| 1. |
- 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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| 2. |
- 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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| 3. |
- 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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| 4. |
- 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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| 5. |
- 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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| 6. |
- 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
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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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| 7. |
- 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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| 8. |
- Ljung Aust, Mikael, 1973, et al.
(author)
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Final measures (Deliverable 5.5)
- 2020
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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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| 9. |
- Ljung Aust, Mikael, 1973, et al.
(author)
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Results of field trials (Deliverable 5.4)
- 2020
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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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| 10. |
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