| 1. |
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| 2. |
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| 3. |
- Brembeck, Helene, 1952, et al.
(author)
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Exploring Children’s foodscapes
- 2010
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In: Proceedings from the 4th International Conference on Multidisciplinary Perspectives on Child and Teen Consumption. June 21-23 2010, Campus Norrköping, Sweden.
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Conference paper (peer-reviewed)
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| 4. |
- Brembeck, Helene, 1952, et al.
(author)
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Exploring children's foodscapes
- 2013
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In: Children's Geographies. - : Informa UK Limited. - 1473-3285 .- 1473-3277. ; 11:1, s. 74-88
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Journal article (peer-reviewed)abstract
- In this article, we discuss children’s becoming as food consumers in the intersection of various foodscapes. We draw from a project, Children as co-researchers of foodscapes, where we have been working with children as co-researchers, using basically ethnographic methods, and as co-designers in a collaborative design effort. This article focuses on the findings from a theoretically inspired perspective, using the concept of foodscapes. These are food-related structures of different kinds, which evolve as the child explores them and where children as food consumers are generated. In this article, we highlight the scapes of taste, routines, people, things, commerce, child (as opposed to adult) and health and give brief accounts of the way the children related to them. Finally, we turn to the benefits of working with foodscapes for a better understanding of children’s becoming as food consumers in the intersection of various foodscapes. This article is based on data gathered by the children, but also on our fieldwork notes and observations following the children in their foodscapes.
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| 5. |
- Brembeck, Helene, 1952, et al.
(author)
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Fika, fiske och föreningsliv
- 2007
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Reports (other academic/artistic)abstract
- Den mångdimensionella mat konsumenten. Värderingar och beteende hos konsumenter 55+"
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| 6. |
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| 7. |
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| 8. |
- Karlsson, MariAnne, 1956, et al.
(author)
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Barn som medforskare av matlandskap. Del 2: Meddesign
- 2011
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Reports (other academic/artistic)abstract
- Denna rapport handlar om barn som ”co-designers” eller meddesigners. Den redovisar den metodik vi arbetat efter och de erfarenheter vi gjort inom ramen för projektet Barn som medforskare av matlandskap (BAMM). Projektet var indelat i två faser: en första fas inriktad på barn som medforskare vilken redovisats i en tidigare rapport och en andra fas med fokus på barn som meddesigner vilken redovisas här. Rapporten beskriver hur arbetet i BAMM-projektets fas II lades upp, hur det genomfördes och vilka resultaten blev, dels i form av de konkreta resultaten av design-projekten, dels resultaten med avseende på de erfarenheter som gjordes med avseende på att involvera barn i designprojekt.
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| 9. |
- Karlsson, MariAnne, 1956, et al.
(author)
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Use-centred design of medical and health care technology: a pilot study of field tests as a development tool
- 2011
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In: International Journal of Biomedical Engineering and Technology. - : InderScience Publishers. - 1752-6426 .- 1752-6418. ; 5:1, s. 11-28
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Journal article (peer-reviewed)abstract
- The purpose of the project described in the paper was to develop a process through which users, staff as well as patients, can be involved in field evaluations of medical and health-care technology. Interviews with different stakeholders and the experiences from four case studies have led to the following conclusions: Users have the potential to act as active evaluators rather than passive subjects or participants only. However, user involvement in field evaluations must be supported by a formation of facilitators or ‘door openers’ to the health-care organization, moderators enhancing the dialogue between developers and users, and mentors for the users acting as evaluators.
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| 10. |
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| 11. |
- Aryana, Bijan, 1980, et al.
(author)
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Designing the S in MaaS: Behind the scenes and beyond the screens
- 2022
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Conference paper (other academic/artistic)abstract
- There is a considerable number of academic as well as non-academic publications on different aspects of Mobility-as-a-Service (MaaS). Several studies, with a Stated Preference approach, have investigated e.g. who the potential users of MaaS may be, what modes should be offered and users’ willingness to pay. Other researchers have tried to describe the challenges associated with the development and implementation of MaaS including technical issues, legislation and regulation barriers, lack of appropriate business models, etc. There are also those few who report on results of MaaS pilots and how the service elements influenced the outcome. MaaS is not merely a digital application but a complex service, where several mobility service providers need to collaborate in order to offer a service which “… not only integrates a range of mobility services, both public and private, but also provides one-stop access to all services through a common interface.”. It is therefore surprising that design process per se, or the methodology used have not been the focus for research efforts. Purpose: This study explains a small-scale MaaS development project with the service design process in focus. What process was followed and why? What methods and tools were used? How were stakeholders involved? Etc. Methodology: The scope of study is a local business-to-business MaaS solution designed for employees at multiple organizations (B2B-E), all closely located in an urban area. The design and development of the service were studied from the beginning until final implementation over the course of two years. Data sources include semi-structured interviews with stakeholders, participatory observations of project meetings, and a series of stakeholder workshops reflecting on the MaaS design process. Findings:The results evidence the need for design guidelines for MaaS with a focus on the service aspect, i.e. the S in MaaS. When analysing the process, most stakeholders realized that important steps were missing or completed in the wrong order. Several general service design principles were not fully implemented, for example results show that not all interaction points in the customer journey were considered in the design (designing for these critical points requires alignment between digital and physical touchpoints; employees’ actual trips often differed from those which the service was intended for, and service ownership and allocation of stakeholders’ responsibilities were not altogether clear. The results highlight the wide range of responsibilities of the MaaS provider, such as maintaining MaaS physical and digital infrastructure, ensuring universal provision of information, and negotiating and coordinating regulations and policies between public and private bodies. Implications: To provide MaaS is beyond developing and administrating a mobile app or similar end-user digital touch points. It requires physical infrastructure, such as mobility hubs, unified information design of both physical and digital infrastructure, and understanding of multiple user groups , including (in the specific case) individuals as well as organizations. To do so, service design models and methods tailored for complex services are required. Such methods should address high level design challenges including service ownership, stakeholder responsibilities, and evolving business models.
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| 12. |
- Chatziioannou, Ioannis, et al.
(author)
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Ranking sustainable urban mobility indicators and their matching transport policies to support liveable city Futures: A MICMAC approach
- 2023
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In: Transportation Research Interdisciplinary Perspectives. - : Elsevier BV. - 2590-1982. ; 18
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Journal article (peer-reviewed)abstract
- Understanding, promoting and managing sustainable urban mobility better is very critical in the midst of an unprecedented climate crisis. Identifying, evaluating, benchmarking and prioritising its key indicators is a way to ensure that policy-makers will develop those transport strategies and measures necessary to facilitate a more effective transition to liveable futures. After identifying from the literature and the European Commission (EC) directives the indicators that are underpinning the powerful scheme of Sustainable Urban Mobility Plans (SUMPs) that each municipality in Europe may implement to elevate the wellbeing of its population, we adopt a Cross Impact Matrix Multiplication Applied to Classification (MICMAC) approach to assess, contextualise and rank them. Through conducting a qualitative study that involved a narrative literature review and more importantly in-depth discussions with 28 elite participants, each of them with expertise in sustainable development, we are able to designate the Sustainable Urban Mobility Indicators (SUMIs) that are the most (and least) impactful. According to our analysis the most powerful indicator is traffic congestion, followed by affordability of public transport for the poorest, energy efficiency, access to mobility service and multimodal integration. This analysis allows us to then match them with the most applicable strategies that may ensure a holistic approach towards supporting in practical terms sustainable mobility in the city level. These are in ranking order: Transit Oriented Development (TOD); public and active transport enhancement; parking policies, vehicle circulation and ownership measures; telecommuting and car-pooling.
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| 13. |
- Eriksson, Siw, 1962, et al.
(author)
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‘Co-Creation’ is On Everyone’s Lips – Designers’ Perception of Opportunities For and Barriers To Co-Creation in Product Development Organizations
- 2022
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Conference paper (other academic/artistic)abstract
- Co-creation, aimed at encouraging users to become active partners throughout the development process, has been widely discussed in academia for the last 10-15 years as a strategy for sustainable design of products that fulfil users’ needs and enhance users’ experience of future products. However, despite the fact that universities have undertaken to educate future designers on methods and tools for co-creation with users, we emphasize that there is still a noticeable gap between theory and practice, as designers’ opportunities for incorporating co-creation activities in product development organizations remain limited. The aim of this study, consisting of twelve semi-structured, in-depth interviews with design practitioners from Swedish industry, was to create a deeper understanding of the extent to which designers can and do actively involve users in the design process in industrial organizations. While we found that designers were interested and willing to work in a more user-centered way, there was no evidence of co-creation with users. The companies’ marketing departments were mainly responsible for customer/user contact, identifying and communicating user/customer requirements by means of traditional marketing methods. Hence direct communication between designers and users was rarely supported. Moreover, the informants often experienced a strong reluctance from the marketing department to provide them with necessary contacts, as this might interfere with their relationship with the customer. The barriers to accessing users were even more pronounced for designers in consultancy firms, where the customer functioned as the link to the market and frequently declined to allocate resources to user studies, arguing that they already possessed the necessary knowledge or that such studies were too costly. Consequently, irrespective of intra- or inter-organizational settings, designers’ ability to access users often depended on individual motivation and initiatives rather than organizational factors.
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| 14. |
- Eriksson, Siw, 1962, et al.
(author)
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Facilitating Users and Designers Towards a Shift of Perspective for True Participation in Co-creation in Health Care: A Holistic Activity Theoretical Approach
- 2020
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In: Proceedings of the 6th International Conference on Design4Health, Amsterdam, 2020. - 9781838111700 ; 1, s. 177-184
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Conference paper (peer-reviewed)abstract
- Modern healthcare is a complicated sociotechnical system where medical technology is a prerequisite for quality as well as cost-effectiveness. New and complex technologies for diagnosis and treatment are progressively developed to meet the challenge of future health care. However, this requires increasingly close cooperation by heterogeneous stakeholders with various views that must be heard and negotiated. Traditional participatory design approaches may not suffice to establish the needed close cooperation. This paper builds on the authors’ research over the last decades on eliciting stakeholders needs and requirements in the development of medical products by means of participatory design processes, analysed by Activity Theory (AT). By facilitating stakeholders’ interactions with mediating tools, the rules and relationships that shape behaviours and outcomes to become visible. AT reveals and supports our understanding from a holistic perspective of the need for a shift of perspectives to form a new and shared activity system in a collaborative space that bridges the gaps between participants and thus holistically allows individuals to bring their respective knowledge, experiences, and motivations into co- creation processes. This requires a meta-shift of perspective that needs to be facilitated in the co-creation process and can only occur if and when participants are enabled to understand the process and the role(s) they have.
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| 15. |
- Eriksson, Siw, 1962, et al.
(author)
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Genuine co-design : an activity theory analysis involving emergency nurses in an interdisciplinary new product development project of a novel medical device
- 2021
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In: International Journal of Human Factors and Ergonomics. - 2045-7804 .- 2045-7812. ; 8:4, s. 331-369
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Journal article (peer-reviewed)abstract
- This study analysed a series of workshops and explored prerequisites for interdisciplinary co-design among industrial designers, design engineers and users in the development of a novel medical device. Presented as a case study, this paper focus on what affects participants’ transformative processes towards genuine participation in co-design processes. Based on activity theory, we suggest that co-design activities have to support not only users, but all participants, shifting their perspectives beyond their own domain’s rules, motives, objects and division of labour, i.e., beyond their own activity system, to support users’ participation as equal members in design teams. We propose that genuine co-design requires a holistic approach where a neutral arena, an impartial facilitator, clear rules of play, along with representational artefacts as mediating tools in the formation of a new collective activity system to foster equality, mutual value and long-term knowledge generation. Such approach requires a process over time.
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| 16. |
- Eriksson, Siw, 1962, et al.
(author)
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RE-THINKING DESIGN REPRESENTATIONS IN DESIGN EDUCATION: AN INTERVIEW STUDY WITH PROFESSIONAL DESIGNERS
- 2023
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In: Proceedings of the Design Society. - 2732-527X. ; 3, s. 3095-3104
-
Conference paper (peer-reviewed)abstract
- Design representations are important tools for designers in the design process. To help designers choose the appropriate representation, taxonomies have been proposed based on type, degree of fidelity, and when to use them. However, Design representations may also play an important role in designers' communication with users and enabling users as co-designers. Therefore, new taxonomies, focusing on design representations' potential mediating roles in collaborative design processes with users, have been developed. The purpose of this interview study, with twelve designers within Swedish industry, was thus to investigate how designers use design representations in communication with users in the design process. The study indicates that the designers mainly interacted with users in order for them to answer specific design questions or to evaluate design solutions. If design representations' value for facilitating communication and collaboration with users should be emphasized, we need to shift from teaching mainly taxonomies related to fidelity levels or when to use them in the design process, and rather educate future designers about design representations inherent potential to mediate and enhance the dialogue with users.
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| 17. |
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| 18. |
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| 19. |
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| 20. |
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| 21. |
- Karlsson, Marianne, 1956, et al.
(author)
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D13.4 , EBSF 2 - Gothenburg: Demonstration Results
- 2018
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Reports (other academic/artistic)abstract
- The Gothenburg demonstration team has implemented and tested three (3) technological innovations (TIs), listed below according to the name and coding agreed with the EBSF_2 evaluation team and described in the following sections, namely: New energy-efficient heating solution for electric buses (TIGot1). In an electric driven vehicle the on-board energy consumption for heating is of higher importance compared to a diesel or hybrid driven vehicle, since there is much less surplus heat due to the high efficiency of the system.TIGot1 has tested the efficiency of a heating solution for electric buses that is driven by electricity and biofuels instead of diesel. Attractiveness and efficiency of innovative external and internal design of electric buses (TIGot2) A new driveline means the possibility to create new vehicle design. Four fully electric buses and seven plug-in hybrid buses (for comparison) that operate a new bus line in Gothenburg, line 55, have been demonstrated and evaluated. Attractiveness of innovative bus stop designs (incl. indoor) and interaction between bus and bus stop designs (TIGot3). Electrification offers new opportunities for creating innovative solutions for the interface between public transport and the urban environment, in terms of new types of bus stops, including an indoor stop. TIGot1 belongs to the EBSF_2 topical area “Energy Strategy and Auxiliaries”, TIGot2 to “Vehicle Design and TIGot 3 to “Interface between Bus and Urban infrastructure”. The team has shown a 60% decrease in the energy consumption for heating by installing an air-to-air heat pump, added insulation in key areas, and updated control systems. This equals a 17% reducton in overall energy use for an electric bus under normal operating conditions in Gothenburg. In terms of attractivness of buses and bus stops the fully electric bus line that has been implemented in Gothenburg has proven to be very popular with the travellers, as well as the drivers. Key benefits are the silent, low vibration, comfortable and well kept buses; the competent and friendly bus drivers; and the innovative and welcoming bus stops. Not the least people with reduced mobility stated that the buses and bus stops were easily accessible and declared it “the best bus ever”. Nevertheless some issues were found, not the least in terms of how to integrate the bus stops better in the city. The project clearly has shown that in order for bus stops to become something more than just a place to wait, both placement in the city and the cooperation of the surrounding businesses are of vital importance.
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| 22. |
- Karlsson, MariAnne, 1956, et al.
(author)
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D17.6. Code of Practice for New Design Options of the Exterior and Interior Design and Layout of Buses and its Interface with the Platform
- 2018
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Reports (other academic/artistic)abstract
- The EBSF 2 project has developed and tested, both in simulations and in field trials, different design solutions for (electric) buses and bus stops as well as the interface between the two. The results show that electrification can have a potentially huge positive impact on comfort, safety, accessibility, as well as the general impression of the public transport system. Simulations show that a number of design details impact efficiency and perception such as; large doors, big open areas around doors, absence of obstructions between door and seat/wheelchair position, etc. Results also demonstrate the importance of considering carefully the interplay between bus design, bus stop design, and e.g. rules for boarding. Simulations are here an important design tool. The EBSF 2 project has furthermore demonstrated the the feasibility and potential of indoor bus stops. Overall, electric buses, almost completely silent and without local emissions, offer new possibilities to progress towards a bus system that is more integrated with the city and everyday activities.
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| 23. |
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| 24. |
- Karlsson, MariAnne, 1956, et al.
(author)
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PAM-AID. Personal Adaptive Mobility Aid for the Frail and Elderly Visually Impaired. D3.1. User Requirement Study
- 1997
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Reports (other academic/artistic)abstract
- User requirements for a new type of mobility aid - PAM AID - for the frail and elderly visually impaired have been elicitied through interviews with users and carers in three countries: England, Ireland and Sweden. The results demonstrate that present mobility aids do not provide both balance support and navigation assistance, both functions necessary for the frail and visually impaired user. Users as well as carers regard the new aid as potentially useful and most users are interested in trying and/or using the device. Users prefer a simple, lightweight aid, similar to present walking frames, and equipped with facilities for resting, storing, and for attracting attention. The specification of tentative requirements will form the basis for the development and design of a first generation of prototypes. The prototypes will be evaluated in user trials, providing important information for the validation and elaboration of the user requirements.
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| 25. |
- Karlsson, MariAnne, 1956, et al.
(author)
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Patterns of use, perceived benefits and reported effects of access to navigation support systems: an inter-European field operational test
- 2015
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In: IET Intelligent Transport Systems. - : Institution of Engineering and Technology (IET). - 1751-9578 .- 1751-956X. ; 9:8, s. 802-809
-
Journal article (peer-reviewed)abstract
- The study presents findings regarding drivers' patterns of use, attitude towards, and reported effects of access tomature nomadic navigation support systems. Three different systems were tested by 582 drivers in four-field operationaltests for a period of six months. A majority of the participants used the support system for trips where the route/destination was unfamiliar but there were also other use scenarios. The main benefits entailed convenience andcomfort. Reported effects involved increased possibilities to choose the route according to preferences; a decrease inthe time it took to reach destinations and in the distance covered to reach the destination. One in four reported adecrease in fuel consumption attributed an increased compliance with speed limits and/or that driving around andsearching for the correct route to reach the desired destination could be avoided. A majority reported ‘no change’regarding the number of journeys made by car. Reported effects (whether increases or decreases) were howeversmaller than expected before the trial.
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| 26. |
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| 27. |
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| 28. |
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| 29. |
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| 30. |
- Kovaceva, Jordanka, 1980, et al.
(author)
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On the evaluation of visual nudges to promote safe cycling: Can we encourage lower speeds at intersections?
- 2022
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In: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588.
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Journal article (peer-reviewed)abstract
- Crashes between cars and cyclists at urban intersections are common, and their consequences are often severe. Typical causes for this type of crashes included the excessive speed of the cyclist as well as car drivers failing to see the cyclist. Measures that decrease the cyclists’ speed may lead to safer car-cyclist interactions. This study aimed to investigate the extent to which cyclists may approach intersections at a lower speed when nudged to do so. Visual flat-stripe nudges were placed on bicycle lanes in the proximity of uncontrolled intersections (with a history of car-cyclist crashes) in two locations in Gothenburg, Sweden. This specific nudge was the one obtaining the best results from a previous study that tested different nudges in controlled experiments. Video data from the intersections were recorded with a site-based video recording system both before (baseline), and after (treatment), the nudge was installed. The video data was processed to extract trajectory and speed for cyclists. The baseline and treatment periods were equivalent in terms of day of the week, light, and weather conditions. Furthermore, two treatment periods were recorded to capture the effect of the nudge over time in one of the locations. Leisure cyclists showed lower speeds in treatment than in baseline for both locations. Commuters were less affected by the nudge than leisure cyclists. This study shows that visual nudges to decrease cyclist speed at intersections are hard to evaluate in the wild because of the many confounders. We also found that the effect of visual nudges may be smaller than the effect of environmental factors such as wind and demographics, making their evaluation even harder. The observed effect of speed might not be very high, but the advantage both in terms of cyclist acceptance and monetary cost makes an investment in the measure very low risk. This study informs policymakers and road authorities that want to promote countermeasures to intersection crashes and improve the safety of cyclists at urban intersections.
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| 31. |
- Ljung Aust, Mikael, 1973, et al.
(author)
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D5.1 MeBeSafe - Trial Design
- 2019
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Reports (other academic/artistic)abstract
- The report describe the research design for the project MeBeSafe, where different nudges as well as coaching measures to behave more safely in traffic are tested.
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| 32. |
- Ljung Aust, Mikael, 1973, et al.
(author)
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Final measures (Deliverable 5.5)
- 2020
-
Reports (other academic/artistic)abstract
- The main objective of WP5 has been to run a set of field trials with naïve users (i.e. not experts involved in the development of the measures) for all nudging and coaching measures developed in WP2-4. Then, given the outcome of the field trials, the task has been to analyse which impacts these measures may have on road safety along with the cost of implementing them in vehicle fleets and/or infrastructure. All these activities have taken place in Tasks 5.4 (Data collection) and 5.6 (Data analysis).
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| 33. |
- Ljung Aust, Mikael, 1973, et al.
(author)
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Results of field trials (Deliverable 5.4)
- 2020
-
Reports (other academic/artistic)abstract
- The main objective of WP5 is to run a set of field trials with naïve users (i.e. not experts involved in the development of the measures) for all nudging and coaching measures developed in WP2-4. Field trials with naïve users are necessary in order to validate the estimated effectiveness of each measure. The field trials were set up in as realistic settings as possible, given the possibilities to implement/distribute each measure. This deliverable gives a short description of the field trial setup for each measure, and then reports the effects of the nudge on road user behaviour.
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| 34. |
- Nikitas, Alexandros, 1980, et al.
(author)
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Bike-Sharing: Is Safety an Issue Adversely Affecting its Potential for Being Embraced by Urban Societies?
- 2014
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In: 3rd International Cycling Safety Conference, 18-19 November, Gothenburg.
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Conference paper (peer-reviewed)abstract
- Using bicycles on an ‘as-needed’ basis, usually for a small rental fee and without the externalities and obligations linked to bicycle ownership, is what makes public bicycles a societally affordable medium to enhance the transition to a more sustainable urban transport paradigm. However, despite its distinctive character in terms of its potential to be a mechanism transforming in some degree urban mobility to a shared responsibility regime, bike-sharing still faces some of the same safety concerns associated with ordinary bicycle ridership. The most common problem for cyclists’ wellbeing is that the traffic system is designed predominately from a car-user perspective. Even the cities that have recently implemented public bicycle programmes, and therefore showed some extra care to provide fitting urban conditions for them, have not yet achieved to fully eclipse car-orientation as the prime cornerstone of their development norms. This means that transport systems worldwide do not necessarily take fully into account the main characteristics of cyclists reflecting safety themes: a cyclist is vulnerable (in a crash), flexible (in behaviour), instable (may fall off the bike), inconspicuous (difficult to see), has differing abilities (due to a wide range of the population), is conscious of effort (i.e., highly motivated to minimize energy expenditure), and sometimes seen as intruders in the traffic systems, rather than as an integral part. This work refers to the results of a research scheme that meant to examine road users’ attitudes directly reflecting public acceptability towards two bike-sharing schemes in Drama (Greece, 50.000 residents) and Gothenburg (Sweden, 500.000 residents). Although safety was not the principal initiative for doing this dual study, one key conclusion was that many people could not embrace bike-sharing due to their perceptions that bicycle represents in general an unsafe travel mode and that their cities provide only limited road safety for cyclists.
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| 35. |
- Nikitas, Alexandros, 1980, et al.
(author)
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Public Bicycles: How the Concept of Human-Oriented 'Mobility Sharing' Technology Can Influence Travel Behaviour Norms and Reshape Design Education
- 2014
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In: 16th International Conference of Engineering and Product Design Education 'Design Education & Human Technology Relations', 4-5 September, Enschede, The Netherlands.
-
Conference paper (peer-reviewed)abstract
- Although at the moment an excess of 500 public bicycle schemes of variable sizes operate in almost 50 countries worldwide, the impact of their use on travel behaviour and modal change have neither been studied extensively nor have been understood thoroughly as yet. This work negotiates the initial stages of an international research scheme that means to look into the attitudes and system user experiences (the latter only when it is applicable) that could define the design (or re-design) criteria for three public bicycle schemes in three cities of different size and culture. These systems are currently on three dissimilar operational phases spanning from bidding for funding to actually having a fairly successful system already in place. As a matter of fact, the choice of the three case study cities represent an effort to frame the dynamics of the bike-sharing phenomenon in a micro-scale (Drama, Greece, 50.000 residents), meso-scale (Gothenburg, Sweden, 500.000 residents) and mega-scale (Shanghai, China, 23 million residents) looking also into the attitude-shaping process before and after the implementation of a scheme. This project’s didactic role is a twin one; it aims to reinforce education practice on sustainable mobilities design by using student projects as an apparatus for supporting research and promoting urban change in real societal terms and subsequently to integrate the findings of the research into future postgraduate and undergraduate course material. Thus, bike-sharing design, for the means of this paper, aims to serve as an academic platform for integrating and synchronising research and education by promoting a balanced and timely development of technological opportunities that capture the mobility needs of tomorrow.
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| 36. |
- Nikitas, Alexandros, 1980, et al.
(author)
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The paradox of public acceptance of bike sharing in Gothenburg
- 2016
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In: Proceedings of the Institution of Civil Engineers: Engineering Sustainability. - : Thomas Telford Ltd.. - 1478-4629 .- 1751-7680. ; 168:6, s. 101-113
-
Journal article (peer-reviewed)abstract
- Bike sharing is one of the most promising urban planning interventions to facilitate an all-necessary transition towards a more sustainable transport paradigm. Regardless of the fact that hundreds of schemes run in more than 50 countries worldwide, bike sharing is still moderately investigated by research. This paper reports on a primarily quantitative study of 558 responses that was set to frame attitudes reflecting public acceptance towards the rapidly expanding bike-sharing scheme in Gothenburg (Styr & Ställ), in an attempt to identify the ‘formula for success’. The respondents generally believed that Styr & Ställ is a pro-environmental, inexpensive and healthy transport mode, which complements the city’s public transport services and promotes a more human-friendly identity for Gothenburg. Even the respondents that self-reported a small (or no) likelihood to use bike sharing were positive towards the scheme. This means that they recognise that bike sharing has a significant pro-social potential and is not a system favouring a particular road-user segment over others that might not be interested or able to use it. The fact that the majority of the respondents do not use the scheme and yet its popularity is still vast indicates that there is much potential for more use in real terms.
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| 37. |
- Nikitas, Alexandros, 1980, et al.
(author)
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Understanding Public Attitudes to Bike-Sharing in Gothenburg
- 2014
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In: . Nationell Konferens i Transportforskning, (Swedish National Conference on Transport Research), 21-22 Oktober, Linköpings Universitet, Norrköping, Sweden.
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Conference paper (peer-reviewed)abstract
- A predominately car-oriented transport has been the cornerstone of urban development in a worldwide scale for decades now; a cornerstone that is associated mostly with the short-term individualistic benefit of the road user in terms of comfort and convenience, but also with severely adverse effects on societal and environmental sustainability. The problem for society – and policy – is therefore how to retain the social and economic benefits linked to mobility while reducing the negative environmental, economic and social impacts from transport. Considering this and the ever-increasing number of people who live in cities, the development and promotion of alternative social, attitudinal, behavioural and technological niches to the current automobile-focused transport regime is needed more than ever before. One of the prime non-regulatory frameworks to promote this transition to a more sustainable transport paradigm refers to the shared-use of mobility innovation mechanisms. Bike-sharing is perhaps the most characteristic and greener example of this sort of alternative transport solutions. It can be described as a short-term bicycle rental service for inner-city transportation providing bikes at unattended stations. Bike-sharing systems have been introduced as a means to extend the reach of public transit services to final destinations in a way that promotes the development of sustainable and aesthetically pleasing urban environments that prioritize people over cars. The most distinctive function of such a scheme however, is clearly the concept of “sharing” since individuals use bicycles on an “as-needed” basis without the costs and responsibilities of bicycle ownership. Despite the vast potential of bike-sharing outlined herein and more importantly despite the numerous (at least 500) schemes of variable sizes and types that run in more than 50 countries worldwide, the impact of its use and the factors that can make it successful or not constitute a topic that is still only modestly negotiated by research. This abstract refers to a study aiming to frame the attitudes of people towards the rapidly expanding bike-sharing scheme of Gothenburg some of them referring to their experience of the scheme as users.Gothenburg has in place Styr & Ställ, which is a self-service bike rental system, spread across 62 stations throughout the city centre with an excess of 600 bicycles. This fairly inexpensive system can be accessed 24 hours a day and seven days a week between 1st of March to 31st of October. Approximately 50,000 annual users signed up in 2012 for using this service (including tourists) a number that has really forced the rapid expansion of the scheme in what it is today and calls for research pointing to two directions; research that could either attempt to captivate what it seems to be a formula for success or understand how a scheme with such a potential could become even more publicly acceptable.A number in excess of 500 fully completed questionnaires were collected and analyzed. The respondents believed in general that cycling could be a sustainable, cost-saving, healthy, pleasant mode capable of reducing road traffic congestion. 90% of them agreed or strongly agreed that more bicycle-related investments are necessary for Gothenburg. More importantly though, only an insignificant proportion of the respondents (approximately 1.5% of them) disagreed or strongly disagreed with the notion that Styr and Ställ is a good scheme for the city. The respondents believed that Styr and Ställ is a pro-environmental, inexpensive and healthy travel option, which complements the other existing public transport services and promotes a more human-friendly identity for the city. The vast majority of them also believed that public bicycles provide a viable service for the city that should expand to more areas. Despite these positive attitudes and although at least one out of four respondents cycle in a daily basis and more than half of them use a bike regularly, very few of them ride a public bicycle: almost 85% of them don’t or use it rarely. More than 40% of the respondents though reported that they do that because they use their own bicycles, while an excess of 30% considered that there is still a lack of good public bicycle related infrastructure in the city. Another finding of the study is that quite a few people find neither the bicycles nor the rental stations particularly attractive and they do not see a need for electrical bicycles. All in all, even the majority of the respondents that self-reported a small likelihood to ever use systematically public bicycles was positive towards the scheme.
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Perspektiv på eldrivna fordon 2014
- 2014
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Editorial collection (peer-reviewed)abstract
- MÖJLIGHETER OCH UTMANINGAR MED ELDRIVNA TRANSPORTER AVGODS OCH MÄNNISKORMänsklighetens historia är till dels en historia om längre transportvägar, störreutbyte av varor och mer resande. Det moderna transportsystemet är helt beroendeav olja - ett ändligt fossilt bränsle som bidrar till klimatförändringar och lokalaluftföroreningar. Begreppet “elektromobilitet” avser ett alternativt transportsystemsom bygger på eldrivna fordon. Elektromobilitet uppfattas alltmer fördelaktigteftersom det skulle kunna tillgodose vårt behov av rörlighet och samtidigt kringgåproblem relaterade till både olja och biobränslen.Övergången till ett eldrivet transportsystem är dock inte utan problem och en radfrågor kräver svar. Hur är det med elfordonens energieffektivitet och säkerhet? Hurmiljövänliga är de? Kan brist på vissa metaller leda till en begränsning av antaletelfordon? I vilken utsträckning kommer körmönster att forma eller formas av nyatyper av fordon? Är eldrift endast lämpligt för bilar och inte för tunga fordon ellerär det tvärt om? Vilka nya affärsmodeller och statligt stöd behövs för att stimuleraefterfrågan på elfordon?Det saknas slutgiltiga svar på dessa och andra viktiga frågor. Däremot kan vistudera elektromobilitet från olika perspektiv för att skapa en mer komplex bild,döda myter, klargöra konflikter och fördjupa förståelsen.Perspektiv på eldrivna fordon är en levande e-bok med årliga uppdateringar.
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- Rexfelt, Oskar, 1975, et al.
(author)
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Evaluating public transport vehicles using full scale mockups and staged experiences
- 2012
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In: Proceedings at the NES (Nordic Ergonomic Society) Conference, Stockholm, Aug 20-23, 2012.
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Conference paper (peer-reviewed)abstract
- The purpose of this paper is to present a method for evaluating Public transport vehicles from a traveller perspective. The proposed method, staged travels in full scale mockups, have been used and validated in two vehicle development projects. Findings from these cases will be discussed.
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- Rexfelt, Oskar, 1975, et al.
(author)
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Turning Interaction Design Students Into Co-Researchers: How We Tried This and Somewhat Failed
- 2015
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In: Proceedings of the 17th International Conference on Engineering and Product Design Education (E&PDE15). - 9781904670629 ; , s. 194-199
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Conference paper (peer-reviewed)abstract
- There are many potential benefits of involving university students in research (as researchers, not subjects). It can help students to increase their retentive knowledge in the subject they study, and also develop research skills such as problem framing and analysis. While disciplines such as psychology and medicine have a tradition of students contributing to research publications, Design and Product Development does not. This indicates an untapped potential for researchers in these fields to more actively engage their students in their work. In the spring of 2014, we made an effort to involve Interaction Design master's students in our research. It was in a Product Development course on "User Requirements Elicitation". The research itself dealt by comparison with the effectiveness of two research methods; namely, individual interviews compared to group interviews. During the course, students in groups made a quantitative and qualitative comparison of the two methods. It was clear that the students did not appreciate this initiative. Their opinion was that it did not have a high enough "pay-off" in relation to their efforts. The course received very low scores when the students evaluated it. However, we could see quite clearly that they had developed an in-depth knowledge of the compared methods. The students also discussed issues such as reliability and validity of their research in a way that we had not seen in the course in its previous years. The whole experiment resulted in significant knowledge generation regarding how (and how not) to involve students in research.
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| 44. |
- Sandén, Björn, 1968, et al.
(author)
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Om elektromobilitet
- 2014
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In: Perspektiv på eldrivna fordon 2014. - 9789198097443 ; , s. 6-7
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Book chapter (other academic/artistic)
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| 47. |
- Sjöblom, Cedrik, 1991, et al.
(author)
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Cycling that makes sense - A qualitative exploration of cyclists’ perception of bicycle infrastructure
- 2021
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In: Proceedings from ICSC2021.
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Conference paper (peer-reviewed)abstract
- Bicycle infrastructure is in most cities a fairly recent addition and something that has, in many cases, been squeezed in where space has been available. Consequently, the properties of bike lanes differ a lot between different locations. An observation that is easy to make is that when bike lanes are wide, smooth, and straight, the variation in cyclists’ behaviour is low. When on the other hand there are lanes that disappear, that takes long detours, or are blocked for various reasons, cyclists start to act in a way that from an outsider perspective may look random or at least difficult to predict. This paper reports on a study where 17 cyclists have filmed their daily commute with GPS equipped action cameras. They then observed their film together with a researcher and explained how they perceive the route and how they make their choices in traffic. Based on the results of the study we present a tentative model of how cyclist behaviour can be predicted that can be used as a design tool when designing bicycle infrastructure or making changes to existing infrastructure. The model suggests that cyclist behaviour is affected by two sets of factors; physical factors that can be viewed as unintentional nudges associated with the environment, and subjective factors that are based on rational decisions by the individual cyclist.
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| 48. |
- Skoglund, Tor, 1976, et al.
(author)
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Users' perception and reported effects of long-term access to in-vehicle traffic information services mediated through nomadic devices: Results from a large-scale inter-european field operational test
- 2015
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In: Transport and Telecommunication. - : Walter de Gruyter GmbH. - 1407-6160 .- 1407-6179. ; 16:3, s. 197-206
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Journal article (peer-reviewed)abstract
- ICT-mediated traffic information has been argued to contribute to a more sustainable transport system through affecting drivers. Nevertheless, long-term effects of travellers having access to nomadic in-vehicle systems for traveller information are not well known. This study presents the results from a multi-national large-scale field operational test (FOT). The results show that the users in general were positive to the tested systems and that there were several effects on their driving behaviour but in many cases the effects were limited. Moreover the effects varied between system types. Positive effects were related to comfort, as well as individual and system efficiency. One could also notice that perceived effects were not as high as the participants had expected, leading to some disappointment. Most of the times this was due to the tested systems functioning in a less than optimal way.
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