| 1. |
- Adell, Emeli, et al.
(författare)
-
Actors’ expectations and requests regarding ISA implementation.
- 2003
-
Konferensbidrag (refereegranskat)abstract
- The stake holders seem to be pending on each others reaction towards ISA-systems (Intelligent Speed Adaptation). A situation can occur in which the car owners do not invest in the system because the car industry do not believe in it, the car industry waits upon the politicians’ standpoint, and the politicians leer at the public opinion… Decision makers need a good picture of what decisions are needed in order to make the car industry produce the system; to make companies with fleet of vehicles invest in the system; to make purchaser of transport services demand the system; to make the insurance companies reward drivers with the system etc. The manufacturers need straight answers of the standpoint of the decision makers and how big the demand among companies with fleets of vehicles is. Private car drivers and companies with fleets of vehicles need to know what support they can expect from the government or from the insurance companies. The study is based on explorative studies were the different stake holders’ attitudes, interests, needs, expectations are explored and the differences between the stake holders are analysed. The stake holders are categorized into four different groups: – Stake holders keen to improve traffic safety (politicians and insurance companies) – Manufacturer (car industry) – Catalysts (opinion makers) – Users (privet car drivers, companies with fleet of vehicles, car rental companies etc.) The aim of this paper is to describe the hypotheses and methods of the study.
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| 2. |
- Adell, Emeli, et al.
(författare)
-
Arterial roads do not have to be big, ugly and difficult for non-motorists
- 2003
-
Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- The objective of this paper is to describe the evaluation and effects of a major reconstruction of an arterial street in Eskilstuna, a medium sized Swedish town. The aim of the reconstruction was to minimize the barrier effects of the arterial street and by that create a stronger connection between the town center, on one side of the street, and the town-river, on the other; but also to create generally better conditions for primarily unprotected road users in that area of the city. This paper studies how traffic safety, subjective safety, pass ability, accessibility, attraction, aesthetics and air pollution are influenced by this reconstruction. Both objective and subjective measurements have been used. The reconstruction gave positive effects on most of the aspects studied and although the primary aim of the project was not to improve traffic safety the results were very positive in this respect as well. The most negative outcome was an increase in car emissions due to more accelerations and decelerations. In total the positive effects are overriding the negative ones by far and the study shows that by making some sacrifice in the mobility and comfort for motor vehicle occupants the attraction and esthetics of the area has increased as well as the traffic safety. An attempt has also been made to value the changes regarding different aspects for different types of road users. This clearly shows the stronger benefits for unprotected road users compared with the motorists.
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| 3. |
- Adell, Emeli, et al.
(författare)
-
Auditory and haptic systems for in-car speed management – A comparative real life study
- 2008
-
Ingår i: Transportation Research. Part F: Traffic Psychology and Behaviour. - : Elsevier BV. - 1369-8478. ; 11:6, s. 445-458
-
Tidskriftsartikel (refereegranskat)abstract
- Field experiments with ISA (intelligent speed adaptation) were carried out in Hungary and Spain in 2003 and 2004, respectively. Twenty private vehicles in each country were equipped with two kinds of systems: (1) support via an active accelerator pedal (AAP) and (2) warning via beep signals and a flashing red light when the speed limit was exceeded (BEEP). The test drivers drove for a month with both systems installed in each car. Speed was continually logged in all the vehicles and the test drivers were interviewed about their acceptance and experiences of the systems. The results show that both systems reduced the mean and 85 percentile speeds, but that the AAP was more effective. There was no long-lasting effect on speeds when the systems were removed. After the trial half of the drivers were willing to keep an ISA system, but more drivers wanted to keep the BEEP-system even though it showed lower satisfaction ratings than the AAP. The results indicate no major differences between the countries despite the workload being perceived to be higher in Hungary than in Spain.
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| 4. |
- Adell, Emeli, et al.
(författare)
-
Cyclists' use of mobile IT in Sweden : usage and self-reported behavioural compensation
- 2014
-
Ingår i: 3rd International Cycling Safety Conference (ICSC2014), 18-19 November, Gothenburg, Sweden. - Gothenburg, Sweden.
-
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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| 5. |
- Adell, Emeli, et al.
(författare)
-
Developing HMI components for a driver assistance system for safe speed and safe distance
- 2008
-
Ingår i: IET Intelligent Transport Systems. - : Institution of Engineering and Technology (IET). - 1751-9578 .- 1751-956X. ; 2:1, s. 1-14
-
Tidskriftsartikel (refereegranskat)abstract
- This paper describes a pre-screening procedure that was carried out with a number of candidate Human-Machine-Interaction solutions in three different modes (visual, auditory and haptic) for the concepts of “safe speed and safe distance” (referred to as SASPENCE) of an Advanced Driver Assistance System (termed as ADAS). This procedure was performed simultaneously in two European countries, Sweden and Spain, in 2004. In each country two groups of about 30 drivers each participated in the two-phase procedure. Eleven visual display alternatives for speed information and ten alternatives for distance warning as well as twelve auditory warning sounds were screened by a standard procedure. In addition, two alternatives of haptic feedback via the accelerator pedal were tested in a mock-up driving seat. The overall results provide recommendations for visual, auditory and haptic feedback alternatives to build a driver support system for safe speed and safe distance.
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| 6. |
- Adell, Emeli, et al.
(författare)
-
Development of HMI components for a driver assistance system for safe speed and safe distance
- 2006
-
Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- A pre-screening procedure with a number of candidate Human-Machine-Interaction solutions (visual, auditory and haptic) for the concept of Safe Speed and Safe Distance was carried out. Two groups of about 30 test persons participated in the two-phase test procedure. Eleven candidate visual displays for speed information and ten alternatives for distance warning as well as twelve auditory warning sounds were screened by a standard procedure. Two alternatives of haptic feed-back via the accelerator pedal were tested in a mock-up driving seat. The activity resulted in recommendations for visual, auditory and haptic feedback alternatives to build the “warning package”.
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| 7. |
- Adell, Emeli, et al.
(författare)
-
Driver comprehension and acceptance of the active accelerator pedal after long-term use
- 2008
-
Ingår i: Transportation Research. Part F: Traffic Psychology and Behaviour. - : Elsevier BV. - 1369-8478. ; 11:1, s. 37-51
-
Tidskriftsartikel (refereegranskat)abstract
- Driver comprehension and acceptance of the active accelerator pedal (AAP) after long-term use were evaluated in a large-scale Swedish trial held in 2000-2002. The system was installed in the cars of 281 test drivers who then used it for between six months and a year. The participants' responses, elicited by questionnaires in the end of the trial, showed a positive rating of the concept of the AAP, while the willingness to pay for it was lower than for other driver-assistance systems studied elsewhere. The typically skeptical driver was a young, male, company car driver with initially negative attitude and a faulty AAP. The typically enthusiastic driver was an older, female, private driver with initially positive attitude and a fault-free AAP. The drivers found that the system, if not satisfactory, was useful but added to the emotional pressure felt by the driver. However, they did think it had positive impacts on performance and safety. Still, the largest perceived effect was a decrease in the risk of being fined for speeding. The gap between the concept of the AAP and willingness to keep and pay for the system puts a clear focus on the importance to define acceptance and developing a tool to ensure reliable assessments of it.
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| 8. |
- Adell, Emeli
(författare)
-
Driver Experience and Acceptance of Driver Support Systems - A Case of Speed Adaptation
- 2009
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Substantial research and development efforts are being made to add driver support systems to the arsenal of traffic safety measures. Obviously, the system cannot reduce fatalities and trauma until it is actually used. Hence, drivers’ experiences and acceptance of the system are of paramount importance. A driver support system (ISA) has been investigated by means of real life trials in Sweden, Hungary and Spain, and the results show that the incentive for drivers to use an ISA system might be the money and embarrassment saved by avoiding speeding tickets, rather than increased traffic safety. Further, to assess the ‘final’, long-term experiences of the system, a longer period than one month of usage is necessary. This thesis conducts a literature review to systematically investigate how acceptance has been defined and how it has been measured within the driver support area. A new definition of acceptance is proposed: “the degree to which an individual intends to use a system and, when available, to incorporate the system in his/her driving”. Additionally, it explores whether the Unified Theory of Acceptance and Use of Technology model (UTAUT), which was originally developed for information technology, may be used as an acceptance model for driver support systems. A pilot test supported to some extent the use of the model. The model constructs ‘performance expectancy’ and ‘social influence’ affect drivers’ intention to use the system.
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| 9. |
- Adell, Emeli
(författare)
-
Drivers’ evaluations of the Active Accelerator Pedal in a real-life trial
- 2007
-
Ingår i: IATSS. ; 31:1, s. 89-99
-
Tidskriftsartikel (refereegranskat)abstract
- In a large-scale field trial, conducted between 2000 and 2001, the test drivers used the Active Accelerator Pedal for between 6 and 12 months in their regular cars. The drivers’ evaluations, elicited by questionnaires after one month of usage and at the end of the trial, were analysed with ANOVA (repeated-measure) and compared to the objectively measured effects in the same trial. The drivers found the system to be effective in decreasing their speed and believed their risk of being fined for speeding decreased drastically. On the other hand, their workload increased and their emotional state deteriorated. They reported an increased feeling of obstructing other drivers and reduced driving enjoyment. Between-subject effects showed a different way of using the system depending on age; younger drivers used the supporting function of the system more, while older drivers found the counter force more of a command to lower their speed. Time effects showed the importance of long-term evaluations and the interaction effects demonstrated how development of driver responses over time depend on driver type and initial attitude. Comparing driver subjective experiences and objectively measured effects, discrepancies were found in the magnitude of speed changes and car-following distances. The delegation of responsibility coincided well with the objectively measured effects.
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| 10. |
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| 11. |
- Adell, Emeli, et al.
(författare)
-
Exponering av oskyddade trafikanter med hjälp av app-baserade resvaneundersökningar
- 2024
-
Ingår i: Sammanställning av referat från Transportforum 2024. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 287-288
-
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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| 12. |
- Adell, Emeli, et al.
(författare)
-
Field trials with ISA in Hungary
- 2004
-
Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- Field experiments with ISA (Intelligent Speed Adaptation) has been carried out in the city of Debrecen, Hungary. Twenty vehicles were equipped with two kinds of ISA systems: 1) support via an active accelerator pedal and 2) warning via beep signals and flashing red light when exceeding the speed limit. Speed was continually logged in all vehicles and the test drivers were interviewed. The results show that they had a positive attitude towards ISA generally, but they reported some negative changes in workload factors. They liked the warning beep signal more than support via the gas pedal.
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| 13. |
- Adell, Emeli, et al.
(författare)
-
Field trials with ISA in Hungary and Spain
- 2004
-
Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- Within the framework of the European project, PROSPER, field experiments with ISA (Intelligent Speed Adaptation) were carried out in Hungary and Spain. Twenty vehicles in each country were equipped with two kinds of ISA systems: 1) warning via an active accelerator pedal and 2) warning via beep signals and flashing red light when exceeding the speed limit. Both systems are based on a GPS receiver and a digital map with speed limits. Speed was continually logged in all vehicles and the test drivers were interviewed. The effects of the systems will be presented at the congress.
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| 14. |
- Adell, Emeli, et al.
(författare)
-
How Is Acceptance Measured? : Overview of Measurement Issues, Methods and Tools
- 2014
-
Ingår i: Driver Acceptance of New Technology. - Farnham, Surrey, England : Ashgate. - 9781409439844 ; , s. 74-88
-
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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| 15. |
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| 16. |
- Adell, Emeli, et al.
(författare)
-
Investigating untapped bike potential with crowdsourcing data
- 2024
-
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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| 17. |
- 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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| 18. |
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| 19. |
|
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| 20. |
- Adell, Emeli, et al.
(författare)
-
Test of HMI Alternatives for Driver Support to Keep Safe Speed and Safe Distance - A Simulator Study
- 2008
-
Ingår i: The Open Transportation Journal. - : Bentham Science Publishers Ltd.. - 1874-4478. ; 2, s. 53-64
-
Tidskriftsartikel (refereegranskat)abstract
- This paper describes a driving simulator trial to evaluate driver reactions to a number of alternative information/ warning modes of a multi-modal system for the “safe speed and safe distance” concept. In 2006, eight Human Machine Interaction alternatives, consisting of a combination of visual, haptic and auditory modes were used alternatively to give information/warning to the driver on safe speed, safe distance and the prevailing speed limit. Thirty-four test drivers drove once without the SASPENCE system and twice with the system. The system did not affect the speed behaviour of the driver in either normal conditions or sharp curves. The average number of alarms was slightly larger when driving with the system. The haptic HMI alternative - the combination of force feedback in the accelerator pedal and vibration of the seat belt for speed warning and pulsation in the accelerator pedal for distance warning - gave the lowest proportion of time of being in an unsafe situation, and improved driver-reaction time most. This haptic alternative also resulted in the most positive driver ratings/experiences of the system. The visual alternatives used were positively rated by the drivers, but no clear differences between them could be found according to opinions. The auditory feedback was not appreciated by the drivers. All the drivers stated they would accept the SASPENCE system if the system was installed in their cars free of charge. The majority would accept a system that was both informative and advisory, while some of them also stated they would accept an intervening system.
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| 21. |
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| 22. |
- Adell, Emeli
(författare)
-
The concept of Acceptance
- 2007
-
Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- Over the recent years there has been a large development of various driver support systems with the intention to improve traffic safety. For these systems to be successful in reducing fatalities and trauma it is decisive that they are used by the drivers. Hence, the driver’s acceptance of the systems is vital. How acceptance can be measured depends on how it is defined. Unfortunately, there is no prevailing definition which has resulted in a number of different measurement methods, often with disparate outcomes. This paper discusses the definition of acceptance and how acceptance is measured. The Unified Theory of Acceptance and Use of Technology (UTAUT) (Venkatesh et al, 2003), used in the area of information technology, is analysed and put forward as a promising alternative to study the acceptance of driver support systems.
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| 23. |
- Adell, Emeli, et al.
(författare)
-
The Definition of Acceptance and Acceptability
- 2014
-
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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| 24. |
- Adell, Emeli, et al.
(författare)
-
The effects of a driver assistance system for safe speed and safe distance - A real-life field study
- 2011
-
Ingår i: Transportation Research. Part C: Emerging Technologies. - : Elsevier BV. - 0968-090X. ; 19:1, s. 145-155
-
Tidskriftsartikel (refereegranskat)abstract
- The effects of a driver assistance system for keeping safe speed and safe distance (referred to as SASPENCE) on driver behaviour, reactions and acceptance were evaluated in a test carried out in 2006. Twenty test drivers, recruited by ads, drove two times (once with the system off and once with the system on) in real traffic conditions along a 50 km long test route containing urban and rural roads and motorway sections outside Turin, Italy. Driving data was logged and the test drivers were observed by means of an in-car observation method, in this case by two observers riding along in the car with the driver. Driver opinions were collected through questionnaires. The findings show positive effects of the system in terms of fewer alarm situations, shorter alarm lengths, shorter reaction times, increased headway and better interactions with vulnerable road users at intersections. On the negative side, driver performance worsened slightly, the number of centre line crossings increased, there was worse facilitating behaviour with regard to other drivers and harder braking at traffic lights. No major effect on speed behaviour of the driver, lane choice, lane keeping, lane change, overtaking, red running, use of turning indicator and workload was found. (C) 2010 Elsevier Ltd. All rights reserved.
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| 25. |
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| 26. |
- Ahlström, Christer, et al.
(författare)
-
Bicyclists’ visual strategies when conducting self-paced vs. system-paced smartphone tasks in traffic
- 2015
-
Ingår i: Transportation Research Part F. - : Elsevier BV. - 1369-8478 .- 1873-5517. ; 41, s. 204-216
-
Tidskriftsartikel (refereegranskat)abstract
- Visual distraction among cyclists interacting with their mobile phones is a growing concern. Yet, very little research has actually investigated how cyclists apply visual strategies and adapt task execution depending on the traffic situation. The aim of this study is to investigate visual behaviour of cyclists when conducting self-paced (initiated by the cyclist) vs. system-paced (initiated by somebody else) smartphone tasks in traffic. Twenty-two cyclists completed a track in real traffic while listening to music, receiving and making calls, receiving and sending text messages, and searching for information on the internet. The route and the types of tasks were controlled, but the cyclists could choose rather freely when and where along the route to carry out the tasks, thus providing semi-naturalistic data on compensatory behaviour. The results show that the baseline and music conditions were similar in terms of visual behaviour. When interacting with the phone, it was found that glances towards the phone mostly came at the expense of glances towards traffic irrelevant gaze targets and also led to shortened glance durations to traffic relevant gaze targets, while maintaining the number of glances. This indicates that visual “spare capacity” is used for the execution of the telephone tasks. The task type influenced the overall task duration and the overall glance intensity towards the phone, but not the mean nor maximum duration of individual glances. Task pacing was the factor that influenced visual behaviour the most, with longer mean and maximum glance durations for self-paced tasks. In conclusion, the cyclists used visual strategies to integrate the handling of mobile phones into their cycling behaviour. Glances directed towards the phone did not lead to traffic relevant gaze targets being missed. In system-paced scenarios, the cyclists checked the traffic more frequently and intensively than in self-paced tasks. This leads to the assumption that cyclists prepare for self-initiated tasks by for example choosing a suitable location. Future research should investigate whether these strategies also exists amongst drivers and other road user groups.
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| 27. |
- Andersson, Alfred, et al.
(författare)
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Promoting sustainable travel behaviour through the use of smartphone applications: A review and development of a conceptual model
- 2018
-
Ingår i: Travel Behaviour and Society. - : Elsevier BV. - 2214-367X. ; 11:2018, s. 52-61
-
Tidskriftsartikel (refereegranskat)abstract
- The negative effects of transport in terms of pollution, congestion and climate change has urged the need for higher shares of cleaner and more efficient modes of transport, especially in urban settings. While new technologycan solve some of these issues, behaviour changes has also been identified as an important factor to achieve a modal shift from cars to walking, cycling or public transport. This study investigates how ICT has been used to influence behaviour change and synthesizes key aspects into a conceptual model for creating a behaviour change support system (BCSS) for smartphone applications. A literature review concerning behaviour change and ICT in the fields of transport, health, energy and climate was conducted to gather empirical evidence whichforms the foundation of the conceptual model. The empirical findings were tested and verified against a theoreticalframework consisted of The Transtheoretical Model, Theory of Planned Behaviour, Diffusion of Innovations and the concept of Gamification. The results suggest that customization to the user, relevant and contextualised information and feedback, commitment, and appealing design are important aspects when influencing users to behaviour change through smartphone applications. The conceptual model provides further knowledge of key aspects to consider when developing persuasive tools that aims to encourage more sustainablemodes of transport.
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| 28. |
- Andersson, Alfred, et al.
(författare)
-
The effect of marketing messages on the motivation to reduce private car use in different segments
- 2020
-
Ingår i: Transport Policy. - : Elsevier BV. - 0967-070X. ; 90, s. 22-30
-
Tidskriftsartikel (refereegranskat)abstract
- This study explores marketing messages promoting sustainable transport and reported motivation to reduce private car use within different segments. A stated preference survey targeting a sample of 1300 residents in Sweden was conducted, and exploratory factor analysis was used to identify underlying dimensions of a set of 19 marketing messages. Self-efficacy and collective efficacy were defined as latent factors, and the latter was found to be a better motivator for all segments. For the most car-advocating segment, however, the factors (both self- and collective efficacy) was unsuccessful in inducing any reported motivation to reduce private car use. Assimilation bias seems to influence the respondent’s interpretation of marketing messages.
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| 29. |
- Andersson, Jan, 1965-, et al.
(författare)
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The complexity of changes in modal choice : A quasi-experimental study
- 2023
-
Ingår i: Transportation Research Part F. - : Elsevier. - 1369-8478 .- 1873-5517. ; 96:July, s. 36-47
-
Tidskriftsartikel (refereegranskat)abstract
- Background: Changes in modal choice is argued to be one way to reduce the emission of greenhouse gases. Increasing modal choices in favour of more environmentally friendly travel modes requires a better understanding of how these choices are actually made. The first aim of this study is therefore to examine how modal choice is related to subjective experiences as perceived accessibility, perceived satisfaction , habit, both before , after an intervention promoting public transport. The second aim is to examine how modal choice is affected by the intervention. Finally, the third aim is to examine how subjective experiences as perceived accessibility, perceived satisfaction, and habit are affected by the intervention.Method: The design used is a before-and after-study with free public travel passes as the intervention (30-or 14-days free travel pass). Altogether, 52 travelers - distributed on two intervention groups and one control group - participated in the study. The 30-days free travel pass group constitutes 18 participants, the 14-days free travel pass group constitutes 19 participants while the control group constitutes 15 participants. During the before -period the participants were asked to register their modal choice using a digitalized application downloaded on their smart phones (the TravelVu app), to complete a short app-based questionnaire, and a web-based questionnaire. During the after-period, they were once again asked to register their modal choice and to complete a web-based questionnaire. All data collected were analyzed by variance or correlation analyses using the change between before-and after period as the dependent variable.Conclusion: The intervention did not affect the modal choice or the subjective experiences. Over time, the participants did however increase their use of public transport and their cognitive evaluation of their everyday travel overall, while they decreased their use of car and became less reflective and less interested in trying out new alternative travel modes. These changes might be attributed to their participation in the present study.
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| 30. |
- Bruel, Laure, et al.
(författare)
-
HMI tests in simulator
- 2007
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The main goal of SASPENCE is to develop and evaluate an innovative system able to perform the Safe Speed and Safe Distance concept, that means to help the driver in avoiding accident situations related to excessive speed or too small headway. So, the system should co-operate seamlessly with the driver, suggesting the proper velocity for the given condition (road structure, traffic situation, etc.) preventing risky and dangerous situations and thus avoiding collision. This support is done through a Human Machine Interface (HMI). It is essential that the HMIs are easily understandable by the driver and that they induce a suitable reaction to the danger, otherwise the system is worthless. The simulator tests are the second step of the HMI design process that counts three of them. After the static tests that have enabled to show up the preferred visual, haptic and acoustic HMI, 8 combinations of HMI have been tested in dynamic conditions in the PSA driving simulator while part of the SASPENCE modules were running and tested. These tests should enable us to understand which HMIs are the best for the driver, that is to say, which HMI makes it possible to give the SASPENCE information in the clearest way to the driver. The main aims of these tests were to evaluate the effects of the SASPENCE system on drivers’ behaviour and to give recommendations for the HMI to be installed in the two test-cars, according to drivers’ preference and the efficiency of the HMI. They were also useful: - to improve the representativeness of the static tests results, - to check the good operation of some modules, that will be implemented in the test cars, and to check the good communication between the driver and the HMI, very early in the project, long before the demonstration cars are ready, - to complete the final road tests by measurements and observations in a more reproducible and observable conditions than the real road test. One interesting result of these tests is that the HMIs that were selected at the end of the static tests appeared to be too complex to be understood when one was driving. Another main result is that the SASPENCE system is efficient, as drivers spend less time in risky situations when driving with the SASPENCE system.
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| 31. |
- 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.
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| 32. |
- 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.
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| 33. |
- Jansen, Sven, et al.
(författare)
-
Validation Results
- 2008
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This report describes the validation of the SASPENCE driver support system using an evaluation method which has been developed within the scope of the SAfe SPEed and safe distaNCE (SASPENCE) project. SASPENCE aims to develop a driver support system that focuses on keeping a safe speed and safe heading distance in relation to other road users and road infrastructure. The system warns the driver to adapt to the situation and consequently the driver actions are influencing the effectiveness of SASPENCE. The Human Machine Interface design has therefore been a key aspect in the development of the system. The developed evaluation method is capable of dealing with a large variation of circumstances (including driver behaviour) and in all steps of the evaluation (apart from straightforward hardware tests) the driver is considered. The evaluation method consists of simulation-based functional tests, on-road functional tests, on-road subjective tests, and traffic impact assessment using simulation. The simulation-based functional tests (using a driver model) have been undertaken in three stages using a probabilistic method to cope with the large variation of circumstances. In the first stage a large number of Monte Carlo simulations were performed to assess the effectiveness of the basic SASPENCE algorithm, and to identify the most critical situations. In the second stage, Software-in-the-Loop simulations have been used to reduce the number of critical situations in order to arrive at a practical number of Hardware-in-the-Loop (HIL) experiments. The HIL experiments confirmed the effectiveness of the results of Monte Carlo simulations, and they additionally provided estimates for dependability parameters (i.e. Safety, Reliability, Appropriateness and Timeliness). On-road functional tests addressed conditions that can not be realised in HIL experiments; however, Appropriateness and Timeliness could not be determined. On-road subjective tests have been carried out in Spain and Italy by selecting 20 drivers at each location and letting each driver run a 50 km course with and without the SASPENCE system activated. Both experimental vehicles were equipped with systems for monitoring the driving session, recording camera images and vehicle motion data. Moreover, the Wiener Fahrprobe in-car observation method was used for the analysis of driver behaviour during the tests. From the users’ point of view, the system has been positively rated as being useful and well accepted by drivers, to an extent that the majority would be willing to pay up to 500 Euro to have it installed in their own vehicle. Also, from the experts’ point of view, the system was rated positively as for instance the number of conflicts and the number of events related to individual behavioural aspects decreased. The recorded vehicle data also confirmed the effectiveness of the system to reduce speed and increase heading distance. The Traffic impact assessment simulations show that the impact of SASPENCE is most apparent for high congestion levels where the positive (safety) effect is an increasing Time-to-Collision. However, the large reduction in the mean speed adversely affects traffic throughput.
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| 34. |
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| 35. |
- Kircher, Katja, 1973-, et al.
(författare)
-
Bicyclists‘ speed adaptation strategies when conducting self-paced vs. system-paced smartphone tasks in traffic
- 2015
-
Ingår i: Transportation Research Part F. - : Elsevier BV. - 1369-8478 .- 1873-5517. ; 28, s. 55-64
-
Tidskriftsartikel (refereegranskat)abstract
- The increasing prevalence of mobile phone usage while cycling has raised concerns, even though the number of cyclists involved in accidents does not increase at a comparable rate. A reason for this may be how cyclists adapt travelling speed and task execution to the current traffic situation. The aim of this study is to investigate speed adaptation among cyclists when conducting self-paced (initiated by the cyclist) vs. system-paced (initiated by somebody else) smartphone tasks in real traffic. Twenty-two cyclists completed a track in real traffic while listening to music, receiving and making calls, receiving and sending text messages, and searching for information on the internet. The route and the types of tasks were controlled, but the cyclists could choose rather freely when and where along the route to carry out the tasks, thus providing semi-naturalistic data on compensatory behaviour. The results clearly show that cyclists use conscious strategies to adapt their speed to accommodate the execution of secondary phone tasks. Regarding tactical behaviour, it was found that cyclists kept on cycling in 80% of the system-paced cases and in 70% of the self-paced cases. In the remaining cases, the cyclists chose to execute the phone task while standing still or when walking. Compared to the baseline (17.6 ± 3.5 km/h), the mean speed was slightly increased when the cyclists listened to music (18.2 ± 3.7 km/h) and clearly decreased when they interacted with the phone (13.0 ± 5.0 km/h). The speed reduction profile differed between self-paced and system-paced tasks with a preparatory speed reduction before task initiation for self-paced tasks. In conclusion, when the cyclists had the chance they either stopped or adapted their speed proactively to accommodate the execution of the phone task. For self-paced tasks, the speed reduction was finalised before task initialisation, and for system-paced tasks the speed adaptation occurred in reaction to the incoming task. It is recommended to investigate whether the observed compensatory behaviour is enough to offset the possible negative effects of smartphone use.
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| 36. |
- Kircher, Katja, 1973-, et al.
(författare)
-
Cyklisters kompensationsstrategier när de använder mobil IT i trafiken
- 2014
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Det finns en oro att cyklister som använder mobil IT utgör en trafikfara, men trots den ökande användningen verkar inte olyckstalen stiga. Målet med denna studie är därför att undersöka om och i så fall hur cyklister anpassar sitt beteende när de använder mobil IT medan de cyklar. Tjugotvå unga cyklister fick cykla fem varv längs en gata på en cykelbana i verklig trafik. Under varje varv fick de utföra olika uppgifter: cykla som vanligt, lyssna på musik, bli uppringda och ringa, skriva och läsa sms, samt söka efter information på internet. Rutten och uppgifterna var förutbestämda, men cyklisterna fick till stor del själva välja var och när de utförde de olika uppgifterna. På så sätt kunde vi studera om cyklisterna använde någon strategi när de använde mobil IT samtidigt som de cyklade. Resultaten visar tydligt att cyklisterna i studien väljer strategier för att ta sig an de olika telefonuppgifterna och att de flesta cyklisterna är medvetna om vilka strategier de använder. De valda strategierna skiljer sig åt mellan cyklister och mellan olika situationer, men de har en gemensam nämnare – att motverka belastning från telefonuppgiften. Jämfört med att bara cykla normalt (17.6 ± 3.5 km/h) så ökar hastigheten något vid musiklyssnande (18.2 ± 3.7 km/h) medan hastigheten sänks markant när cyklisten hanterar telefonen (13.0 ± 5.0 km/h). För de uppgifter som cyklisten själv kan påverka (ringa upp, skriva sms, söka information på internet) så sänks hastigheten i god tid före användandet och för resterande uppgifter så sänks hastigheten när ringsignalen hörs. I 26 % av fallen valde cyklisterna att stanna eller att leda cykeln medan de utförde telefonuppgifterna. Även för blickbeteendet var det väldigt liten skillnad mellan att cykla som vanligt och att cykla med musik. Cyklisterna själva beskriver även fler strategier som inte framgår av mätningarna. Till exempel anger vissa att de lyssnar mer aktivt eller att de bara använder en hörlur, att de planerar sitt användande genom längre framförhållning eller genom att inte använda mobil IT i korsningar, eller genom att mana sig själva till att vara mer alerta. Kompensationsstrategin beror också på hur van cyklisten är att använda mobil IT.
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| 37. |
- Pettersson, Fredrik, et al.
(författare)
-
CO2 emission impacts of introducing heavier and longer trucks in the Swedish transport system
- 2016
-
Konferensbidrag (refereegranskat)abstract
- In recent years the possibility to increase maximum length and weight of heavy goods vehicles to allow for High Capacity Vehicles (HCVs) has been debated in Sweden. Proposals to increase maximum weight to 74 tonnes, and length to 34m have caused controversy. Key arguments among proponents are that HCVs will bring about benefits, such as: increasing energy efficiency and decreasing CO 2 emissions, decreasing transport costs for transport buyers and thus increasing competitiveness of the Swedish industry and trade. Key arguments among the opponents are that the weight and length reform will erode the competitiveness of the railway sector, incite a modal shift from rail and coastal shipping to HCVs and thus in the long run lead to increases in CO 2 emissions. The purpose of this paper is to increase the body of knowledge on the impacts of HCVs on CO 2 .emissions. The aim is to develop policy recommendations concerning how HCVs could be introduced in a way that CO 2 emissions do not increase. We apply a systems analysis approach, which combines quantitative scenario-based modelling studies with qualitative methodologies including interviews and expert focus groups. The results show that an introduction of HCVs has the potential to support both the competitiveness of Swedish industry and to reduce transport sector CO 2 emissions. However, the CO 2 reduction potential of HCVs is limited by modal shift from rail and maritime transport and induced road transport demand. The magnitude of emission reductions vary considerably depending on combination of scenario and implementation strategy, but allowing for both longer and heavier vehicles will reduce emissions more than just allowing for heavier vehicles. To counteract potentially negative environmental impacts of HCVs, an introduction could be made in combination with other measures. These complementary measures need to be well-designed to balance the benefits in environmental protection and economic growth.
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| 38. |
- Pålsson, Henrik, et al.
(författare)
-
Longer and heavier road freight vehicles in Sweden
- 2016
-
Ingår i: NOFOMA 2016 - PROCEEDINGS OF THE 28TH ANNUAL NORDIC LOGISTICS RESEARCH NETWORK CONFERENCE. ; , s. 475-491
-
Konferensbidrag (refereegranskat)abstract
- PurposeLonger and heavier road freight vehicles, so called High Capacity Vehicles (HCVs) are likely to be implemented by the Swedish government in the near future. This paper analyses the effects on tonne-kilometres, vehicle-kilometres, CO2 and socio-economics of three possible implementation strategies (HCVs on all roads, a designated road network, a designated road network with km-based truck charge).Design/methodology/approachTwo well-established scenarios for transport development in Sweden were used as bases for calculations. Changes per tonne-kilometre are modelled for 10 product groups withconsiderations taken of the transport network. Socio-economic effects are analysed using the Net Present Value Rating method over a 40-year period.FindingsThe study shows the amount of induced transport and modal shift, from rail and sea to road, in terms of tonne-kilometre, vehicle-kilometre and CO2 emissions for three implementation strategies of HCVs in two scenarios. The only implementation strategy with a stable positive social net-benefit for HCVs was the implementation of HCV combined with a km-based charge.Research limitations/implicationsThe results reveal potential benefits to implement HCVs on a designated road network in combination with a km-based charge for trucks. The results are limited by possible over/underestimations of effects considered in the calculations, due to uncertainties and assumptions.Practical implicationsThe results highlight expected levels of modal shift and induced transport for different implementation strategies of HCVs and how that depends on transport and climate policies and the expected growth of tonne-kilometres.Original/valueThe calculations consider socio-economic effects, particularly from higher CO2 emissions due to modal shift and induced traffic, which is lacking in previous studies. From a socio-economic perspective, the implementation of HCVs should be accompanied by other policy measures in order to balance conflicting goals. The results are based on the Swedish context, but the model can be adapted to other countries or regions and also for studying other freight transportreforms.
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| 39. |
- Pålsson, Henrik, et al.
(författare)
-
Longer and heavier road freight vehicles in Sweden : Effects on tonne- and vehicle-kilometres, CO2 and socio-economics
- 2017
-
Ingår i: International Journal of Physical Distribution and Logistics Management. - 0960-0035. ; 47:7, s. 603-622
-
Tidskriftsartikel (refereegranskat)abstract
- Purpose: The Swedish government is likely to implement longer and heavier road freight vehicles, so-called high-capacity vehicles (HCVs), in the near future. The purpose of this paper is to analysis the expected effects on the whole transport system regarding tonne-kilometres, vehicle-kilometres on road, CO2 and socio-economics with three possible implementation strategies (HCVs on all roads, a designated road network and a designated road network with a kilometre-based truck charge) and two vehicle types (74 t/25.25 m and 74 t/34 m). Design/methodology/approach: Calculations are based on two well-established scenarios for transport development in Sweden. Changes per tonne-kilometre are modelled for ten product groups with considerations taken to their transport networks. Socio-economic effects are analysed using the net present value rating method over a 40-year period. Findings: The study shows the increase in demand for transport and the modal shift, from rail and sea to road, in terms of tonne-kilometres, vehicle-kilometres and CO2 emissions for three implementation strategies of HCVs in two scenarios. All implementation strategies show a positive social net-benefit with the introduction of HCVs. Research limitations/implications: The results reveal potential benefits to the implementation of HCVs. The results are limited by possible over/under-estimations of effects considered in the calculations, due to uncertainties and assumptions. Practical implications: The results highlight expected levels of modal shift and induced transport for different HCV implementation strategies and how they depend on transport and climate policies and the expected growth of tonne-kilometres. Originality/value: The calculations consider socio-economic effects, particularly from increased CO2 emissions due to modal shift and induced traffic, which is lacking in previous studies. To balance conflicting economic and environmental goals, the findings indicate that the implementation of HCVs could be accompanied by other policy measures. The findings are based on the Swedish context, but the model can be adapted to other countries or regions and to study other freight transport reforms.
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| 40. |
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| 41. |
- Söderberg, Alfred, et al.
(författare)
-
What is the substitution effect of e-bikes? A randomised controlled trial
- 2021
-
Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 90
-
Tidskriftsartikel (refereegranskat)abstract
- As sales of e-bikes increase, so does the need for reliable evaluations of which means of transport the e-bike replaces, what we call the substitution effect. A randomised controlled trial with GPS data from 98 frequent drivers in Sweden was conducted to investigate the effect of the e-bike on modal choice, the number of trips, distance, as well as perceptions of the e-bike as a substitute for the car. The results demonstrate that the treatment group increased cycling on average with 1 trip and 6.5 km per day and person, which led to a 25% increase in total cycling. The whole increase was at the expense of car use, which on average decreased by 1 trip and 14 km per person and day, a decrease in car mileage of 37%. Implications for policy and further research are discussed.
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| 42. |
- Varhelyi, Andras, et al.
(författare)
-
A comparative real life study of auditory and haptic systems for in-vehicle speed support
- 2006
-
Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- Two alternative Human-Machine-Interface solutions for in-vehicle speed support were evaluated in field trials in Hungary and Spain. Twenty vehicles on both test sites were equipped with two kinds of systems: 1) support via an Active Accelerator Pedal and 2) warning via beep signals and flashing red light when exceeding the speed limit. The test drivers drove one month with each system. Both systems had an effect on speed and the effect was greater for the Active Accelerator Pedal than for the “BEEP”-system. Both systems were perceived as useful but not satisfactory.
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| 43. |
- Varhelyi, Andras, et al.
(författare)
-
Behavioural effects of ISA in different driver categories.
- 2005
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Field studies to investigate the effects of Intelligent Speed Adaptation (haptic respectively auditory warnings) were carried out in Hungary and Spain. In a before/after within subject study, 20 test drivers in each country, tested both the Active Accelerator Pedal and an auditory warning system. Both systems had an effect on speed and the effect was greater for the Active Accelerator Pedal than for the “BEEP”-system. The largest effects of the ISA systems were found on the highest speeds, a very good indicator for this the changes is the 85th percentile speeds. Speed variance decreased too. The decreases were larger for the Active Accelerator Pedal than for the “BEEP”-system. Both the Hungarian and the Spanish participants seem to have a positive attitude towards ISA in general. Both systems were perceived as useful and neither satisfying nor dissatisfying. However the attitudes to the two systems tested were more differentiated and got less positive after one month’s usage. Hungarian drivers seem to be more skeptical to the systems than the Spanish drivers. However, there are no clear differences between the countries when looking at the acceptance, where the only relatively clear difference is that the Hungarian drivers like the AAP less than the BEEP system.
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| 44. |
- Varhelyi, Andras, et al.
(författare)
-
Driver behavioural effects from ISA
- 2005
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Activities with the aim to assess the effects of ISA on driver behaviour through experimental research were carried out. In order to investigate the regional differences in effects on driver behaviour when driving with ISA field trials were set up in Hungary and Spain. Complementary results were added from the Belgian ISA field trials. To investigate the effects on driver behaviour from different kinds of ISA (informative/limiting), experiments were carried out in a driving simulator. The experiments on the effects of various ISA systems have shown that all systems had an effect on speed. The largest effects were found on the highest speeds. Speed variance also decreased. Besides these, from the safety point of view positive effects on speeds, the simulator experiments showed that no signs of compensatory behaviour or complacency were found for the studied systems. The effect was greater for the AAP than for the BEEP system. The dead throttle is more effective in reducing speed than the high-force pedal and the low-force pedal is least effective. The tactile (vibrating) gas pedal is somewhere between the high-force pedal and the low force pedal. Both the Hungarian and the Spanish participants of the field trials seem to have a positive attitude towards ISA in general. However the attitudes to the two systems tested were more differentiated and got less positive after one month’s usage. Both systems were perceived as useful and neither satisfying nor dissatisfying. Hungarian drivers seem to be more skeptical to the systems than the Spanish drivers. However, there are no clear differences between the countries when looking at the acceptance, where the only relatively clear difference is that the Hungarian drivers like the AAP less than the BEEP system. The participants in the simulator studies had a more negative attitude towards the high-force pedal than they had towards low-force pedal, and a slightly more negative attitude towards the dead throttle than towards the tactile pedal. A trade-off situation between effectiveness and acceptance occurs: the informative system with some positive effect on driving behaviour and high acceptance or a more compelling ISA, with a more positive effect on driving behaviour, but less accepted.
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| 45. |
- Varhelyi, Andras, et al.
(författare)
-
Field Trial in Italy. Evaluation of the effects of the SASPENCE system on driver behaviour.
- 2007
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This document describes the evaluation of the Safe Speed and Safe Distance system, developed in the framework of the SASPENCE subproject, considering driver behaviour, reactions and acceptance when driving with it in real traffic conditions. The findings show positive effects of the system in terms of fewer alarm situations, shorter alarm lengths, shorter reaction times, larger headway, better speed adaptation on motorway ramps, better interactions with vulnerable road users and motor vehicles at intersections, less inappropriate positioning at intersections, increased attention, decreased workload. On the negative side, it can be noted that the drivers approached curves with higher speed, the number of events with bad adaptation of speed at intersections increased, worsened driver performance, increased number of centre line crossing, worse facilitating behaviour for other drivers, more disrespectful behaviour towards other drivers on motorway ramps, harder braking at traffic lights, worse response to unforeseen behaviour of others. No major effect on attentiveness and advance planning, driver workload, overtaking, red running, use of turning indicator, lane change, lane keeping, lane choice, yielding behaviour or the emotional state of the drivers was found.
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| 46. |
- Varhelyi, Andras, et al.
(författare)
-
HMI Design. SASPENCE Technical Report C20.52. PReVENT Consortium.
- 2006
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The objectives of this activity were to propose a number of alternative HMI solutions (visual, auditory and haptic) for the concept of Safe Speed and Safe Distance and to carry out a pre-screening procedure with a number of test persons in order to give recommendations for the alternative building elements of the SASPENCE “warning-package” consisting of the combination of these modes to be tested in driving simulator in a consecutive study. These pre-screening tests were performed in two European countries (namely, Sweden and Spain) in order to cover a wider group of drivers as well as to investigate potential nationality or cultural differences in HMI preferences. In each country, two groups of about 30 test persons participated in the two-phase test procedure. For the screening procedure of visual symbols (11 candidate displays for speed information and 10 for distance warning) an established standard procedure for evaluating candidate symbols developed by the American National Standards Institute (ANSI) was used. The auditory warning sounds were tested according to a procedure where the participants were asked to rate each sound (totally 12 candidate sounds) according to 13 statements. Moreover, in the Swedish experiments, two alternatives of haptic feed-back via the accelerator pedal were tested in a mock-up driving seat. And as a final task, the participants were asked to build their own warning package using alternatives of the different warning modes (visual/auditory/haptic). Based on the results from the tests of the various candidates the best alternative of visual display and haptic display is recommended to build the SASPENCE speed information/warning function. In the same way, for the distance warning function, the best alternative of visual display, an auditory speech message telling “Distance” and either Force feed-back or pulsating accelerator pedal is recommended. Various combinations of these “building blocks” are possible, of which the ones judged to form the most promising “package” should be tested in driving simulator studies.
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| 47. |
- Varhelyi, Andras, et al.
(författare)
-
HMI Literature review
- 2006
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The aim of this report is to give an overview on previous research on HMI, relevant for the concept of “Safe Speed and Safe Distance”. The review of the literature shows that providing the driver with relevant, timely information is of paramount importance. The ideal HMI system gives the driver concise but comprehensive timely information allowing him/her sufficient time for reading and understanding and to react. Various alternatives of visual, auditory and haptic warnings for keeping safe speed and distance as well as the effects of these modes are discussed. Auditory and haptic warnings trigger faster responses and are more effective to keep drivers out of a critical car-following zone compared to a visual display. The longer initial response to a visual display can be explained by that the driver´s attention had to be diverted from the driving task in order to attend to the warning being presented. Also, an inattentive or distracted driver may not detect a visual collision warning display, since his/her visual attention may be directed elsewhere at the same time the warning is presented. An auditory or haptic warning is independent of where the driver is directing visual attention. Auditory warnings are perceived as more annoying than haptic warnings hence haptic warnings may be preferred over auditory warnings. Including a visual alert modality component in a warning system helps explain the auditory or haptic collision warning components to the driver. If there is a mismatch between vision and the haptic display, vision should dominate. For the “Safe speed and safe distance” concept a multi modal warning system is recommended, consisting of the most promising visual, auditory and haptic candidate alternatives carefully selected based on driver preferences.
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| 48. |
- Winslott Hiselius, Lena, et al.
(författare)
-
Segmentering av resbeteende med bil baserat på en månads resvaneundersökning
- 2024
-
Ingår i: Sammanställning av referat från Transportforum 2024. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 223-224
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Den här studien syftar till att analysera resbeteendet med bil med hjälp av klusteranalys, med fokus på kluster med en hög andel bilkm. Analysen syftar till att identifiera resebeteende och förutsättningar samt bedöma andelen olika resbeteendekluster i den svenska befolkningen. I studien analyserar vi individuellt resebeteende baserat på en enmånads resvaneundersökning i Sverige där data samlats in med appen TravelVu. Appen utnyttjar GPSbaserad information för att generera en föreslagen resedagbok för varje dag. Applikationen samlar in information för varje resa, inklusive starttid, sluttid, transportsätt, reslängd, hastighet och rutt. I den slutliga analysen fanns totalt 475 deltagare. Uppgifterna viktades efter ålder och kön för att förbättra datauppsättningens representativitet för den svenska befolkningen.Resultaten indikerar att bilanvändare kan grupperas efter resebeteende och undersökas vidare när man diskuterar transportpolicyer och åtgärder. 15 kluster identiferades varav sex bilkluster där andelen bilkm var högre än deras andel av befolkningen. Totalt hänfördes 48 % av befolkningen till bilklustren. Dvs nästan hälften av befolkningen är starkt beroende av bilen. Dessa kluster producerar cirka 83 % av den totala bilsträckan. De återstående klustren har lägre bilsträcka per dag. Dessa kluster utgör totalt 52 % av befolkningen och producerar cirka 17 % av den totala bilsträckan.Tidigare studier baserade på en-dags-resvanor har identifierat mindre grupper i samhället som problematiska när det gäller den största bilanvändningen. Denna studie visar att om en-månads-resvanor analyseras, fångas fler typer av resor på individnivå och resultatet visar att den målgrupp som övervägs för bilreducerande åtgärder borde vara större. Resultatet tyder på ett behov av att förstå förutsättningar, beteenden etc. hos en stor del av befolkningen när man diskuterar åtgärder för att öka hållbarheten i resebeteende snarare än att bara fokusera på t.ex. individer som gör mycket långa bilresor.
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- Winslott Hiselius, Lena, et al.
(författare)
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Travel behaviour of online shoppers in Sweden
- 2015
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Ingår i: Transport & Telecommunication. - : Walter de Gruyter GmbH. - 1407-6160 .- 1407-6179. ; 16:1, s. 21-30
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Tidskriftsartikel (refereegranskat)abstract
- Online shopping opportunities are transforming travel behaviour for shopping and could potentially reduce the overall travel demand. Despite numerous studies on online shopping, only a few have taken an approach that includes trips for all travel purposes. Based on a web-survey, this paper provides results on travel behaviour for physical shopping for frequent, regular, and infrequent online shoppers in Sweden. The results indicate that frequent online shoppers make as many car trips (for both shopping and other errands) as others. Also, frequent online shoppers in total make as many trips to a physical store as infrequent online shoppers – although by more sustainable modes of transport – and that the time saved from online shopping is spent on both additional shopping trips and trips for other errands. The conclusion is that online shopping might facilitate changing travel behaviour but does not in itself represent a good stand-alone measure for reducing vehicle mileage.
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