Allt fler offentliga myndigheter står inför eller har delvis genomfört tillängliggörande av interna data till allmänheten - s.k. öppna data. Detta förväntas leda till nya innovativa tjänster utvecklade av intermediärer - tredjepartsutvecklare. För att stimulera sådana utvecklingsaktiviteter behöver de öppna datakällorna skapa värde för tredjepartsutvecklare. Det projekt, i vilken denna rapport är en slutredovisning, har tagit fram verktyg för att mäta tredjepartsutvecklares upplevda värde av Trafikverkets öppna data.

Arbetet med att identifiera hur en organisation kan skapa värde med öppna datatjänster vägledde projektet till att undersöka existerande forskning och erfarenhet om hur värde skapas inom tjänstesektorn. Rapporten presenterar sex områden vilka skapar värde för tredjepartsutvecklare av Trafikverkets öppna datatjänster.

• Dataformat
• Dataupplösning
• Förädling av tjänsteinnehåll
• Support och kundbehov
• Kundrelation och partnerskap
• Öppenhet och transparens

Projektet genomförde djupintervjuer med tredjepartsutvecklare som visar på behov och synpunkter på hur Trafikverket kan skapa ett ökat värde med öppna datatjänster.

Innovation contests are becoming popular instruments for stimulating development of digital services using open data. However, experience indicates that only a limited number of the results developed during these events become viable digital services attracting a significant user base. Hence, an unresolved question is how organizers choose to support the service development process after the contest is concluded. To further deepen our knowledge about the design of digital innovation contests and the support for the processes after the contests are concluded, we conducted a survey of the websites of 33 digital innovation contests.

Realizing the environmental and social benefits of cycling requires effective policies that deliver increased and inclusive cycling. This thesis aims to contribute to the development of such policies by providing insights into what could make cycling achievable for more diverse social groups through engaging with theoretical perspectives from transport geography, the mobilities paradigm and social justice. In doing so the thesis examines the various elements that constitute an individual’s potential to use a bicycle and the connected inequalities.

The thesis employs conceptions of accessibility and motility in combination with measures of inequality to examine the socio-spatial inequalities in cycling potentials. The first paper designs a new composite indicator based on Theil’s index of inequality and accessibility measures to study inequalities in bike-and-ride opportunities in Malmö. The second paper develops a quantitative operationalization of cycling motility by applying GIS-based and statistical analyses to empirical data collected using a survey study. Specifically, cycling motility is operationalized along three dimensions of access, competence, and appropriation. This is done by measuring cycling-related material and nonmaterial, as well as objective and subjective factors related to individuals and their social, cultural, and geographical environment.

The subsequent papers put the concept of cycling motility in practice. The third paper builds on the approach developed in the second paper and examines inequalities in the cycling motility across different social groups from the three-dimensional justice lens of Nancy Fraser. Finally, the fourth paper provides insights into the relationships between individuals’ cycling motility and their realized mobility. The empirical findings highlight that such relationships vary across three urban contexts of Malmö, Gothenburg, and Beijing. Overall, the findings support that the operationalization of cycling motility is useful for studying individuals’ cycling potentials and capturing the connected between-individual differences, thereby helpful for development of policies that could realize the social and environmental potentials of cycling.

Drawing on the conceptualisation of motility as the capacity to be mobile, this paper employs statistical and GIS-based analyses to explore the associations between travel mode choice and mobility-related attitudes, skills and opportunities to access transport modes. The study builds on survey data and spatial data from three urban contexts of Beijing, Gothenburg and Malmo to analyse both individual-level and contextual factors influencing sustainable travel behaviour. The results indicate that despite varying contexts, the three dimensions of attitude, skills and access significantly explain individuals' travel behaviour and their choice to travel by public transport, bicycle or car. Among the studied travel modes, cycling appears to be a competitive mode when the travel distances are within 5 km. In all three urban contexts, individuals who have greater environmental awareness are more likely to travel by public transport or cycling if the physical conditions facilitate using these modes. Good access to public transport is likely to increase the usage of both cycling and public transport and reduce car use. Favourable conditions for cycling within 2 km and 5 km radius can positively encourage people to use a bicycle as a feeder mode for public transport. Overall, our findings demonstrate that for mobility policies to increase individuals' motility in relation to sustainable travel modes and encourage a travel behaviour shift towards using alternatives to cars, planners need to take more holistic approaches and design policies that deal with the three motility dimensions in an integrated manner and avoid focusing on a single dimension in isolation.

Rapporten syftar till att ge en översikt över arbetsområdet tillgänglighet i kollektivtrafiken och inkluderar exempel både från forskning och mer praktiskt arbete. Rapporten ska inte ses som en heltäckande översikt, utan ämnar snarare ge en överblick och nulägesbild över området. I rapporten presenteras en genomgång av vissa mål och regelverk som är relevanta utifrån tillgänglighet ur nationellt och europeiskt perspektiv. Därefter ges en nationell utblick som berör frågor om ansvar, information, och myndigheter som på olika sätt arbetar med frågor relaterade till tillgänglighet i kollektivtrafiken. En genomgång av forskning inom området görs ur ett mer övergripande perspektiv (en mer detaljerad genomgång kommer att publiceras i artikelformat framöver) och därefter med några exempel på forskningsrapporter som publicerats nationellt. Översikten ger även exempel på europeiska forskningsprojekt som på olika sätt berör frågor om tillgänglighet i kollektivtrafiken samt på andra pågående EU-initiativ inom området.

VTI, together with the Swedish Transport Agency, has been commissioned by the government to analyse the current regulations for winter tyres for heavy vehicles and to investigate the need for changed requirements for winter tyres or tyre equipment in order to reduce accessibility and safety problems in road traffic when winter road conditions prevail. If necessary, the Swedish Transport Agency will propose changes to the regulations. The assignment also included following up on compliance with the stricter requirements for winter tyres for heavy vehicles that were decided in 2018, and became active on 1 June 2019, and assessing the effect these regulatory changes have had on accessibility and road safety. In this investigation, we have conducted focus groups and interviews, collected statistics and carried out accident risk analyses, as well as carried out a couple of field studies of the condition of the tyres for trucks and buses in traffic. The existing regulations have been reviewed in detail and compared with the regulations in Norway and Finland, where winter conditions are similar to those in Sweden. Based on these analyses, we see no reason for changes to the existing regulations for winter tyres for heavy vehicles. The statistical analysis did not show any improvement in slippery conditions related to accessibility or road safety effects after the stricter winter tyre regulations in 2019.

The purpose of this paper is to enhance the understanding of cyclists’ speed on pedestrian and cycle paths and to understand how cyclists adapt their speed to other road users and the surrounding environment. The paper is based on a study where three different data sources were used: existing measurements of cycle speed and flow in three different Swedish municipalities, Eskilstuna, Linköping and Stockholm (19 sites); new measurements of cycle speed and flow in Linköping (4 sites) and Stockholm (1 site); and road side observations of bicycle types at these five sites.

The average speed of cyclists on the paths varied between 15 and 25 kilometres per hour. As expected, the lower average speeds were found in uphill directions, near intersections and on paths with high pedestrian flows. The higher speeds were found in downhill directions and on commuter routes. In all, 70–95 percent of the road users observed on pedestrian and cycle paths were cyclists while 5–30 percent were pedestrians. The most common type of bicycle used was a comfort bike, followed by a trekking bike. Electric assisted bicycles and racer bikes occurred at all sites, with a proportion of 1–10 percent and 1–15 percent, respectively. The relationship be-tween bicycle type and measured speed was not entirely clear, but the paths with higher pro-portions of electric and racer bikes generally had higher speeds. There also appears to be a con-nection between average speed and the width of the distribution – the higher the average speed, the wider the speed distribution. More research is needed on how this affects the accident risk.

There is a lack of standardized methods for socio-economic evaluations within the maritime transport sector. This paper presents a model for analysing and quantifying the intensity and severity of ship conflicts using AIS (Automatic Identification System) data and expert assessments. Also, a case study applying the proposed method to the Southern Gothenburg Archipelago is carried out. The goal is to contribute to cost-benefit analyses within the maritime transport sector by a better understanding of how different actions, such as the widening of fairways or new regulation, impact maritime safety. The importance of validating the model by comparing its results with independent sources of reported maritime accidents is emphasized, and the challenges of using existing accident statistics for this purpose is discussed. The basic model described in the paper can be built upon by differentiating parameters by region and vessel type, account for seasonality etc. Furthermore, a downstream consequence analysis model is needed to enable a monetary valuation of (the consequences of) identified conflicts. Finally, the same principles as laid out here for conflict analysis can also be adopted to the identification of groundings.

The project examines how children’s age affects their ability to be attentive in traffic when cycling or walking to school. The data material consists of answers to a questionnaire about school routes (432 students from 45 different schools), a semi-controlled field study where the children's behaviour on the way to school was logged (20 pedestrians, 42 cyclists), as well as an observational study in various intersections (609 pedestrians, 277 cyclists). The results indicate that the traffic environment, rather than the age of the child, influences how well the attention requirements in a situation are met. This goes hand in hand with previous research which shows that it largely depends on the traffic environment whether it is safe to be there, and that there is no general age limit for when it is appropriate to participate in traffic. Rather, the design of the environment plays a significant role in how well the attentional demands can be managed. It also turned out to be important whether the students moved in a group or by themselves and how the groups were composed both in terms of age and mode of travel. 

The results from the data collections show that infrastructure design, the direction of travel, road user types and traffic rules influence which areas are important to scan visually to ensure that the road is clear. By adding such information to a geographic information system (GIS), one can systematically investigate how changes in the infrastructure affect attention requirements for different road user types and in different situations. A first implementation has been done in the project to demonstrate the potential of a GIS tool that takes attention requirements into account. Such a tool would make it easier for planners and others who shape traffic environments so that these can be designed in a way that is and feels safe for children and young people. 

Overall, the results show that the traffic environment, rather than age and cognitive maturity, sets the framework for who can or should participate in the transport system. The notion that children are not capable of participating in traffic needs to be nuanced.

Den här rapporten riktar sig till dig som söker vägledning om digital infrastruktur och elsparkcyklar, eller har intresse för samspelet mellan policy och digitalisering för elsparkcyklar. Rapporten innehåller sju rekommendationer till kommuner om hur de kan använda den tekniska standarden Mobility Data Specification (MDS) i samband med elsparkcyklar:

• MDS är lämpligt för svenska kommuner på kort och medellång sikt.
• MDS är möjligt att använda under GDPR, men det behövs nationella riktlinjer för hur kommuner bör hantera MDS under GDPR.
• Använd MDS för att uttrycka vissa regler digitalt och bygg också upp central kompetens om hur regler och föreskrifter bäst uttrycks digitalt.
• Använd MDS för att följa upp regelefterlevnad men komplettera med fysiska kontroller. Införliva säkerhetsmarginaler i regler och sträva efter öppenhet i uppföljningsalgoritmer.
• Använd MDS i planeringssyfte men var uppmärksam på att tolkningen och implementeringen av GDPR påverkar omfattningen av användbarheten.
• Ställ krav på att leverantörer publicerar öppna data och överväg om ni kan nyttja en central aktör för att publicera öppna data.
• Bygg inte eget systemstöd på kommunnivå. Handla i stället upp en extern systemleverantör eller överväg en gemensam systemlösning. Utveckla samtidigt egen kompetens i kommunen om samspelet mellan systemlösningar och trafikpolicyer.

Rekommendationerna bygger primärt på intervjuer med personer som arbetar med frågor om mobilitet och digitala tekniska standarder. Majoriteten av de intervjuade organisationerna har en digital infrastruktur för elsparkcyklar, baserad på MDS. De intervjuade arbetar i städer och kommuner, myndigheter, mobilitetsföretag och företag som arbetar med systemintegration, särskilt med MDS. De intervjuade finns i Sverige, inom EU och i USA.

The public transport system has thus in recent years been significantly improved for both the needs of everyday users in the city as well as temporary visitors that visited Rio de Janeiro during events such as the FIFA World Cup in 2014 and the 2016 Summer Olympic Games. Moreover, the Strategic Plan 2013-2016 of Rio de Janeiro’s City Council emphasized better integration between all modes of public transportation, as well as the implementation of traffic management technology such as intelligent control of traffic lights, real-time information to users, and monitoring of routes. In addition, there was also a need to invest in corresponding digital infrastructure to enable more useful information services for everyday travel. With more accurate traffic information available and provided to travelers, it will help to align expectations with the overall performance of e.g. the public transport system. In other words, the frustration that typically follows from traffic disturbances can be mitigated if travelers are well-informed and promptly notified about delays.

In addition, there was also a need to invest in corresponding digital infrastructure to enable more useful information services for everyday travel. With more accurate traffic information available and provided to travelers, it will help to align expectations with the overall performance of e.g. the public transport system. In other words, the frustration that typically follows from traffic disturbances can be mitigated if travelers are well-informed and promptly notified about delays. However, as users acquire more devices and utilize ICT in personalized and less predictable contexts this development also faces organizations with a dilemma: how can information and services be supplied pervasively given the user diversity and the limited amount of resources available for service development? To this end, many cities open up their traffic data to enable outsiders to cater for end-user services. By cooperating with external third-parties who find financial or other incentives to pursue development, public authorities can then achieve a more pervasive distribution of traffic information, helping the citizens in their everyday travel as well as nurture new firms and other actors developing end-user applications.

Standards are considered an essential means to facilitate value creation from open data. Despite this importance, we find that empirical studies of open data standards have not been conducted in proportion to its importance. In particular, the literature has insofar been silent about why specific standards are chosen and how these standards are implemented. To this end, we report from an action research project with the Swedish public transport industry, where open data standards were both chosen and implemented. Consistent with the literature, we find standards were selected based on expected increased attractivity for re-users. Also, and more surprisingly, we found that open data standards were chosen as a means to harness resources in adjacent digital ecosystems. Finally, our findings convey that implementing open data standards may hamper the possibility to publish datasets, with its original qualities.

To appraise the ability to integrate the data provided by a specific technology into an existing data architecture this report commences with the development of an approach to describe the "ideal" data architecture, that can integrate various types of data from new and emerging technologies to facilitate decision making. The data architecture forms a pipeline from raw data creation/delivery to data ingestion, data organization, data analysis and visualisation, until information that is useful for decision making. We then review two existing data architectures as examples in the context of the proposed data architecture pipeline. From the understanding of the two sides – the data properties of technologies and the capabilities of data architectures – we develop an appraisal scoring process to evaluate the ability to integrate the new data into the existing data architecture.

To generalize this approach, the report presents a list of questions that can be used by stakeholders to help understand the data architecture used by any NRA (not only limited to the selected examples) when conduct the appraisal. We also develop an appraisal scoring process to evaluate the potential of the technologies to support practical decision making.The outcomes in this report (D3.2) and the previous one (D3.1), complete the INFRACOMS appraisal (scoring) system for the aspects of: data analysis, visualisation, integration into data architecture and potential support for decision making (forming part of the overall appraisal process). An example application of the process is presented for the case of acoustic emission monitoring the wire break in steel cables. In addition, the process has been applied to further technologies in the INFRACOMS database 1.0, and provided in the appendix. It is anticipated that refinement, and further guidance

Effective analysis and visualisation of data is critical for the efficient application of the data provided by carriageway and bridge condition monitoring technologies. It supports better decisions in relation to asset reliability, availability, safety, economy and environment. This report discusses the link between the data provided by monitoring technologies on the properties of assets and how the collected data can be analysed and visualised to provide value in decision support. The next step in the report is to use this understanding to develop an appraisal system which could enable technologies in the INFRACOMS technology database to be appraised (scored) in relation to their abilities for data analysis, visualisation, integration and use in decision support.

The presented system is referred to as the D3.1 scoring system. It consists of four components covering data visualisation, data analysis, integration within current data architectures and potential for practical decision-making. The present D3.1 report primarily examines the components pertaining to data visualisation and data analysis, while the exploration of the other two components, data architecture and decision support, will be carried out in the D3.2 report. It is proposed that the D3.1 scoring system could be used to appraise the capability of monitoring technologies to support asset management decisions, and would become an integral component of the INFRACOMS Appraisal Toolkit. It will also be used to further filter the current INFRACOMS Technology Database 2.0 technologies as part of the Appraisal Toolkit as INFRACOMS completes the development of the toolkit/database within WP2.

This report represents INFRACOMS deliverable D2.1 Appraisal Methodology. It builds upon the deliverables of INFRACOMS Work Package 1 which identified the information needs, gaps and priorities of NRAs in terms of their approach to data collection and monitoring, and a list of current and emerging measurement technologies. This report includes a review of several commonly-used appraisal methodologies that can be used to evaluate the effectiveness, suitability and potential impact of new technologies for an organisation. These methodologies include Technology Readiness Levels (TRLs), Cost Benefit Analysis (CBA), Life Cycle Cost Analysis (LCCA), Risk Assessment, and Multi-Criteria Decision Analysis (MCDA). Elements of these commonly used methodologies are included in the INFRACOMS Appraisal Methodology. The report also includes key highlights from a workshop with NRAs conducted in January 2023 which also fed into the design of the appraisal methodology. The INFRACOMS Appraisal Methodology described here is designed around the technology use case, that is, a particular application of a technology by a NRA. It incorporates three core processes for Pre-Evaluation, Evaluation and Case Studies of technology use cases. It also includes processes for NRAs to define their strategic and technical priorities so that the appraisal process can be tailored to addressing their individual requirements, as identified from Work Package 1.

This report is INFRACOMS first deliverable D1.1. It addresses the “Understanding of information needs and gaps” component of the project. The aim has been to identify the current priorities and future needs of NRAs for the management of carriageway and bridge assets, specifically in terms of their approach to data collection and monitoring. The approach has been to establish existing knowledge via a review of previous projects, current best practices and standards in data collection and inspection, and a review of current business processes, NRA strategies around data collection and digitalisation etc. The report identifies a set of key imperatives for carriageway and bridge assets covering Availability, Reliability, Environment, Economy and Safety. Each of these is supported by the collection of key condition data, which is used to report technical parameters and performance indicators that can be combined to assess the ability of the asset to meet its key imperatives. A wide range of technologies are identified, which are currently applied to collect the data that supports this assessment.

The consultation shows that there are also gaps between the desired and the current capability for the assessment of these assets. These include gaps in the data, challenges in the ability to collect the data, gaps in the application of the data that is already collected etc. A review of emerging technologies shows that there are tools and technologies that could help to fill these gaps. These could overcome the limitations of current technologies, better integrate new data sources, provide greater flexibility in using current and new data, and provide better analysis. They include remote sensing, Internet of Things (IoT), crowdsourcing, and advanced data processing/visualisation.

Tyre and road wear particles (TRWP) are an important microplastics contributor to the environment, although direct observations along suggested pathways are virtually absent. There are concerns for both human health and ecosystems from TRWP exposure and leached chemicals. Due to great analytical challenges in detection and characterization, almost nothing is known about the physicochemical characteristics, occurrence, fate and transport of TRWP in the environment. Diverse tyre types exist for different seasons and vehicle profiles, and their formulations are undisclosed proprietary information.

Here we show TRWP dispersion in marine sediments, and a direct link between tyre formulation, tread hardness and TRWP emissions. Softer tyres with higher natural rubber and carbon black content generate higher particle wear. Sediment TRWP dominates the microplastics assemblage close to the city, while showing a much more steeply reducing concentration gradient with distance from the source, suggesting different transport behaviour compared to lower density microplastics. This implies that urbanized coastal ecosystems are impacted by the accumulating TRWP, with consequences for sediment ecosystems.

The enrolment of third-party developers is essential to leverage the creation and evolution of data ecosystems. When such complementary development takes place without any organizational consent, however, it causes new social and technical problems to be solved. In this paper, we advance platform emulation as a theoretical perspective to explore the nature of such problem-solving in the realm of open platforms. Empirically, our analysis builds on a 10-year action design research effort together with a Swedish authority. Its deliberate change agenda was to transform unsolicited third-party development into a sanctioned data ecosystem, which led to a live open platform that is still in production use. Theoretically, we synthesize and extend received theory on open platforms and offer novel product and process principles for this class of digital platforms.

There is mounting evidence that tire wear particles can harm natural systems, but worldwide trends in car weight and car usage, mean emissions are set to increase. To control tire wear emissions and help understand fate and transport, detailed characterisation of the particles, and the relationship between road surface properties and emission profiles is needed. This study deployed a suite of experiments utilising the advanced road simulator of the Swedish National Road and Transport Research Institute to compare seasonal tire types from three brands. An extraction method was developed for a coarse (>30 µm) fraction of tire and road wear particles (TRWP), and a comprehensive physicochemical characterisation scheme applied to both TRWP and tire-tread, including microscopy, energy-dispersive X-ray spectroscopy and pyrolysis-GC/MS. Road simulator dusts and hand-picked TRWP showed differences in shape, numbers, and mass between tire types and brands, and between asphalt and cement concrete road surfaces. Contrary to accepted perceptions, tactile analyses revealed that firm-elastic TRWP comprised only a minor proportion of TRWP. Fragile and chemically distinct tire-road-derived particles, termed here sub-elastic TRWP, comprised 39–100% of TRWP. This finding raises urgent questions about overall TRWP classification and identification features, resistance to weathering, and environmental fate. At the same time, differences in TRWP generation between tire formulations, and road surfaces, show potential for controlling emissions to reduce global impacts.

Crash test dummy kinematics is commonly obtained from high-speed video recordings or other opticalmethods. The present study evaluates a cost-efficient sensor system combining gyros and accelerometers toderive the kinematics of different parts of a dummy. This evaluation was done on the newly designed humansurrogates, the Seat Evaluation Tools (SET) 50F and 50M, developed for low severity rear impacts and hereequipped with gyros at four locations

The purpose of this study was to develop injury risk functions (IRFs) for the anterior and posterior cruciate ligaments (ACL and PCL, respectively) and the medial and lateral collateral ligaments (MCL and LCL, respectively) in the knee joint. The IRFs were based on post-mortem human subjects (PMHSs). Available specimen-specific failure strains were supplemented with statistically generated failure strains (virtual values) to accommodate for unprovided detailed experimental data in the literature. The virtual values were derived from the reported mean and standard deviation in the experimental studies. All virtual and specimen-specific values were thereafter categorized into groups of static and dynamic rates, respectively, and tested for the best fitting theoretical distribution to derive a ligament-specific IRF. A total of 10 IRFs were derived (three for ACL, two for PCL, two for MCL, and three for LCL). ACL, MCL, and LCL received IRFs in both dynamic and static tensile rates, while a sufficient dataset was achieved only for dynamic rates of the PCL. The log-logistic and Weibull distributions had the best fit (p-values: >0.9, RMSE: 2.3%–4.7%) to the empirical datasets for all the ligaments. These IRFs are, to the best of the authors’ knowledge, the first attempt to generate injury prediction tools based on PMHS data for the four knee ligaments. The study has summarized all the relevant literature on PHMS experimental tensile tests on the knee ligaments and utilized the available empirical data to create the IRFs. Future improvements require upcoming experiments to provide comparable testing and strain measurements. Furthermore, emphasis on a clear definition of failure and transparent reporting of each specimen-specific result is necessary.

Young people represent a high-risk group of drivers and the prevalence of road traffic crashes among young drivers is high. Thus, to increase traffic safety, it is essential to ensure that new drivers are both sufficiently educated in and assessed for risk awareness. The aim of this study was to examine the possibility and potential benefit of using a driving simulator screening test as a complement to the existing on-road driving test. The main idea is to detect drivers who are not ready to proceed to the driving test. A comparative study was performed with participants who passed and failed a simulator test and an on-road driving test, respectively. A comparison between subjective and objective measures of performance and risk was also included. A driving simulator was placed at a traffic school and customers were recruited as participants. In total, 70 participants took part in the study and the simulated drive consisted of rural roads, urban traffic, and motorways with 16 different scenarios, constructed from the second level of the GDE matrix, to examine driving behavior, attention, and risk perception. The results show that with a screening test in a driving simulator, it is possible to detect drivers who consider themselves ready to take a driving test, but who have not yet reached the level of risk awareness required to be a safe driver. Test scenarios should be suited to detect deficiencies in risk awareness, test different levels of the GDE matrix and, to complement the driving test, be difficult to assess in an on-road driving test. Deficiencies in self-evaluation that are well-known among young drivers are again confirmed. To practice self-evaluation, the driving simulator is suggested as a pedagogical tool, linked to the GDE matrix.

Cyclists’ riding comfort, related to pavement texture and unevenness, has not been thourougly investigated, partly due to the lack of condition assessment methods specifically adapted to the speed and space limits on cycle paths. Metrics that better describe the perceived comfort of cyclists, rather than that of car users, are needed. In this paper a novel method, the Bicycle Measurement Trailer (BMT), is proposed to bridge this gap. Eight different cycle path surface types have been assessed with regards to pavement texture and for four of these surfaces the longitudinal evenness was assessed. The accuracy and repeatability of the BMT were evaluated. Finally, five different metrics (Dynamic Comfort Index, Evenness Coefficient, 0.5 m Straight Edge, International Roughness Index and Root Mean Square), were calculated from the collected data and assessed. The main findings suggest that the BMT has a high accuracy at normal and high cycling speeds and a high level of repeatability at normal cycling speed. The surfaces could be ranked according to texture, and the evenness was successfully analysed. In conclusion, the BMT could be a valuable tool to assess the cycle path surface condition in relation to bicycle riding comfort.

Differences in injury risk between females and males are often reported in field data analysis. The aim of this study was to investigate the differences in kinematics and injury risks between average female and male anthropometry in two exemplary use cases. A simulation study comprising the newly introduced VIVA+ human body models (HBM) was performed for two use cases. The first use case relates to whiplash associated disorders sustained in rear impacts and the second to femur fractures in pedestrians impacted by passenger cars as field data indicates that females have higher injury risk compared to males in these scenarios.

Detailed seat models and a generic vehicle exterior were used to simulate crash scenarios close to those currently tested in consumer information tests. In the evaluations with one of the vehicle seats and one car shape the injury risks were equal for both models. However, the risk of the average female HBM for whiplash associated disorders was 1.5 times higher compared to the average male HBM for the rear impacts in the other seat and 10 times higher for proximal femur fractures in the pedestrian impacts for one of the two evaluated vehicle shapes..

Further work is needed to fully understand trends observed in the field and to derive appropriate countermeasures, which can be performed with the open source tools introduced in the current study.

High Capacity Transport (HCT) is part of Sweden’s attempts towards a more efficient transport system. HCT vehicles are heavier and/or longer than conventional heavy vehicles and can carry more load per vehicle, resulting in less fuel consumption and emissions. In Sweden the legal length and weight limits for heavy vehicles are 25.25 m and 64 t. Also, from April 2018, heavier vehicles up to 74 t have been allowed on parts of the road network with a new bearing capacity named BK4. Introduction of vehicles longer than 25.25m is currently under consideration. In the neighboring country, Finland, the weight limit for heavy vehicles was increased to 76 t in 2013, and longer HCT vehicles up to 34.5 m are allowed on most of the road network since 2019. After allowing HCT vehicles in Sweden, regulations concerning heavy vehicles access to road network have been modified and a PBS based regulation for 74 t vehicles have been introduced. PBS stands for performance based standards, under which the required performance from the vehicles is regulated, instead of limiting their length or weight. The purpose of the PBS II project has been to contribute to further development of the PBS scheme in Sweden and to support its implementation. One important aspect which required further investigation was the effect of tire characteristics on the performance of the HCT vehicles. Also, the assessment procedure of the HCT vehicles and a corresponding tool for it, demanded further developments. These issues have been addressed in the PBS II project, resulting in standard tire models for assessment of HCT vehicles, as well as an improved open access PBS tool.

Triple F (Fossil Free Freight) är ett nationellt forsknings- och innovationsprogram med syfte att utveckla kunskap som kan bidra till att minska godstransporternas växthusgasutsläpp i Sverige. Programmet finansieras av Trafikverket. I uppstartsfasen hösten 2018 till hösten 2020 genomförs fem s.k. etableringsprojekt som ska skapa en bas för arbetet:

1. Systemövergripande uppföljning
2. Omvärldsanalys Logistik
3. Omvärldsanalys Teknik
4. Omvärldsanalys Policy
5. Utvecklingsplan

Rapporten Triple F Utvecklingsplan har målsättningen att vara ett vägledande dokument för prioriteringar och projekt inom programmet samt att säkerställa att verksamheten inriktas på de mest relevanta forskningsfrågorna för att bidra till omställningen. För faktaunderlag till rapporten hänvisar vi till Triple F omvärldsanalyser och systemövergripande uppföljning.

Switches and crossings are critical assets in railway systems and their maintenance and renewal costs can be substantial. This paper evaluates the economic impact of cumulative loads on such assets and the effect of different contract designs for railway maintenance. Results from survival analyses are combined with a life cycle costing model to analyse costs for maintenance, train delays, and renewals. The findings provide insights into improving the timing of asset renewal as well as the impact of different reimbursement rules in the design of maintenance contracts. The estimated optimal lifetimes of different types of switches and crossings are similar to their technical lifetimes, yet there a couple of exceptions. The estimated effects of the reimbursement rule provide unique results on the risk premiums allowed in order to achieve a break-even between different maintenance contract designs.

The purpose has been to increase knowledge about accidents involving A-tractors and moped cars, as well as to describe how these vehicles impact traffic safety and the safety of other road users. The study involved a review of the literature, interviews with police officers, and the accident data. 

A compilation of traffic accidents from 2016 to 2022, where the driver of the A-tractor or moped car was between 14 and 20 years old, showed that there were seven fatal accidents involving A-tractors, resulting in deaths of seven young people in the A-tractor and two unprotected road users. There were no fatal accidents involving moped cars with drivers in this age group. Furthermore, there were 37 serious accidents involving A-tractors, with 24 of them occurring in 2021-2022. In these accidents during the entire period, 32 young people in A-tractors and eight other road users, primarily pedestrians or people on mopeds or motorcycles, were seriously injured. There were 12 serious accidents involving moped cars during this period, with ten young people in moped cars and three pedestrians being seriously injured. In the more severe A-tractor accidents, 91 percent of the drivers were male, while in the moped car accidents, 42 percent were male. 

A total of 14 interviews were conducted with police officers throughout Sweden. It became clear that A-tractors and moped cars are a social phenomenon, where the "EPA culture" and group identity are important aspects. These vehicles are used for transportation in both rural and urban areas and for socializing with friends. How these vehicles are driven and affects traffic safety, for those inside the vehicles and other road users, as well as the environment. The police reported various driving behaviors and accidents and had opinions about the defects and deliberate modifications in these vehicles. They pointed out deficiencies in the legislation, especially in cases of speeding, where the police are required to technically prove manipulation, which consumes significant resources. The police were also critical of how inspection controls and the lack of oversight of the involved parties. 

Cycle crossings should be used by cyclists to cross a road or a cycle track and should be designed for vehicles not to override the speed 30 km/h. The Swedish traffic regulations (SFS 1998:1276) specify regulations at cycle crossings so that drivers should give way to cyclists that are on or will soon be on the cycle crossing, and so that cyclists when travelling onto a cycle crossing should respect the distance to and the speed of vehicles approaching the cycle crossing. The aim of this project has been to examine how cyclists and car drivers behave at cycle crossings, and what regulations they think apply at cycle crossings. To fulfil the aim, a small observational study and a survey were conducted.

The observational study included four different cycle crossings while the survey included video clips of different situations from a cyclist or car driver perspective, at three cycle crossings. The result from the observational study showed that in most cases, when a cyclist or a car driver or both were affected by other traffic in terms of speed, the cyclist went first over the cycle crossings. The survey showed primarily that it is difficult for cyclists to understand that they approach a cycle crossing, because road signs marking the cycle crossing are mostly only shown towards motorized traffic, and road markings signalizing to give way as well as traffic calming measures are positioned on the roadway. This could make it hard for cyclists to know which regulations apply and, as a consequence, to comply with them.

The long-term national infrastructure planning should consider how renewals and maintenance works are planned, both concerning project feasibility and traffic impact. Quantitative methods that support this is however currently lacking in practice today. The research project SATT-BP (Joint planning of temporary capacity restrictions and traffic flows for track work scheduling) has studied how well a previously presented model approach för scheduling oft rack works and traffic flows, based on a bi-level optimization model, can support capacity planning and coordination.

The purpose has been to implement the method as a complete research software and to perform case studies on larger and realistic problem instances. This report presents the program development and the implemented software along with two case studies that have been conducted. A working procedure for performing similar capacity studies regarding track work planning is also presented. The primary strength of these tools is the ability to handle many project activities and traffic relations concurrently over a wide-spread network, while still giving a relatively high level of detail regarding scheduling of both projects and traffic flows.

The results shows that a good overview over the collective traffic impact is obtained, but also that details of particular traffic relations or capacity usage over individual network links and their variation over time can be studied. The system also supports a division info different train types or traffic classes, which is in line with upcoming requirements for segmentation of the capacity supply. The experiments show that the optimization tools have acceptable solving performance. The obtained solutions are deemed reasonable and of good quality. Projects are scheduled at time periods with low traffic load, and they are matched to each other to give a good coordination. The system is also able to schedule tasks with a good matching towards fixed work possessions or capacity restrictions in the network.

Denna rapport undersöker explorativt möjligheter, konsekvenser och utmaningar relaterade till fördjupade datasamarbeten mellan offentliga aktörer och privata tjänsteföretag. I projektet undersöks specifikt samarbetsprogrammet Waze CCP och på vilket sätt ett fördjupat samarbete med Waze skulle kunna tillföra nyttor för främst Trafikverket. 

Rapporten beskriver både innehållet i tjänsten Waze och hur samarbetet mellan Waze och offentliga aktörer ser ut på olika platser i världen. Förutsättningar och konsekvenser för olika tillämpningsområden har studerats närmare ur en svensk kontext och lett fram till ett antal användningsfall där en stor nytta med ett fördjupat samarbete identifierats. 

Datasamarbeten mellan offentliga aktörer och privata (ofta globala) tjänsteföretag utmanar traditionella arbetssätt och kräver nya former av relationer. Samtidigt innebär framväxten av digitala ekosystem, digitalisering och tillgången till helt nya typer av data stora möjligheter till utveckling av den offentliga verksamheten. 

De användningsfall som särskilt lyfts fram i rapporten och där fortsatt arbete rekommenderas är:

• Snabb och heltäckande överblick för trafikledare
• Sömlös navigering i tunnlar utan GPS-täckning
• Riktad trafikinformation genom analys av resmönster
• Förbättrad trafikinformation genom Waze-appen

Connected vehicles generate new data streams that present promising opportunities for policymakers to monitor and learn from events and behavior. To explore what we can learn from how public entities leverage ubiquitous data streams for policy development and enforcement, we draw on a case study of the standard Mobility Data Specification (MDS) and its use by cities to regulate E-scooter operators. Our findings suggest that (1) the richness of real-time data changes the speed of policy revision, (2) data access enables moving some micro-decisions to the edge, and (3) policy will be formulated as fixed or flexible with different amendment rules.

In recent years, e-scooters have become increasingly common in cities around the world, and municipalities have been working with digital solutions to regulate and monitor their use. The Mobility Data Specification (MDS) is one such standard that many cities use to establish a digital infrastructure for electric scooters. MDS has helped cities with regulatory issues and created business opportunities for outside software developers. This report has particularly focused on business models and ecosystems, semantic interoperability, information security and privacy protection, and data ownership under MDS.