1. |
- Berglin Blohm, Marianne, et al.
(författare)
-
A media campaign aiming at reducing delay times and increasing the use of ambulance in AMI.
- 1994
-
Ingår i: The American journal of emergency medicine. - : W.B. Saunders Co.. - 0735-6757 .- 1532-8171. ; 12:3, s. 315-8
-
Tidskriftsartikel (refereegranskat)abstract
- To improve the prognosis in patients with acute myocardial infarction (AMI) if treatment by early instituting treatment, we initiated a media campaign during 1 year with the intention to reduce delay times and increase ambulance use in patients with acute chest pain. This article describes the outcome during 3 years after the campaign was finished. The median delay time in patients with AMI was reduced from 3 hours 0 min before the campaign to 2 hours 20 minutes during the year of the campaign (P < .001). The median delay time remained at a similar level (2 hours 20 min) during the 3 years after the campaign. Ambulance use was not affected during or after the campaign. It can be concluded that a media campaign resulted in a reduction of delay times not only during the campaign, but also during 3 years after its performance, whereas ambulance use was not affected.
|
|
2. |
|
|
3. |
|
|
4. |
|
|
5. |
|
|
6. |
- Herlitz, Johan, 1949, et al.
(författare)
-
The cost-benefit balance of coronary artery bypass grafting: need for hospitalization during the two years before and the two years after.
- 1996
-
Ingår i: The Thoracic and cardiovascular surgeon. - : Georg Thieme Verlag KG. - 0171-6425 .- 1439-1902. ; 44:5, s. 239-44
-
Tidskriftsartikel (refereegranskat)abstract
- To derive and compare the need for hospitalization during 2 years prior to coronary artery bypass grafting (CABG) and 2 years after, all the patients from western Sweden in whom CABG without simultaneous valve surgery was performed between June 1988 and June 1991 were evaluated. Hospitalization prior to and after surgery was derived via questionnaires sent to the patients and via data from their hospital medical record forms. In all, 2099 patients were studied. The mean total number of days in hospital was 16 during the 2 years before and 24 including surgery and postoperative complications during the 2 years after the operation (p < 0.001). When the days for operation and postoperative complications were excluded, the mean number of days after operation was 7 (p < 0.001). Hospitalization due to myocardial infarction, angina pectoris, percutaneous transluminal coronary angioplasty and other investigations for heart disease were significantly reduced after CABG. On the other hand, hospitalization due to chest pain with causes other than ischemic heart disease, congestive heart failure, arrhythmias, and reoperation was more frequent during the 2 years after surgery. The total number of days in hospital was higher during the 2 years after CABG than during the 2 years before, despite the fact that hospitalization due to ischemic events was significantly reduced after the operation.
|
|
7. |
- Strömberg, Helena, 1985, et al.
(författare)
-
A future without drivers? Comparing users', urban planners' and developers' assumptions, hopes, and concerns about autonomous vehicles
- 2021
-
Ingår i: European Transport Research Review. - : Springer Science and Business Media LLC. - 1867-0717 .- 1866-8887. ; 13
-
Tidskriftsartikel (refereegranskat)abstract
- Aim: This study identifies and compares perceptions of autonomous vehicle (AV) implementation among three Swedish stakeholder groups: Future Users, Urban Planners, and Developers. Method: Semi-structured comparative focus groups were conducted separately with each of the three groups of stakeholders and the transcripts were analysed in broad themes using thematic analysis. Results: Assumptions, hopes, concerns, and direction of development were the main themes that emerged from the analysis. Assumptions included electrification of vehicles, changes in travel demand, and the need for regulations; Hopes included the idea that AVs will contribute to a more accessible and safer transport system; Concerns included overtrust in AV technology, a possible detrimental impact on the city in the form of congestion and higher demand for investments in infrastructure that could outcompete other modes of transport; and Direction of development and their own role, where the need for collaboration between stakeholders and implementation of AVs in connection with society’s needs were emphasised. Conclusions: AVs were seen to lead to both positive and negative consequences depending on implementation and the development of society. The study shows that dialogue between different stakeholders is lacking but it is desired for the inclusive implementation of AVs.
|
|
8. |
|
|
9. |
- Aryana, Bijan, 1980, et al.
(författare)
-
Designing the S in MaaS: Behind the scenes and beyond the screens
- 2022
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- There is a considerable number of academic as well as non-academic publications on different aspects of Mobility-as-a-Service (MaaS). Several studies, with a Stated Preference approach, have investigated e.g. who the potential users of MaaS may be, what modes should be offered and users’ willingness to pay. Other researchers have tried to describe the challenges associated with the development and implementation of MaaS including technical issues, legislation and regulation barriers, lack of appropriate business models, etc. There are also those few who report on results of MaaS pilots and how the service elements influenced the outcome. MaaS is not merely a digital application but a complex service, where several mobility service providers need to collaborate in order to offer a service which “… not only integrates a range of mobility services, both public and private, but also provides one-stop access to all services through a common interface.”. It is therefore surprising that design process per se, or the methodology used have not been the focus for research efforts. Purpose: This study explains a small-scale MaaS development project with the service design process in focus. What process was followed and why? What methods and tools were used? How were stakeholders involved? Etc. Methodology: The scope of study is a local business-to-business MaaS solution designed for employees at multiple organizations (B2B-E), all closely located in an urban area. The design and development of the service were studied from the beginning until final implementation over the course of two years. Data sources include semi-structured interviews with stakeholders, participatory observations of project meetings, and a series of stakeholder workshops reflecting on the MaaS design process. Findings:The results evidence the need for design guidelines for MaaS with a focus on the service aspect, i.e. the S in MaaS. When analysing the process, most stakeholders realized that important steps were missing or completed in the wrong order. Several general service design principles were not fully implemented, for example results show that not all interaction points in the customer journey were considered in the design (designing for these critical points requires alignment between digital and physical touchpoints; employees’ actual trips often differed from those which the service was intended for, and service ownership and allocation of stakeholders’ responsibilities were not altogether clear. The results highlight the wide range of responsibilities of the MaaS provider, such as maintaining MaaS physical and digital infrastructure, ensuring universal provision of information, and negotiating and coordinating regulations and policies between public and private bodies. Implications: To provide MaaS is beyond developing and administrating a mobile app or similar end-user digital touch points. It requires physical infrastructure, such as mobility hubs, unified information design of both physical and digital infrastructure, and understanding of multiple user groups , including (in the specific case) individuals as well as organizations. To do so, service design models and methods tailored for complex services are required. Such methods should address high level design challenges including service ownership, stakeholder responsibilities, and evolving business models.
|
|
10. |
- Babapour Chafi, Maral, 1983, et al.
(författare)
-
Activity Theory. A framework for understanding the interrelations between users and workplace design.
- 2021
-
Ingår i: A Handbook of Theories on Designing Alignment Between People and the Office Environment. - London : Routledge.
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Activity theory (AT) is a conceptual framework for the study of human activity. From this theoretical perspective, an activity system is the primary unit of analysis and is broken into three analytical components: (i) the subject - the person, group or organisation being studied, (ii) the mediating tools by which the activity is carried out, and (iii) the object that the provides the meaning and purpose for which subjects engage in activities. As the concept of tool mediation is central to the theory, its application in workplace studies has enabled an understanding of the interaction between employees as users, their activities and workplaces as mediating tools. AT has been applied in workplace studies to examine the implications of relocating to flexible offices, offering a holistic and contextual method of discovery that has informed use(r)-centred workplace design. Qualitative and interpretative research is recommended for examining the components of activities and their interdependencies. To this end, contextual inquiries are recommended, with a triangulation of methods such as interviews, observations and walkthroughs to ensure a comprehensive understanding of activity systems. The chapter concludes with a step-by-step guide for conducting workplace studies, using AT as an analytical framework.
|
|