| 1. |
- Eriksson, Jenny, 1975-, et al.
(författare)
-
Intressent- och behovsanalys för resvaneundersökningar : resultat från intervjuer och enkätundersökning
- 2017
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- I Sverige genomförs en nationell resvaneundersökning med viss regelbundenhet med Trafikanalys som ansvarig myndighet. Undersökningen har problem med bortfall, täckning, kostnader och uppgiftslämnarbörda. Ett projekt pågår som syftar till att utveckla nya metoder för att samla in data om personers mobilitet. Projektet är indelat i fem arbetspaket, varav detta arbete är ett. Syftet är att utföra en intressent- och behovsanalys avseende framtida resvaneundersökningar. I detta ingår att identifiera syften och frågeställningar som resvaneundersökningar ska kunna hantera och besvara.Det genomfördes 20 telefonintervjuer och utskick av webbenkät till 142 personer (svar från 81 personer, svarsfrekvens 57 procent). Intressenterna delades in i tre olika grupper: offentlig sektor, forskningsorganisation och övriga aktörer. Tillsammans med egna erfarenheter har en analys gjorts av vad som efterfrågas från den nationella resvaneundersökningen. Frågeställningar som centrala för användare av resvaneundersökningar är val av färdsätt, resans ärende samt mått på hur resvanorna förändras över tid och hur olika grupper reser. För detta behövs både uppgifter om individen och resorna. Utöver detta önskar man bra data på kommunal nivå eller lägre. Dock kan Trafikanalys i nuläget inte erbjuda den möjligheten, men här finns det möjlighet för kommuner, regioner och andra aktörer att välja ett extraurval från den befintliga nationella resvaneundersökningen.
|
|
| 2. |
- Eriksson, Jenny, 1975-, et al.
(författare)
-
New ways of collecting individual travel information : Evaluation of data collection and recruitment methods
- 2018
-
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.
|
|
| 3. |
- Eriksson, Jenny, 1975-, et al.
(författare)
-
Nya sätt att samla in individuell resvaneinformation : Utvärdering av insamlings- och rekryteringsmetoder
- 2018
-
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.
|
|
| 4. |
- Eriksson, Jenny, 1975-, et al.
(författare)
-
Skattning av cykeltrafikarbetet : en pilotstudie i tre kommuner
- 2022
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Nationellt (via gång- cykel- och kollektivtrafikmålet), regionalt och i många av Sveriges kommuner finns målsättningar om ökad cykling. Dessa målsättningar är dock svåra att följa upp, då cykeltrafikens storlek inte mäts och följs upp. Med de metoder som används idag för flödesmätningar är det inte möjligt att skatta cykeltrafikarbetet i hela kommunen, då flödesmätningarna inte genomförs på systemnivå för det cykelbara vägnätet. Det övergripande syftet med pilotstudien är att ta fram en accepterad, tillförlitlig, tillämpbar och enhetlig metod för att skatta cykeltrafikarbetet i kommunen genom flödesmätningar. Kommunerna Stockholm, Uppsala och Östersund ingår i pilotstudien. Det genomfördes 135 veckomätningar i varje kommun; 100 på gång- och cykelvägnätet och 35 i blandtrafik, uppdelat på fem etapper. De kontinuerligt mätta flödespunkterna användes som information för uppräkning på helårsnivå. Cykelvägnätet omfattar inte grusvägar, enskilda väghållare och vägar med skyltad hastighet 80 km/h och högre. Länkarna delades in i stratum, där det i varje stratum gjordes ett systematiskt urval på den totala länklängden. Skattningsmetoden tog hänsyn till både rum och tid. Under det brutna året vecka 35 år 2020 till vecka 34 år 2021 cyklades det 145±43 miljoner kilometer i Stockholm, 59±23 miljoner kilometer i Uppsala och 9±3 miljoner kilometer i Östersund. Osäkerheten i skattningen, utgör mellan 30 och 40 procent av punktskattningen. Det är en ganska stor osäkerhet i skattningen, men tillräckligt liten för att se att det exempelvis är skillnader mellan kommunerna. Något som framkommit i denna studie är att cyklandet i blandtrafik inte är försumbar och kommunerna bör ha detta i beaktande. För att studien ska komma till sin rätt bör den upprepas en gång till i minst en av dessa kommuner.
|
|
| 5. |
- Silvano, Ary P., 1975-, et al.
(författare)
-
Comparing respondent characteristics based on different travel survey data collection and respondent recruitment methods
- 2020
-
Ingår i: Case Studies on Transport Policy. - : Elsevier. - 2213-624X .- 2213-6258. ; 8:3, s. 870-877
-
Tidskriftsartikel (refereegranskat)abstract
- Internet offers new ways of collecting travel data, such as online questionnaires and smartphone applications which can be further combined with new recruitment methods, such as web panels and crowdsourcing. However such non-random recruitment methods may also have an impact on the characteristics of the recruited respondents. This paper investigates the characteristics of respondents’ profiles resulting from new recruitment methods (i.e., random sample, web panel and crowdsourcing) combined with an online questionnaire and a mobile application, compared to a register population. The results show that only the randomly recruited mobile app responses did not deviate significantly from the register data. However, this method shows the lowest response rate. The web panel attracted more respondents who were not gainfully employed, cohabiting in a flat without children. On the other hand, crowdsourcing deviated the most from the register data, although it showed the highest number of responses in both collection methods, particularly with regard to the online questionnaire. Crowdsourcing attracted many more women within the working age bracket (25–64), gainfully employed, holding a driving licence, most likely childless and cohabiting. An improvement in number of respondents and data richness may be a trade-off for traditional methods combined with online questionnaires and mobile app usage. A possible approach may include (i) a full scale traditional travel survey (e.g., every five years), (ii) online web panel surveys annually, to monitor changes over time, and (iii) mobile app surveys to increase data accuracy in terms of trip attributes. An interesting future research direction is to investigate different approaches to weighting the collected travel information, especially for the web panel and crowdsourcing recruitment methods.
|
|
| 6. |
- 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.
|
|
| 7. |
- 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.
|
|
| 8. |
- 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
|
|
| 9. |
- Adesiyun, Adewole, et al.
(författare)
-
Review and Evaluation of NRAs : Deliverable D2
- 2023
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Connected and Automated Driving (CAD) is an important area of digital technology that will bring disruption to individuals, economies, and societies. Most forms of CAD require some level of infrastructure support for their safe operation. Additional infrastructure and services to support CAD have the potential to improve safety even further, and to bring other benefits such as increased efficiency or reduced congestion. However, the infrastructure requirements from Original Equipment Manufacturer (OEMs) are not always clear, and it is difficult for National Road Authorities (NRAs) to predict and plan for the future levels of support needed for CAD given rapidly evolving technology and uncertain projections of future CAD demand. In addition, there is also a need for better dialogue among NRAs, OEMs and service providers to articulate those requirements and to define a roadmap and responsibilities for achieving safe and smart roads through CAD.The aim of DiREC is to establish a CAV Readiness Framework and a set of toolkits dedicated to CAVs (Connected and Autonomous Vehicles) that incorporates a wide range of components that affect CAD and the ability of highway infrastructure to support it. These components include machine readability of physical infrastructure, digital services, connectivity, in addition to aspects such as governance of the infrastructure and services, and legal and regulatory requirements. Together these components influence the ability of the NRA to become a digital road operator. The DiREC project will thus provide a framework for NRAs, service providers and OEMs to support CAD. It will consolidate and combine standards, research, and recommendations from other projects and extend research into new areas such as creating a common vision for digital twins among NRAs, understanding connectivity and connectivity requirements to support digital services and analysing how these can be met, reviewing the quality management processes around digital data, and documenting existing legal and regulatory frameworks in all areas relating to CAD.
|
|
| 10. |
- Adesiyun, Adewole, et al.
(författare)
-
Stakeholder Engagement Report : Deliverable D1
- 2023
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The main aim of the DiREC project is developing a common framework to support National Road Authorities (NRAs) to provide better engagement with Original Equipment Manufacturers (OEM) and service providers, identify clearer responsibilities and liabilities, and include tools to calculate the costs and benefits of providing different levels of support to Connected and Automated Vehicles (CAVs). Greater engagement and dialogue are key. By understanding the infrastructure and communications requirements of automated vehicles, and the challenges faced by CAVs in an operational environment, NRAs will be able to strategically plan their networks to support Connected and Automated Driving (CAD) and place themselves in a much stronger position to influence how traffic operates on the network.A proactive approach to liaising with vehicle manufacturers and service providers will also promote NRA involvement in the services that are developing around digital mapping, localisation, navigation and traffic management. By aligning the digital strategies and plans of the NRAs with the requirements of OEMs and CAVs, and by giving direction to service providers, a common framework for CAD will help achieve major cost efficiencies and facilitate economic transformation. It will help optimise the delivery of infrastructure and communications systems on national road networks in support of CAD implementation whilst helping NRAs maintain their influence over CAD activity. In order to facilitate productive interactions with various stakeholders involved with CAVs, WP1 within the DiREC project is dedicated to stakeholder engagement activities. This will ensure that input from different stakeholder categories will be collected and utilized for CAV-ready framework development.
|
|
