Tillgänglighet kan definieras mer eller mindre distinkt, men i huvudsak gäller att tillgäng-lighet bestäms av den rumsliga fördelningen av potentiella destinationer och hur lätt det är att nå varje destination, samt storleken, kvaliteten och karaktären hos de aktiviteter som finns på destinationerna. I denna session presenteras ett antal studier om tillgänglighet, hur begreppet kan definieras och kvantifieras i teori och praktik. Fem föredrag ingår. Sessionen modereras av Andreas Tapani, avdelningschef Trafikanalys.

ABC om tillgänglighet: Trafikanalys har sett ett behov av en enhetlig begreppsapparat och en gemensam förståelse bland transportpolitikens aktörer, av tillgänglighet. Genom att kartlägga och systematisera definitioner av tillgänglighet, dess ingående komponenter, och användningen av olika tillgänglighetsmått har Trafikanalys bidragit till en gemensam förståelse av hur tillgänglighet kan definieras och kvantifieras.

Tillgång till tillgänglighet: Kartläggning av tillgänglighetsstudier inom offentlig verksamhet de senaste 15 åren. Trivector har genomfört en kartläggning och genomlysning av tillgänglighetsmåttens användning. Dvs. vilka typer av tillgänglighetsanalyser som genomförts av myndigheter på statlig, regional och kommunal nivå i Sverige de senaste 10–15 åren.

Objektiv och subjektiv tillgänglighet: En empirisk jämförande studie (WSP) WSP har undersökt skillnaden mellan vanligt förekommande s.k. objektiva tillgänglighetsmått och upplevd/subjektiv tillgänglighet, dels genom en litteratursammanställning, dels genom en empirisk fallstudie (abstractet avser den empiriska fallstudien). Studien visar att det föreligger skillnader i upplevd tillgänglighet mellan individer och mellan geografiska områden.

Regionalanalys: Ett tillgängligt verktyg för tillgänglighetsanalyser. Regionalanalys är en tjänst som utvecklas i samarbete mellan Tillväxtverket och Trafikverket. Syftet med Regionalanalys är att ge en bred kunskapsgrund för samhällsplanering genom att enkelt kunna definiera, beskriva och jämföra olika geografiska områden inom Sverige. Detta görs dels genom statistik som beskriver områdenas karaktär, men också genom att beskriva områdena utifrån dess tillgänglighet till platser dit människor har anledning att ta sig.

Metodutveckling och resultat från Regionalanalys: Utvecklingsarbetet som skett och pågår mellan Trafikverket och Tillväxtverket med Regionalanalys redovisas. Även resultat från analyser gjorda med verktyget kommer att presenteras.

Interchange stations with their many connecting modes and lines are central for a high-qualitypublic transport system. Bus access at the station needs to operate reliably and efficiently in order to prevent congestion and queues. To this end, a conceptual simulation model for evaluation of bus terminal operations is presented in this paper. It is based on discrete event simulation and able to describe the detailed movements and interactions that occur between vehicles at larger terminals. The model has a modular approach, where common spatial sections at terminals are represented bymodules that can be easily combined into many different terminal layouts. An implementation of the model is presented and, as a first sensitivity test, applied in a numerical experiment representingNorrköping interchange station in Sweden. The results indicate that the model can be a useful tool in planning processes.

Cost-benefit analysis (CBA) for cycling infrastructure investments are less sophistically developed compared to the ones for private cars and public transport, and one of main reasons is the lack of “well-developed” transport models for cycling. In this study, a dedicated transport model for cycling is used to appraise cycling infrastructure investments in Stockholm, Sweden. The model captures the impact of a change in cycling infrastructure on cycling route choice, mode choice, destination choice and trip generation and calculates cycling flow on link level. the generalised cost measure defined in the route choice model captures the impact of cycling infrastructure. Results suggest that although cycling flow on the links with investment may increase substantially, only a small share comes from modal shift and thus the external effects such as reducing car congestion and emissions are marginal. For all three scenarios investigated, over 97% of the benefits measured in the unit of generalised cost belong to the existing cyclists. The route choice model does not minimize travel time but generalised cost which also measures health, safety benefits and other possible benefits that may be considered by the cyclists when they choose to cycle. In fact, travel time saving benefits of the investments evaluated in this paper are all negative. The existing effect evaluation models therefore need to be adjusted to be more consistent with the transport model.

Variable speed limit (VSL) systems are used to improve the traffic conditions by adjusting the speed limits based on the current traffic situation. Advances in vehicle technology have made it possible to use connected vehicles in VSL systems. Connected vehicles can continuously transmit information about their speed and location, which can be used to estimate the current traffic conditions at arbitrary locations. In this study, we propose a VSL system based on connected vehicles. The aim is to also allow application of VSLs for non-recurrent bottleneck mitigation at arbitrary locations, unlike today's systems which require densely placed detectors or are limited to beforehand known bottleneck locations. The proposed system is evaluated by microscopic traffic simulation. The results indicate that the VSL system manage to improve traffic efficiency in a simulated incident scenario.

This study presents a transport model to better model cycling demand. The model improves modelling of cycling in several ways compared to a conventional transport model. First, it uses a detailed bicycle network containing information about existing bicycle infrastructure. Second, generalised cost measures based on different bicycle route choice models are calculated and compared to evaluate how to best represent the impact of bicycle infrastructure in the model. Third, the model utilizes a refined zone system with smaller zones of size 250 m × 250 m. Using these smaller zones, more short-distance tours are included in the model, and these are predominantly walking and cycling trips. Fourth, the model considers cycling also as an access mode choice to public transport. Therefore, the model treats cycling and public transport as both competing and complementary modes. Results show that the model captures detailed individual heterogeneity in cycling demand for different trip purposes. Impacts of bicycle infrastructure, land use characteristics and individual/household socio-demographics are investigated. Detailed individual level travel time and generalised cost are derived for cyclists of different socio-demographics. The result highlights the importance of choosing a good measure of generalised cost, given that different bicycle route choice models result in different effects of bicycle infrastructure. In future applications, the model can be used to evaluate proposed bicycle investments regarding their impact on link flow, bicycle route choice, modal shift and generation of completely new tours. The model can also be a powerful tool in a cost-benefit analysis of bicycle investments.

When new bus terminals are being planned or existing ones redesigned, suitable tools that are able todescribe the complex situation at a terminal are needed. Using microsimulation, vehicle movements andinteractions can be simulated and the congestion and capacity of a terminal can be evaluated. In this study,a discrete event simulation model is used in a case study of the Slussen bus terminal in Stockholm, Sweden.The model is calibrated and validated with empirical data that are automatically collected at the terminal.Already with this limited amount of data, the parameter time per boarding passenger can be calibrated witha relative error less than 1 % and the validation gives further insights into the data needed for calibrationof a terminal simulation model.

Ökad andel resor med hållbara färdmedel är en förutsättning för att kombinera fortsatt tillväxt med minskad resursförbrukning och miljöpåverkan. I många europeiska städer har cykel blivit ett alltmer populärt färdmedel under de senaste decennierna. Dagens storskaliga transportmodeller, som utgör viktiga verktyg för utvärderingar och samhällsekonomiska analyser, är dock oftast fokuserade på modellering av resor med bil eller kollektivtrafik. Den här rapporten presenterar en tur-baserad transportmodell med syfte att bättre modellera cykelresor. Nyheterna i denna modell är bland annat ett detaljerat cykelnät som innehåller mer än 200 000 länkar och att modellen nyttjar en mer detaljerad zonindelning. Jämfört med nuvarande verktyget för samhällsekonomisk analys av cykelåtgärder, GCkalk, beskriver modellen ett fullständigt utbud och efterfrågan för cykel på detaljerad geografisk nivå. Modellen har skattats på data från den senaste resvaneundersökningen i Stockholms län från 2015 och representerar därmed observerat resebeteende. Modellen beaktar även cykel som anslutningsfärdmedel till resor med kollektivtrafik. Därigenom behandlar modellen cykel- och kollektivtrafik både som konkurrerande och som komplementära färdmedel och modellen kan utvärdera effekten av en förbättring av cykelinfrastrukturen på både enbart cykelresande och på cykel som anslutningsfärdmedel till kollektivtrafikstationer. Modellen är validerad mot cykelräkningar i Stockholm stad från september och oktober 2015. Modellen har testats på sex scenarier valda från Stockholms stads investeringsplan. Resultaten visar att investeringarna har en begränsad effekt på överflyttning mellan färdmedel och en måttlig effekt på befintliga cyklisters ruttval, restid och generaliserad kostnad.

Encouraging the use of active travel modes such as walking and cycling is vital for ensuring a sustainable urban development. In many European metropolitan areas, cycling is becoming increasingly popular within the recent decades. On the other hand, large-scale transport models, which serve as the main tools for policy evaluation and cost-benefit analysis, are often designed for modelling motorised travel modes such as private car and public transport. This study presents a tourbased transport model to better model cycling demand and supply. First, it uses a detailed bicycle network containing more than 200,000 links, covering the whole Greater Stockholm Area. Second, the model utilizes a refined zoning system with totally 5 808 zones each of the size of 250 m×250 m covering the entire Greater Stockholm Area. Third, the model is estimated on the newest Stockholm travel survey 2015, and therefore the model can represent travel behaviour that is up-to-date. In addition to the improvements mentioned above, the model also considers cycling as an access travel mode to a trip by public transport. Therefore, the model treats cycling and public transport as both competing and complementary modes, and the model is capable of evaluating the impact of an improvement in bicycle infrastructure on cycling, as well as on cycling to public transport stations. The model is then validated against bicycle count data from the City of Stockholm. Six scenarios are tested according to the investment plan from the City of Stockholm. The results show that the investments have a limited effect on modal shift but a moderate effect on the existing cyclists' route choice, travel time and generalised cost.

Variabla hastighetsgränser är väl utbrett på Stockholms stadsnära motorvägar och en del av Stockholms Motorway Control System (MCS). Målet med dagens system är att minska risken för olyckor och följdolyckor vid låga hastigheter, trafikstockningar m.m. Detta görs genom att mäta medelhastigheten med hjälp av fasta detektorer och uppdatera hastigheten som visas på variabla meddelandeskyltar utifrån rådande trafiktillstånd. I och med att efterfrågan på resor i Stockholm under rusningstid överstiger den tillgängliga kapaciteten i vägnätet är behovet av ett effektivt trafiksystem stort. Variabla hastighetsgränser kan bidra till ökad framkomlighet, men då dagens system har som målsättning att öka säkerheten är effekter som leder till ökad framkomlighet begränsade. Dessutom finns det i dagens system ett stort beroende av fungerande detektorer som mäter trafiktillståndet så korrekt som möjligt för att valet av hastighet ska kunna bestämmas på ett effektivt sätt.

Syftet med den här rapporten är att undersöka alternativa styralgoritmer för att bestämma variabla hastighetsgränser på Stockholms motorvägsnät. Målet är att öka framkomligheten jämfört med dagens system. Två olika sträckor med olika komplexitet, trafiksituation och problematik studeras. Valet av studerade styralgoritmer för de olika sträckorna väljs för att på bästa sätt motverka den problematiken som uppstår på de specifika sträckorna. Därmed kan val av algoritmer komma att skilja sig åt beroende på sträcka. I projektet utvärderas också om estimering av trafiktillståndet kan användas för att förbättra informationsflödet till algoritmerna då detektorer inte fungerar som de ska eller helt saknas, vilket i sin tur kan leda till förbättrad anpassning av de variabla hastighetsgränserna. Detta görs av för en av de studerade sträckorna. Styralgoritmerna utvärderas med mikroskopisk trafiksimulering och metoden utvecklad i projektet Mobile Millenium Stockholm (MMS), som bygger på en makroskopisk trafikflödesmodell och Kalman filtrering, används för estimering av trafiktillståndet.

Variable speed limits are commonly used on Stockholm’s urban motorways, and it is part of the Stockholm Motorway Control System (MCS). The goal of today’s system is to reduce the risk of accidents during congested conditions, traffic jams etc. This is done by updating the speed limits shown on variable message signs based on a measured average speed at fixed detectors. As the demand for travel in Stockholm during peak-hours exceeds the available capacity in the road network, the need for an efficient traffic system is high. Variable speed limit systems have the possibility to contribute to increased efficiency, but since today’s system aims to increase safety, effects that lead to increased efficiency are limited. Further, in todays’ variable speed limit systems there are a large dependency of precise and available measurements from stationary detectors to be able to display speed limits that reflects the current traffic conditions. The purpose of this report is to investigate alternative control algorithms to decide on the variable speed limits to be displayed at variable message signs on the urban motorway of Stockholm.

The goal is to increase efficiency compared to today's system. Two different road stretches with different complexity and different traffic conditions, resulting in two different types of congestion, are studied. Thereby, the studied control algorithms on the two road stretches are chosen based on the possibility of solving a specific problematic traffic situation in the best way. Hence, the studied control algorithms might differ for the two road stretches. Furthermore, for one of the roads stretches it is investigated if estimation of the traffic state can be used as input to the control algorithm as a complement to missing and erogenous measurements from stationary detectors in order to improve the calculations of the variable speed limits. The control algorithms are evaluated with microscopic traffic simulation and the method developed in the project Mobile Millenium Stockholm (MMS), using a macroscopic traffic flow model together with a Kalman filter, is used for estimation of the traffic state.

Interchange stations with their connections between modes and lines are central for a high quality public transport system. Bus access at the station needs to operate reliably and efficiently in order to prevent congestion and queues. Here, a discrete event simulation model of vehicle movements and interactions at bus terminals is developed and implemented. The model has a modular approach, where common spatial sections at terminals are represented by modules that can be combined into various terminal layouts. These modules describe the events a vehicle may go through in a particular section of the terminal, such as arriving to a bus stop or stopping at a traffic light at the exit. The model can be used in planning processes, both for new terminals and redesign of existing ones, and is able to describe the detailed movements and interactions between vehicles that occur at larger terminals. The model is tested in a numerical experiment representing Norrköping interchange station in Sweden. The experiment shows that the model is able to evaluate and compare different scenarios and can thus be a useful tool in planning processes.

The control algorithm used for deciding on the speed limit in variable speed limit systems is crucial for the performance of the systems. The algorithm is designed to fulfil the purpose of the variable speed limit system, which can be one or several of the following aspects: increasing safety, increasing efficiency and decreasing environmental impacts. Today, many of the control algorithms used in practice are based on fixed thresholds in speed and/or flow. Therefore, they are not necessarily reflecting the current traffic conditions. Control algorithms with a greater level of complexity can be found in the literature. In this paper, four existing control algorithms are investigated to conclude on important characteristics affecting the performance of the variable speed limit system. The purpose of the variable speed limit system and, consequently, the design of the control algorithm differ. Requirements of the investigated control algorithms are that they should be easy to interpret and the execution time should be short. The algorithms are evaluated through microscopic traffic simulation. Performance indicators related to traffic safety, traffic efficiency and environmental impacts are presented. The results show that the characteristics of the variable speed limit system and the design of the control algorithm will have effect on the resulting traffic performance, given that the drivers comply with the variable speed limits. Moreover, the time needed to trigger the system, the duration and the size of speed limit reductions, and the location of the congestion are factors of importance for the performance of variable speed limit systems.