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Wallén Warner, H., Patten, C. & Sörensen, G. (2019). Shared space: utifrån olika åldersgruppers perspektiv. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Shared space: utifrån olika åldersgruppers perspektiv
2019 (Swedish)Report (Other academic)
Alternative title[en]
Shared space : different age groups’ perspectives
Abstract [sv]

Shared space avser ofta en yta som är gemensam för oskyddade och skyddade trafikanter och som ska inbjuda till ett levande stadsrum för alla. Syftet med denna studie var att undersöka hur unga, medelålders och äldre upplever shared space utifrån ett fotgängarperspektiv. Syftet var vidare att undersöka om, och i så fall hur, en alternativ utformning av ytan (med eller utan stora blomkrukor utplacerade) påverkar deras upplevelse. I studien kombinerades två olika metoder: en ögonrörelsestudie och en Q-studie. Q-Metoden är en metod som används inom psykologi och samhällsvetenskap för att studera människors ”subjektivitet” - det vill säga deras åsikter som i detta fall att vara fotgängare på Fiskaretorget i Västervik. Totalt 37 deltagare, uppdelat på de tre åldersklasserna, deltog i studien som genomfördes på Fiskaretorget och ett angränsande icke-signalreglerat övergångsställe i Västervik. Ungefär hälften av deltagarna genomförde försöket med och hälften utan stora blomkrukor utplacerade på torget. Resultaten av ögonrörelsestudien visar att medelålders tycktes uppleva en ökad riskmedvetenhet i avsaknad av den traditionella uppdelningen mellan oskyddade och skyddade trafikanter. Unga och äldre tittade däremot ungefär lika mycket på trafikrelevanta föremål, oavsett om det fanns stora blomkrukor utplacerade eller inte. Samtidigt visar Q-studien att fotgängare, oavsett ålder, inte upplevde någon större osäkerhet på denna typ av gemensamhetsytor. Den upplevda osäkerheten som trots allt fanns, minskades med de stora blomkrukor som återskapade den traditionella uppdelningen med tydliga zoner eller stråk där fotgängare kan vistas i ett relativt bilfritt område medan motorfordonen får tydliga stråk att färdas längs. Utifrån dessa resultat rekommenderar vi att man, istället för shared spaces, utformar gemensamhetsytor med tydliga säkerhetszoner där fotgängare kan vistas i ett relativt bilfritt område.

Abstract [en]

A shared space, in the context of road transport, often refers to an area that is shared by unprotected and protected road users and is intended to facilitate a living city space for everyone. The purpose of this study was to investigate how young, middle-aged and elderly people experience shared space from a pedestrian perspective, but also to investigate whether, and if so, how an alternative design of the area (with or without large flower pots) affects their experience. In the study, two different methods were combined; an eye tracking study and a Q-study. The Q method is a research method that is used in psychology and social sciences to investigate people's subjective views on a particular matter, phenomenon or topic. In this study, the Q method is used to investigate pedestrian experiences of two different design configurations - with or without large flower pots deployed - on the Fiskaretorget (eng. Fisherman’s Square) in Västervik. A total of 37 participants, divided into the three age groups, participated in the study, which was carried out at the Fiskaretorget and an adjacent non-signal-regulated pedestrian crossing in Västervik. About half of the participants carried out the experiment with, and half without large flower pots placed on the square. The results of the eye tracking study show that middle-aged pedestrians seemed to experience increased risk awareness, in the absence of the traditional division between unprotected and protected road users. Young and older, on the other hand, looked about the same amount of traffic-related objects, regardless of whether there were large flower pots placed or not. At the same time, the Q-study shows that pedestrians, regardless of age, did not experience any great uncertainty on this type of common areas. The perceived uncertainty, which nevertheless existed, was further reduced with large flower pots that recreated the traditional division with clear zones or stretches, pedestrians can stay in a relatively car-free area while the motor vehicles get clear paths to travel along. Based on these results, we recommend that, instead of a shared space design, designing common areas should have clear safe zones where pedestrians can stay in relatively car-free areas.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2019. p. 48
Series
VTI rapport, ISSN 0347-6030 ; 1003
Keywords
Shared space, Design (overall design), Pedestrian, Behaviour, Eye movement, Attitude (psychol), Questionnaire
National Category
Infrastructure Engineering
Research subject
80 Road: Traffic safety and accidents, 82 Road: Geometric design and traffic safety; 80 Road: Traffic safety and accidents, 821 Road: Junctions and traffic safety
Identifiers
urn:nbn:se:vti:diva-13698 (URN)
Available from: 2019-03-26 Created: 2019-03-26 Last updated: 2019-06-11Bibliographically approved
Wallén Warner, H. & Patten, C. (2018). An evaluation of re-designed rural roads. In: : . Paper presented at 18th International Conference Road Safety on Five Continents (RS5C 2018), Jeju Island, South Korea, May 16-18, 2018. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>An evaluation of re-designed rural roads
2018 (English)Conference paper, Published paper (Refereed)
Abstract [en]

In Sweden, there is a strong political desire to shift car traffic to cycling. While the number of road fatalities among motor vehicle occupants have seen a substantial decrease, the same positive trend has, not been found among cyclists. To increase safe cycling, different traffic safety measures is therefore needed. One such attempt is the Swedish Transport Administration’s re-design of five rural road-segments in the southern part of Sweden. On the re-designed segments, the hard shoulders on each side of the road are broadened to give more space to cyclists. At the same time, the area for motor vehicles is narrowed to a single lane where the motor vehicle drivers are forced to adapt their driving to the flow of cyclists when meeting another motor vehicle. The aim of the present study was to evaluate these re-designed rural road segments, focusing on the beliefs underpinning the road users’ attitude, subjective norm and perceived behavioural control associated with these segments.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2018
Research subject
X RSXC
Identifiers
urn:nbn:se:vti:diva-12905 (URN)
Conference
18th International Conference Road Safety on Five Continents (RS5C 2018), Jeju Island, South Korea, May 16-18, 2018
Available from: 2018-05-16 Created: 2018-05-05 Last updated: 2018-05-25Bibliographically approved
Wallén Warner, H., Niska, A., Forward, S., Björklund, G., Eriksson, J., Kircher, K., . . . Nygårdhs, S. (2018). En modell för säker cykling. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>En modell för säker cykling
Show others...
2018 (Swedish)Report (Other academic)
Alternative title[en]
A model for safe cycling
Abstract [sv]

Avsikten med det tvärvetenskapliga forskningsprogrammet En stark forskningsmiljö inom området hjulburna oskyddade trafikanter är att öka kunskapen om hjulburna oskyddade trafikanter och deras speciella förutsättningar i trafikmiljön för att på sikt kunna bidra till att nå det nationella hänsynsmålet med fokus på säkerhet. Syftet med denna modellrapport är att sammanfatta resultat och föreslagna åtgärder från de övriga åtta projekten inom ramen för forskningsprogrammet, men även från tidigare forskning och andra programövergripande aktiviteter, i en modell för säker cykling. Med modell avser vi i detta fall en lista över åtgärdsförslag som i enlighet med Haddons matris, utökad med förutsättningar, är riktade mot cyklisten, cykeln och trafikmiljön. För varje åtgärdsförslag finns även angivet var i händelseförloppet från förutsättningar till krasch som åtgärden bör sättas in samt vilka aktörer vi anser är lämpade att initiera och implementera åtgärdsförslagen. För att åstadkomma säker cykling visar resultaten att man måste titta på transportsystemet i sin helhet vilket i sin tur kräver samverkan mellan olika aktörer. Slutligen behövs fortsatt forskning för att kunna optimera utformningen av de olika åtgärderna och utvärdering för att säkerställa att de haft önskad effekt.

Abstract [en]

The main aim of the multi-disciplinary scientific research programme A strong research environment in the field of non-motorised vulnerable road users is to increase our knowledge of unprotected twowheeled or non-motorised road users and their special requirements in the road traffic environment. The aim being to, in the long-term, to contribute to the Swedish national road safety goals. The objective of the Model for Safe Cycling report is to summarise the results and suggested actions from the eight projects that were conducted within the framework of the research programme; a literature study; and other programme related activities, in a conceptual model based on Haddon’s matrix. With a model, in this case, we mean that a list of suggested implementation actions, structured according to Haddon’s matrix and embellished with prerequisites directed towards the cyclist, the bicycle and the road environment. Each of the suggested actions or implementation suggestions, are organised along the chain of events from the prerequisite phase to the crash phase. Stakeholders are identified for each of the suggested actions for implementation. In summary, the results suggest one must look at the (road) transport system as a whole to provide a system for safe cycling. To be able to acquire a holistic approach, cooperation between stakeholders is necessary. Finally, more research is required to find optimal solutions and designs tailored to the actions that must also be evaluated to assure that the desired effects are reached.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2018. p. 101
Series
VTI rapport, ISSN 0347-6030 ; 979
Keywords
Cycling, Cyclist, Bicycle, Safety, Accident prevention, Method, Model (not math)
National Category
Transport Systems and Logistics
Research subject
80 Road: Traffic safety and accidents; 80 Road: Traffic safety and accidents, 82 Road: Geometric design and traffic safety; 80 Road: Traffic safety and accidents, 84 Road: Road users
Identifiers
urn:nbn:se:vti:diva-13236 (URN)
Available from: 2018-09-03 Created: 2018-09-03 Last updated: 2019-06-05Bibliographically approved
Forward, S., Henriksson, P. & Patten, C. (2018). En utvärdering av den obligatoriska riskutbildningen för motorcyklister. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>En utvärdering av den obligatoriska riskutbildningen för motorcyklister
2018 (Swedish)Report (Other academic)
Alternative title[en]
An evaluation of the mandatory risk education program aimed at studentslearning to ride a motorbike
Abstract [sv]

Från den 1 november 2009 infördes en obligatorisk riskutbildning för behörighet A och A1 (tung respektive lätt motorcykel) för att öka motorcyklisters riskmedvetenhet. Utbildningen består av två delar: Del 1 är teoretisk och del 2 praktisk. Året efter införandet genomförde VTI en utvärdering av denna utbildning för att undersöka om det skett någon förändring i synen på risktagning efter införandet av den nya riskutbildningen. Syftet med föreliggande studie är att replikera den tidigare studien för att se om utbildningen nu fått större effekt men också om det fortfarande finns brister. Till skillnad från studien som publicerades 2011, som enbart bestod av en enkätstudie, innefattade den senare studien även observationer och intervjuer med utbildningsansvariga.

Abstract [en]

On 1 November 2009 a compulsory risk education program for all students learning to ride a motorbike was introduced, in order to enhance their perception of risk. The education consists of two parts: Part 1 is theoretical and part 2 practical. The year after the introduction a study was conducted by VTI with the aim of evaluating if motorcyclists’ perception of risk has changed as a consequence of risk education. The purpose of the present study is to replicate the previous one that was carried out after the new rules were introduced to see if the education has become more effective and to see if there are still some shortcomings. Unlike the study published in 2011, which only consisted of a survey, the latter study also included observations and interviews with professionals.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2018. p. 112
Series
VTI rapport, ISSN 0347-6030 ; 967
Keywords
Driver training, Evaluation (assessment), Risk, Risk taking, Attitude (psychol)
National Category
Pedagogical Work
Research subject
80 Road: Traffic safety and accidents, 843 Road: Driver training and road user education
Identifiers
urn:nbn:se:vti:diva-12793 (URN)
Available from: 2018-03-05 Created: 2018-03-02 Last updated: 2019-05-17Bibliographically approved
Patten, C., Wallén Warner, H. & Hawke, E. (2018). How close is close?: an experimental study of cycling safety related to cycling on rural roads. In: : . Paper presented at 18th International Conference Road Safety on Five Continents (RS5C 2018), Jeju Island, South Korea, May 16-18, 2018. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>How close is close?: an experimental study of cycling safety related to cycling on rural roads
2018 (English)Conference paper, Oral presentation with published abstract (Refereed)
Abstract [en]

In Sweden, as well as in many countries in Scandinavia and in northern Europe, there is a growing trend towards daily sport and exercise cycling and cycle commuting. Cycling on rural roads is, whether for health, exercise, sports, leisure or commuting, is hampered by feelings of insecurity and risk caused by motorised traffic passing too close to the cyclist sharing the rural road. A cyclist is often overtaken by cars and other motorised vehicles and does not have control over the distance between them and the other vehicles. However, if the cyclist had control over the distance between themselves and the motor vehicle/object, how much space would they give themselves?

The aim of this study was to investigate a scenario where the cyclists had control over the distance between themselves and a fictive motor vehicle or road side object and assess how much space they would give themselves.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2018
National Category
Infrastructure Engineering
Research subject
X RSXC
Identifiers
urn:nbn:se:vti:diva-12890 (URN)
Conference
18th International Conference Road Safety on Five Continents (RS5C 2018), Jeju Island, South Korea, May 16-18, 2018
Available from: 2018-05-16 Created: 2018-05-04 Last updated: 2018-05-25Bibliographically approved
Wallén Warner, H. (2018). Polisliknande varselväst för motorcyklister: hur påverkas samspelet i trafiken?. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Polisliknande varselväst för motorcyklister: hur påverkas samspelet i trafiken?
2018 (Swedish)Report (Other academic)
Alternative title[en]
Police-like high visibility vests for motorcyclists : how does this affect interactions between road users?
Abstract [sv]

För att lättare upptäckas av andra trafikanter använder många motorcyklister olika typer av varselvästar. Även varselvästar vars utformning påminner om trafikpolisens västar förekommer både nationellt och internationellt. Syftet med denna studie var därför att undersöka om och i så fall hur motorcyklisters interaktion med skyddade trafikanter påverkas av motorcyklistens användande av traditionell varselväst respektive polisliknande varselväst. För att studera detta filmades interaktionen med skyddade trafikanter med hjälp av actionkameror monterade på en motorcyklist som omväxlande körde med svart mc-ställ, traditionell varselväst och polisliknande varselväst. Resultaten visade att det inte fanns någon signifikant skillnad mellan körningarna med svart mc-ställ, traditionell varselväst och polisliknande varselväst med avseende på problemfria interaktioner (egentligen interaktionen flyter på obehindrat) och icke-problemfria interaktioner (egentligen interaktionen störs på något sätt). Däremot fanns det signifikanta skillnader mellan körningarna med polisliknande varselväst och svart mc-ställ respektive traditionell varselväst med avseende på fördelningen inom kategorin icke problemfria interaktioner. Under körningarna med polisliknande varselväst kategoriserades en större andel interaktioner som oväntade icke-problemfria interaktioner (till exempel en skyddad trafikant saktar plötsligt ner till laglig hastighet) medan en mindre andel interaktioner kategoriserades som hastighetsrelaterade icke-problemfria interaktioner (till exempel en skyddad trafikant kör om i högre hastighet än tillåtet). Sammanfattningsvis visar resultaten att användandet av polisliknande varselväst ökar andelen oväntade icke-problemfria interaktioner samtidigt som det minskar andelen hastighetsrelaterade icke problemfria interaktioner.

Abstract [en]

To be easily detected by other road users, many motorcyclists use different types of high visibility vests. Even high visibility vests resembling those used by the police occurs both nationally and internationally. The purpose of this study was therefore to investigate whether and, if so, how motorcyclists’ interaction with protected road users (mostly car drivers) is influenced by the motorcyclists’ use of traditional high visibility vest and police-like high visibility vest. To study this, the interaction with protected road users was filmed using action cameras mounted on a motorcyclist who alternately drove with all black textile protective clothing without a high visibility vest, with a traditional high visibility vest or with a police-like high visibility vest. The results showed that there was no significant difference between the all black textile protective clothing without a high visibility vest, with a traditional high visibility vest or with a police-like high visibility vest regarding problemfree interactions (i.e. the interaction is unimpeded) and non-problem-free interactions (i.e. the interaction is disrupted in some way). On the other hand, there were significant differences between the drives with police-like high visibility vest and the all black textile protective clothing without a high visibility vest and the traditional high visibility vest, with regards to the distribution within the non-problem-free category. During the drives with police-like high visibility vests, a greater proportion of interactions were categorized as unexpected non-problem-free interactions (e.g. a protected road user suddenly slows down to legal speed), while a minor proportion of interactions were categorized as speed-related non-problem-free interactions (e.g. a protected road user drives faster than the speed limit when overtaking). In summary, the findings show that the use of police-like high visibility vests increase the proportion of unexpected non-problem-free interactions while reducing the rate of speedrelated non-problem-free interactions.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2018. p. 29
Series
VTI rapport, ISSN 0347-6030 ; 956
Keywords
Motorcyclist, Reflectorized material, Clothing, Visibility, Behaviour, Near miss, Field (test), Observation
National Category
Applied Psychology
Research subject
80 Road: Traffic safety and accidents, 841 Road: Road user behaviour
Identifiers
urn:nbn:se:vti:diva-12798 (URN)
Available from: 2018-03-06 Created: 2018-03-06 Last updated: 2019-05-17Bibliographically approved
Ceci, R. L. & Patten, C. J. (2017). Health Promotion Intervention On Rural Roads In Sweden: A Case Study Of Cycling Safety. Paper presented at Annual Meeting of the American-College-of-Sports-Medicine (ACSM), MAY 30-JUN 03, 2017, Denver, CO. Medicine & Science in Sports & Exercise, 49(5 S), 229-229
Open this publication in new window or tab >>Health Promotion Intervention On Rural Roads In Sweden: A Case Study Of Cycling Safety
2017 (English)In: Medicine & Science in Sports & Exercise, ISSN 0195-9131, E-ISSN 1530-0315, Vol. 49, no 5 S, p. 229-229Article in journal, Meeting abstract (Other academic) Published
Abstract [en]

In Sweden, as well as in many countries in Scandinavia and in northern Europe, there is a growing trend to allocate the daily exercise routines to cycling and walking in the form of work commuting. This has led to an increase of bikers with light race bikes and garment for race bike training along the roads and streets of major cities. One crucial factor is the safety of the bikers on the public roads with mixed traffic. If the cyclist had control over the distance between themselves and the motor vehicle/object, how much space would they give themselves? To investigate how road safety factors such as proximity to vehicles passing the bikers on a rural roads a study was conducted.

The experiment was conducted in an indoor athletics arena at Lugnet stadium in Falun where 48 participants were assigned to one of three groups. Group one with a balanced order of the object-proximity variable (n = 24); group two with the object-proximity variable ordered closest first and moving outward from the track (n = 12); and group three with object-proximity variable ordered furthest away first and moving inward towards the track (n = 12). The participants were donned with a bicycle helmet with a GoPro camera, a second camera was attached to the handlebars. Independent variables were object proximity to the bicycle lane (cm) measured from the center of the lane; dependent variables were lateral position in cm to moving objects, cycling speed and heart rate.

The preliminary results suggest that bicycle lane must be at least 140 cm broad to accommodate a ‘comfortable’ passing distance (for the cyclist). The equivalent passing speeds equates to a car speed of approximately 40 km/h. If the car speeds were higher, the bicycle lane will need to be broader.

Place, publisher, year, edition, pages
LIPPINCOTT WILLIAMS & WILKINS, 2017
Keywords
Cyclist, Traffic mixture, Overtaking, Width, Traffic lane, Perception, Safety
National Category
Infrastructure Engineering Applied Psychology
Research subject
80 Road: Traffic safety and accidents, 84 Road: Road users; 30 Road: Highway design, 31 Road: Geometric design
Identifiers
urn:nbn:se:vti:diva-12576 (URN)10.1249/01.mss.0000517474.15672.bb (DOI)000413842900623 ()
Conference
Annual Meeting of the American-College-of-Sports-Medicine (ACSM), MAY 30-JUN 03, 2017, Denver, CO
Available from: 2017-12-07 Created: 2017-12-07 Last updated: 2018-11-22Bibliographically approved
Patten, C., Wallén Warner, H. & Sörensen, G. (2017). Hjulburna oskyddade trafikanter på landsväg. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Hjulburna oskyddade trafikanter på landsväg
2017 (Swedish)Report (Other academic)
Alternative title[en]
Two-wheeled road users on rural roads
Abstract [sv]

Bakgrunden till denna samling av tre delstudier; 1) Bygdeväg, 2) Hur nära är nära? och 3) Portabla friktionstestare (PFT) för motorcyklar (MC), är att belysa eventuella problem som hjulburna, oskyddade trafikanter har på svenska landsvägar. Delstudierna 1 och 2 handlar om cyklister på landsvägar medan delstudie 3 handlar om motorcyklister. Delstudie 1 är en enkätstudie om en ny vägutformning, s.k. bygdeväg. Delstudie 2 är en experimentell studie som belyser frågan om bredden på en cykelbana/-fält från cyklistens perspektiv. Delstudie 3 är friktionsmätningar genomförda på ett mätningssätt som är mer anpassad till motorcyklisters situation. De tre delstudierna mynnade tillsammans ut i följande rekommendationer: i) Sträckor som utformas till bygdeväg bör väljas med stor omsorg och på de ställen sikten är skymd bör alternativa lösningar övervägas. ii) Hastighetsbegränsningen på bygdeväg bör som vara max 50 km/h. För att hastighetsbegränsningen inte ska överskridas bör skyltning i kombination med övervakning och/eller infrastrukturåtgärder övervägas för att även minska hastighetsöverträdelserna. iii) Införandet av bygdeväg bör förankras hos lokalbefolkningen och föregås av informationsinsatser så att alla vet vilka regler som gäller. iv) En enkelriktad cykelbana/-fält på en väg med blandtrafik bör minst vara 120 cm i sidled från dess mittpunkt till banan för de motordrivna fordonen. v) Friktionsmätningar bör kopplas till förarens upplevelse av väggrepp. vi) Det behöver utvecklas en mätmetod/protokoll för friktion där mätskräckan ≥ 1 m i olika nivåer av väta på vägbanan som kan tillämpas vid exempelvis olycksdrabbade vägavsnitt samt även kopplas till ”tillfälliga” lagningar av vägbanan.

Abstract [en]

The background to this collection of three sub-studies; 1) Two-minus-one bicycle lanes on rural roads, 2) How close is close? and 3) Pilot study on road friction testing for motorcycles, is to highlight any problems that two-wheeled unprotected road users have on Swedish roads. Studies 1 and 2 are about cyclists on country roads, while study 3 is about motorcyclists. Study 1 is a survey of a new road design, two-minus-one rural roads. Study 2 is an experimental study that highlights the issue of the width of a cycle path/hard-shoulder from the perspective of the cyclist. Study 3 is friction measurements carried out on a measurement method that is more adapted to the situation of motorcyclists. The three sub-studies resulted in the following recommendations: i) stretches of rural roads that are intended to be two-minus-one rural roads should be chosen carefully and in places where sight-lines are obscured (by hedgerows, topography, etc.), alternative solutions should be considered. ii) The speed limitation on the two-minus-one rural roads should not exceed 50 km/h. In order to reduce speeding, signage in combination with surveillance and/or infrastructure measures should be considered to reduce speed violations. iii) The introduction of two-minus-one rural roads should be done in dialogue with local populations and preceded by information efforts so that everyone knows what rules apply. iv) A single carriageway cycle path/hard-shoulder on a two-minus-one rural road with mixed traffic should be at least 120 cm laterally from the middle of the bicycle path to the motor vehicles’ carriageway. v) Friction measurements should be linked to the driver's experience of grip. vi) Develops a measurement method/protocol for friction testing where the measurement section is ≥ 1 m in different levels of wetness on the roadway, which can also be used to evaluate blackspots on road sections that are linked to “temporary” road repairs.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2017. p. 80
Series
VTI rapport, ISSN 0347-6030 ; 946
Keywords
Cycle track, Geometric design, Width, Safety, Rural road, Highway, Friction, Measurement, Apparatus (measuring), Method, Interview, Cyclist
National Category
Infrastructure Engineering
Research subject
80 Road: Traffic safety and accidents, 82 Road: Geometric design and traffic safety
Identifiers
urn:nbn:se:vti:diva-12466 (URN)
Available from: 2017-10-23 Created: 2017-10-20 Last updated: 2019-05-16Bibliographically approved
Johnsen, A., Strand, N., Andersson, J., Patten, C., Kraetsch, C. & Takman, J. (2017). Literature review on the acceptance and road safety, ethical, legal, social and economic implications of automated vehicles.
Open this publication in new window or tab >>Literature review on the acceptance and road safety, ethical, legal, social and economic implications of automated vehicles
Show others...
2017 (English)Report (Other academic)
Abstract [en]

This deliverable summarizes the findings of an extensive literature review on the acceptance, behavioural intentions, road safety, as well as ethical, legal, social (ELSI) and economic considerations in the scope of vehicle automation.

The theoretical fundaments and relevant findings of recent public opinion research regarding user acceptance of automation are presented. Also the view of organised stakeholders is taken into account.

Regarding road safety there is a potential for increased road safety but drivers tend to pick up non-related driving tasks instead. These problems are due to several traditional HMI concerns. In the future autonomous cars must make decisions that touch on ethical issues that have not yet been sufficiently and transparently discussed. Although in many countries legislation is now reacting to the new technology, many aspects – like liability and privacy / data protection – are not yet regulated by law. Automated vehicles promise to have several clear benefits that might change the entire transport system. The positive externalities that come from the technological advantages of automated vehicles might be outweighed by the negative externalities coming from the potential increases in travelling by private vehicles.

Publisher
p. 77
Series
BRAVE - BRidging gaps for the adoption of Automated VEhicles ; D2.1
Keywords
Autonomous vehicle, Behaviour, Acceptability, Law, Social factors, Economics, Safety
National Category
Ethics Applied Psychology
Research subject
10 Road: Transport, society, policy and planning
Identifiers
urn:nbn:se:vti:diva-13984 (URN)
Available from: 2019-06-25 Created: 2019-06-25 Last updated: 2019-06-27Bibliographically approved
Wallén Warner, H. & Patten, C. (2017). Utökad utvärdering av bygdevägar. Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Utökad utvärdering av bygdevägar
2017 (Swedish)Report (Other academic)
Abstract [sv]

Syftet med denna utökade utvärdering var att kartlägga acceptansen av bygdevägarna hos cyklisterna som cyklar på bygdevägar. Totalt intervjuades 19 cyklister längs någon av de 10 bygdevägssträckorna där vi stod. Resultaten visade att många tyckte om tanken med bygdeväg eftersom det gav dem som cyklister ett existensberättigande på vägen. Samtidigt upplevde många också en del problem – framför allt relaterat till bilisternas beteende. En knapp majoritet av cyklisterna tyckte dock att bygdeväg trots allt var bättre än landsväg utan vägren medan många påpekade att en separat gång- och cykelväg hade varit den bästa lösningen.

Place, publisher, year, edition, pages
Statens väg- och transportforskningsinstitut, 2017. p. 12
Series
VTI PM
National Category
Infrastructure Engineering
Identifiers
urn:nbn:se:vti:diva-14106 (URN)
Available from: 2019-09-23 Created: 2019-09-23 Last updated: 2019-09-23Bibliographically approved
Organisations
Identifiers
ORCID iD: ORCID iD iconorcid.org/0000-0002-3815-6639

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