greatest potential was found for Autonomous Emergency Braking with cyclist detection for passenger cars (12%), followed by studded winter tyres for bicycles (12%), and improved maintenance on non-bicycle infrastructure (11%). In total, taking double counting into consideration, all safety improvements could address 64% of all crashes. Among the residual crashes, the majority (69%) were single bicycle crashes of which most were related to wheel locking during braking and losing balance at low speed or stationary. Conclusions: Compared with fatal crashes that involve a majority of bicycle-car crashes, the crashes leading to health-loss are mostly single bicycle crashes. Therefore, innovation and development of additional countermeasures to improve safety for bicyclists should focus on single bicycle crashes.
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| 9. |
- Shannigrahi, Ardhendu Sekhar, 1965, et al.
(författare)
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n-Alkanoic monocarboxylic acid concentrations in urban and rural aerosols : Seasonal dependence and major sources
- 2014
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Ingår i: Atmospheric research. - : Elsevier BV. - 0169-8095 .- 1873-2895. ; 143, s. 228-237
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Tidskriftsartikel (refereegranskat)abstract
- We report new data on the abundance and distribution of n-monocarboxylic acids (n-MCAs) in fine- and coarse-mode aerosols in rural and urban areas of Sweden, and determine their possible sources. Overall, C6–C16n-MCAs accounted for ~ 0.5–1.2% of the total PM10 (particulate matter ≤ 10 μm) mass. In general, the C12–C16 fraction was the most abundant (> 75%), with the exception of wintertime samples from a rural site, where C6–C11 acids accounted for 65% of the total C6–C16n-MCA mass. Positive matrix factorization analysis revealed four major sources of n-MCAs: traffic emissions, wood combustion, microbial activity, and a fourth factor that was dominated by semi-volatile n-MCAs.Traffic emissions were important in the urban environment in both seasons and at the rural site during winters, and were a major source of C9–C11 acids. Wood combustion was a significant source at urban sites during the winter and also to some extent at the rural site in both seasons. This is consistent with the use of wood for domestic heating but may also be related to meat cooking. Thus, during the winter, traffic, wood combustion and microbial activity were all important sources in the urban environment, while traffic was the dominant source at the rural site. During the summer, there was considerable day-to-day variation in n-MCA concentrations but microbial activity was the dominant source. The semi-volatile low molecular weight C6–C8 acids accounted for a small (~ 5–10%) fraction of the total mass of n-MCAs. This factor is unlikely to be linked to a single source and its influence instead reflects the partitioning of these compounds between the gas and particle phases. This would explain their greater contribution during the winter.
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