| 1. |
- Antonson, Hans, et al.
(författare)
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Crash Barriers and Driver Behavior : A Simulator Study
- 2013
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 14:8, s. 874-880
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Tidskriftsartikel (refereegranskat)abstract
- Objective: The study examines how drivers experience a conventional W-beam guardrail (metal crash barrier) along both sides of narrow versus wider roads (single carriageway with 2 lanes) in terms of stress, feelings, and driving patterns and whether subjective experience concurs with the actual driving patterns captured by the quantitative data.Methods: The study used different methods to capture data, including the VTI Driving Simulator III (speed and lateral vehicle position) in conjunction with electrocardiogram (ECG) data on heart rate variability (HRV) and questionnaires (oral during driving and written after driving). Eighteen participants-8 men and 10 women-were recruited for the simulator study and the simulator road section was 10 km long.Results: Driving speeds increased slightly on the wider road and on the road with a crash barrier, and the lateral driving position was nearer to the road center on the narrower road and on the road with a crash barrier. The HRV data did not indicate that participants experienced greater stress due to road width or due to the presence of a crash barrier. Participant experience captured in the oral questionnaires suggested that road width did not affect driver stress or driving patterns; however, the written questionnaire results supported the simulator data, indicating that a wider road led to increased speed. None of the participants felt that crash barriers made them feel calmer.Conclusions: We believe that there is a possibility that the increased speed on roads with crash barriers may be explained by drivers’ sense of increased security. This study demonstrates that an experimental design including experience-based data captured using both a simulator and questionnaires is productive. It also demonstrates that driving simulators can be used to study road features such as crash barriers. It seems more than likely that features such as street lamps, signs, and landscape objects could be tested in this way. © 2013 Copyright Taylor and Francis Group, LLC.
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| 2. |
- Antonson, Hans, et al.
(författare)
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Landscape heritage objects' effect on driving : a combined driving simulator and questionnaire study.
- 2014
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575 .- 1879-2057. ; 62, s. 168-77
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Tidskriftsartikel (refereegranskat)abstract
- According to the literature, landscape (panoramas, heritage objects e.g. landmarks) affects people in various ways. Data are primarily developed by asking people (interviews, photo sessions, focus groups) about their preferences, but to a lesser degree by measuring how the body reacts to such objects. Personal experience while driving a car through a landscape is even more rare.In this paper we study how different types of objects in the landscape affect drivers during their drive. A high-fidelity moving-base driving simulator was used to measure choice of speed and lateral position in combination with stress (heart rate measure) and eye tracking. The data were supplemented with questionnaires. Eighteen test drivers (8 men and 10 women) with a mean age of 37 were recruited. The test drivers were exposed to different new and old types of landscape objects such as 19th century church, wind turbine, 17th century milestone and bus stop, placed at different distances from the road driven.The findings are in some respect contradictory, but it was concluded that that 33% of the test drivers felt stressed during the drive. All test drivers said that they had felt calm at times during the drive but the reason for this was only to a minor degree connected with old and modern objects. The open landscape was experienced as conducive to acceleration. No significant differences could be observed concerning the test drivers' gaze between old or modern objects, but a significant difference was observed between the test drivers' gaze between road stretches with faraway objects and stretches without objects.
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| 3. |
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| 4. |
- Brüde, Ulf, et al.
(författare)
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Trafiksäkerhetseffekter av åtgärder och tillståndsförändringar
- 2008
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This study has been performed by VTI by commission of the Road Traffic Inspectorate in Sweden. The objective has been to scrutinise, discuss, compile and comment on measures, changes in conditions and effects concerning both the road, the vehicle and the road user. One further objective has been to relate, as far as possible, the effects/changes to the actual development of fatalities in traffic, in the first place over the period 1996-2006. It is found that for many factors, the conditions, measures and associated effects are insufficiently known. This is especially true for changes over time. This is unsatisfactory since, at the same time, there is strong evidence that these factors have, or may have, a considerable impact and that it is a high proportion of all traffic fatalities which are affected - either positively or negatively. We do not know about changes in conditions regarding speeds, person km travelled by age and gender, alcohol in traffic, use of mobile telephones when driving, and attitudes and deliberate traffic violations. There are no data for changes concerning risk for car drivers of different ages and genders. Effects concerning fatalities are insufficiently known for changes in traffic mileage (all other factors being constant), changes in economic conditions (effects apart from impact on traffic mileage), automatic traffic safety control speed cameras, certain physical measures, the aggregate effect of more recent vehicles, measures to influence alcohol in traffic, and attitude modification. There are no data for simultaneous analysis of accidents/injuries/fatalities, as well as for exposure, speed, road, vehicle and road user.
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| 5. |
- Carlsson, Arne, et al.
(författare)
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Metod för beräkning av fördröjningar på vägavsnitt utan omkörningsmöjlighet
- 2013
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Detta VTI notat presenterar en beräkningsmetod för beräkning av förväntad kölängd och restidsfördröjning för enfältiga vägavsnitt utan omkörningsmöjligheter. Metoden utvecklades 2001 och presenterades i ett PM. Bakgrunden till modellutvecklingen var att dåvarande Vägverket (nu Trafikverket) planerade att införa så kallade 1+1-vägar, det vill säga, vägar med längre delsträckor utan omkörningsmöjlighet. Den utvecklade beräkningsmetoden har sedermera visat sig värdefull även vid framkomlighetsberäkningar för 2+1-vägar med varierande andel tvåfältsavsnitt och har använts vid framtagning av hastighetsflödessamband till Trafikverkets ”Effektsamband för vägtransportsystemet”. Metoden använder avsnittslängd, trafikflöde samt medelhastighet och standardavvikelse som indata. Metoden är uppdelad på beräkning av effekter på grund av enstaka långsamtgående fordon samt effekter vid ”normal” hastighetsfördelning. Då mätdata saknades vid modellutvecklingen jämfördes metoden med simuleringskörningar med den mikroskopiska trafiksimuleringsmodellen AIMSUN. Resultaten visar på en relativt god korrelation men generellt så ger den analytiska metoden cirka 1,2 procent lägre restidsfördröjning. En stor del av skillnaden mellan modellerna vid måttliga flöden bör kunna härledas till det stokastiska inslaget i simuleringen. Det bör även påpekas att varken den analytiska modellen eller trafiksimuleringsmodellen har kalibrerats och validerats mot verkliga data för denna typ av väg. Skillnaden mellan modellerna innebär således inte att den analytiska modellen självklart är den som avviker från verkligheten.
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| 6. |
- Eriksson, Jenny, 1975-, et al.
(författare)
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New ways of collecting individual travel information : Evaluation of data collection and recruitment methods
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The overall purpose of the project is to conduct a demonstration study that shows how two data collection methods that have been developed to collect travel survey data perform in the field, and how they perform compared with traditional TS (i.e., postal questionnaires and/or telephone interviews). The project is also intended to provide a better understanding of the ways in which different recruitment methods of respondents can be used so that future TS can be more cost effective.The two collection methods tested consist of a mobile app and an online questionnaire with a map to assist the respondents to identify travel destinations. Three recruitment methods were used, i.e., recruitment via random sampling, a web panel, and crowdsourcing. The portion of the random sample that received an online questionnaire was divided into two groups. Half the group was given no incentive, while the other half received a gift card worth SEK 100 after answering the questioner. Those who were recruited via a web panel and were to use the mobile app were rewarded in the form of a gift card worth SEK 100 if, at minimum, they made corrections to trips made on one day registered in the mobile app. A nonresponse analysis was performed of the random sample for both the online questionnaire and the mobile app. Cost estimates for each collection method and recruitment method were also performed, as were uncertainty estimates.Overall, the study shows that the mobile app registered significantly more trips per respondent than did the online questionnaire, while the distances travelled were comparable. There are several possible interpretations of this. One is that people who responded to the online questionnaire either forget about and/or combined short trips (particularly trips made for the purposes of leisure or shopping, and using the travel modes walking and car). One presumable explanation for this is that it is easier to confirm/correct the trips that the mobile app suggests than it is to recall and enter all trips in an online questionnaire. Another possible interpretation is that people responding to different data collection methods have different travel patterns. Yet another explanation is connected to technique issues regarding the different data collection methods.
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| 7. |
- Eriksson, Jenny, 1975-, et al.
(författare)
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Nya sätt att samla in individuell resvaneinformation : Utvärdering av insamlings- och rekryteringsmetoder
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Inom samverkansprogrammet Nästa generations resor och transporter, som Trafikanalys är huvudansvarig för, har man identifierat ett behov av att finna och utveckla nya lösningar för resvaneundersökningar (RVU:er). Bakgrunden till detta är bland annat sjunkande svarsfrekvenser med dagens metoder, vilket skulle kunna ge problem med representativiteten. Det anses som mycket angeläget att utveckla nya metoder för datainsamling för framtidens RVU:er, både på kort och lång sikt.Det övergripande syftet med projektet är att göra en demonstrationsstudie som visar hur två datainsamlingsmetoder som har utvecklats för att samla in resevaneundersökningsdata presterar i fält, samt hur de presterar jämfört med ”traditionell” RVU (postal enkät och/eller telefonintervjuer). Projektet syftar också till att få bättre förståelse för hur olika rekryteringsmetoder kan användas för att framtida RVU:er ska kunna bli mer kostnadseffektiva. De två insamlingsmetoder som testats är webbenkät med karta och mobilapp. Tre rekryteringsmetoder har använts och dessa är rekrytering via slumpmässigt urval, webbpanel och crowdsourcing.
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| 8. |
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| 9. |
- Forsman, Åsa, et al.
(författare)
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Co-operation between police and social treatment services offering treatment to drink and drug drivers : experience in Sweden
- 2011
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 12:1, s. 9-17
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Tidskriftsartikel (refereegranskat)abstract
- Objective: To describe and analyze a measure that has been introduced in Sweden with the objective of quickly offering treatment for the alcohol or drug problems suspected drink or drug drivers may have. The goal of the measure is that every suspected drink or drug driver shall, as soon as apprehended by the police, be offered contact with the social services or the dependency care and treatment service, which can offer a consultation and, if needed, suitable treatment.Method: Interviews and questionnaire surveys, as well as forms that describe the treatment received by each individual case.Results: About 20 percent of all those who receive the offer from the police accept contact with the social services or the care and treatment service, and approximately 40 percent of these also attend the consultation. There is a favorable fundamental attitude to the method among the participating authorities. However, some shortcomings in application are revealed. One example concerns drug drivers who are offered contact with the social services or the care and treatment service to a considerably lesser extent than drink drivers. Another neglected group are the people who are at first suspected of drink driving but are later found to have an alcohol concentration below the legal limit. Compared with those who have an alcohol concentration above the legal limit, this group is offered contact to a lesser extent and also have a lower propensity to accept the offer.Conclusions: The results indicate a strong support for the method from involved authorities, but participation could be improved by giving more attention to neglected groups.
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| 10. |
- Forsman, Åsa, et al.
(författare)
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Förslag till förbättringar av rattfylleristatistiken i Sverige : underlag till uppdrag att förbättra beskrivningen av vägtrafikolyckornas hälsopåverkan
- 2008
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In June 2006, the Swedish Road Administration was mandated by the Government to improve the description of the health effects of road traffic accidents. Under the terms of this mandate, a proposal was to be made as to how the recording of alcohol and drug related accidents can be improved, and how sample surveys of the prevalence of drivers under the influence of alcohol and/or drugs should be performed. This note describes the data used for these parts of the mandate. One common condition for both these parts is that possible screening methods for drivers under the influence of narcotics should be studied. In order to measure the proportion of traffic mileage travelled by drink/drug drivers, the investigation should be organised as a statistical sample survey where the police check drivers at sites selected at random. As regards selection in time, it may be reasonable to use quota sampling. In the present situation, we do not consider that it is possible to carry out regular surveys of drug driving. If the regulations are amended so that routine controls can be performed, and if the police begin to use screening instruments for drug tests, regular surveys can be performed. These surveys can then be integrated with the investigations regarding alcohol, by requiring the stopped drivers to give samples for both alcohol and for drugs.
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