Regeringen har uppdragit åt Statens väg- och transportforskningsinstitut (VTI) att ”bidra till kunskapsuppbyggnaden kring en snabb, smart och samhällsekonomiskt effektiv elektrifiering av transportsektorn”. Den här rapporten redovisar den del av uppdraget som handlar om att genomföra pilotprojekt och ta fram modeller för hur data i praktiken på bästa sätt kan tillgängliggöras, delas och nyttiggöras för att optimera planering, utveckling, drift samt affärsmodeller för laddinfrastruktur. 

I rapporten ges en beskrivning av förekommande tekniker för laddning av elfordon, viktiga användarperspektiv, och hur affärsmodeller och system för laddinfrastruktur kan modelleras. 

Rapporten fokuserar på datadelning och beskriver hur aktörer idag delar data samt vilka svårigheter de ser med datadelning. Detta omfattar bland annat datatillgänglighet, delning och nyttiggörande, samt hur aktörerna vill att det ska fungera framåt. En stor utmaning handlar om datatillgänglighet, där aktörer dels ser problem med att få tillgång till data och dels är avvaktande till att vilja dela med sig av egna data. Ofta handlar det om integritetsfrågor och reglering enligt GDPR. 

Betydelsen av en väl fungerande samverkan mellan energi- och transportsektorn har lyfts i tidigare rapporteringar från det här uppdraget. Vikten av en digitalisering och digital infrastruktur som kopplar samman dessa sektorer betonas speciellt i detta arbete. Digitalisering behövs för att effektivisera planering, utveckling och drift av den infrastruktur som ett elektrifierat transportsystem kräver. De modelleringar som gjorts i den här delen av uppdraget handlar om transportmodellering och energimodellering samt utveckling för att få modellerna att samspela.

The government has commissioned the Swedish National Road and Transport Research Institute (VTI) to “contribute to the building of knowledge around a fast, smart and economically efficient electrification of the transport sector”. This report focusses on the part of the mission that deals with conducting pilot projects and developing models for how data, in practice, can be made available, shared and utilized in the best way to optimize planning, development, operation for charging infrastructure and business models. 

The report provides a description of existing technologies for charging electric vehicles, important user perspectives, and how business models and systems for charging infrastructure can be modelled. 

The report focuses on data sharing and describes how actors today share data and what difficulties they see with data sharing. This includes, among other things, data availability, sharing and utilization, as well as how the actors want it to work going forward. A major challenge concerns data availability, where actors partly see problems with getting access to data and partly are hesitant to want to share their own data. Often, it is about privacy issues and regulation according to the GDPR. 

The importance of a well-functioning collaboration between the energy and transport sectors has been highlighted in previous reports from this assignment. 

The importance of digitalization and digital infrastructure that connects these sectors is particularly emphasized in this work. Digitalization is needed to streamline planning, development and operation of the infrastructure that an electrified transport system requires. The modeling done in this part of the assignment deals with transport modeling and energy modeling as well as development to make the models interact.

The capability of making structured and informed decisions about the comprehensive deployment of CAVs (connected and automated vehicles) in a mixed road environment. This capability requires:

• A clear awareness of the technology underpinning CAVs, the different functional uses and business models for CAVs and a high-level understanding of the impacts different deployment scenarios can have on traffic, quality of life and stakeholders involved in local transport planning.
• The institutional capacity to plan for a future with CAVs by using tools that accurately represent CAV behaviour in order to identify the impacts of different CAV deployment scenarios.
• A strategic approach in deploying a wide range of measures that will ensure a deployment of CAVs, which supports higher level mobility goals.

The aim of this report is to present definitions of the metrics that will be utilised in CoEXist to assess the effects on traffic performance and space efficiency as well as to present the qualitative assessment approach used to assess potential effects on traffic safety. The definitions will be used as a basis for the development of the assessment tool. The definitions presented in this report may be revised, and the final definitions of the metrics will be presented in deliverable “D3.3: AV-ready hybrid road infrastructure assessment tool”.

Within the research project SATT, a dynamic traffic assignment method (DTA) has been adapted to simulate railway traffic. This provides an alternative way of railway timetable planning. Unlike traffic flow optimization, DTA simulates the train movements on the smallest time scale (per second) and can solve large scale problems within reasonable amount of time. DTA, however, it does not look for a system optimum, rather it searches for an equilibrium state where no individual train can find an alternative route that further reduces its travel time/generalized cost. This equilibrium status is often referred to as the dynamic user equilibrium. 

This report demonstrates an effort to adapt the transport simulation platform MATSim, as a DTA engine, for railway traffic. The adaptation includes the simulation of railway traffic on single-track, handling of various Temporary Capacity Restrictions (TCR) and different train types. The adapted simulation platform is tested through two small case studies to illustrate the model performance. The result demonstrates the model capability of realistically handling railway traffic and the ability to construct a timetable, given an objective function. Future work should focus on refining the simulation model and test on a large scale national railway network.

I forskningsprojektet SATT (Samplanering av trafikpåverkande åtgärder och trafikflöden, modellstudie) har en dynamisk trafiktilldelningsmetod (Dynamic Traffic Assignment, DTA) anpassats för att kunna simulera järnvägstrafik. Detta erbjuder ett alternativ till tidtabellsplanering. Till skillnad från flödesoptimering, simulerar DTA tågrörelser med en hög detaljeringsgrad (ner på sekundnivå) men kan ändå hantera stora trafikmängder med en rimlig beräkningstid. Metoden strävar däremot inte efter ett systemoptimum utan söker efter en jämviktslösning där inget enskilt tåg kan hitta alternativa vägar som förbättrar dess restid eller generaliserade kostnad. Denna jämviktslösning brukar benämnas som dynamisk användarjämvikt. 

Denna rapport redovisar ett förslag på hur transportsimuleringsplattformen MATSim kan anpassas och användas för att göra dynamisk trafiktilldelning för järnvägstrafik, utan något krav på en känd tidtabell. Anpassningen inkluderar simulering av tågtrafik på enkelspårs-sträckor, hantering av tillfälliga kapacitetsreduktioner (motsvarande så kallade trafikpåverkande åtgärder, TPÅ), och olika tågtyper. Metoden har testats och utvärderats med hjälp av två små exempelfall. Resultaten visar att modellen ger realistisk hantering av tågtrafiken och dess förmåga att finna en rimlig tågplan baserat på en enkel värderingsfunktion. Fortsatt arbete bör inriktas på förfining av modellen och applicering på ett storskaligt nationellt nätverk.

Valuations for various attributes of the transport supply are key parameters in travel demand forecast models and cost-benefit analyses. In the case of interregional rail travel, such attributes are mostly travel time, departure/arrival time, and comfort/service levels. Although the valuations for travel time savings and comfort levels are well documented, literature concerning how much passengers are willing to pay to obtain the departure/arrival time that best suits their needs remains scarce. We present in this paper a new study that estimates passenger valuations for reduction of departure time displacement (also called schedule delay) through common adaptation of the scheduling model. Our goal is twofold: first, better understand how travel scheduling is influenced by socioeconomic backgrounds and trip characteristics; second, provide detailed figures that can be used to improve travel demand forecasts and cost-benefit analyses. To achieve this, we conducted a stated preference survey on several Swedish rail routes and determined the valuations for departure time scheduling as willingness to pay and time multipliers. The figures obtained show that departure time flexibility greatly depends on trip characteristics and travellers’ socio-economic background. In addition, the comparison of our figures with previous literature highlights the need to establish a standardised method to measure and use these valuations. Finally, we succeeded in providing valuations that can be used with care as approximations in demand modelling and cost-benefit analyses in the context of interregional rail travel.

In order to improve current rail timetabling processes, the suitability of train departure times for passengers should be included in timetable assessment. To achieve this, one possibility is to calculate the change in consumer and producer surplus (i.e., the economic welfare) resulting from departure time shifts in rail timetables. However, existing methods for this calculation are quite limited. To fill this gap, we propose a new method in the current paper. This method enables comparing most scenarios involved in interregional rail timetabling in terms of economic welfare. To this end, our method takes advantage of schedule-based models that allow assessing the impact of departure time shifts on the demand and valuation of each possible route using the timetable. As a proof of concept, we illustrate this method on a case study on the busiest Swedish interregional line. This case study shows the potential of the method to deliver detailed calculations with analysis of equity effects. To conclude, the method presented in this paper improves on the current literature, and it can be used to improve timetable optimisation algorithms or to better resolve conflicts between train path requests. © 2021 The Authors

The prevalence of mobile technology has been significant in transport research. Despite a growing application spectrum of smartphone uses and interests in mobility inference, little effort has been put into discussing theories, models, and research topics based on a systematic study of scholarly sources rooted in the interdisciplinary area of mobile technology and transport. Therefore, a timely and comprehensive synthesis of the current state of research is deemed to be required. A literature analysis, following PRISMA guidelines, aims to identify the successful development and implementation of the mobile technology that can be employed for behavior studies in transport. A review of the Web of Science Core Collections, JSTOR and SAGE databases, is performed. A rigorous screening process is used to collect key articles to construct the general image of existing knowledge. In addition, this study suggests an integrated research model to summarize how previous studies attain behavioral outcomes and a research agenda to identify unresolved research questions that future research can address. Two hundred fourty-eight papers meet the inclusion criteria. This study demonstrates that mobile technology is helpful for a better understanding of the various types of transport behaviors. They can be categorized according to their system designs and research topics: (1) Smartphone apps in sustainable transport and travel planning were studied in a remarkable collection of articles. (2) As individual's mobility was under question, cellular signaling data were prominent for the formulation of analytical models. (3) CDRs, WiFi, and GPS data have increasingly been used, but the share of the modeling techniques for all mobile information systems has remained low. It shows that system designers could supply more desirable and appealing features in most areas. However, applications for the movement of goods are limited, although freighting has moved toward digitalization. © 2021 Yan Sun et al.

Den långsiktiga nationella infrastrukturplaneringen behöver beakta hur investerings- och underhålls-åtgärder planeras både utifrån projektens genomförbarhet och trafikens påverkan, men det saknas idag kvantitativa metoder som kan ge ett sådant stöd i banarbetsplaneringen. Forskningsprojektet SATT (Samplanering av trafikpåverkande åtgärder och trafikflöden, modellstudie) har syftat till att ta fram en metod för att kunna optimera den långsiktiga schemaläggningen av större banarbeten utifrån såväl projektens genomförbarhet som trafikens framkomlighet. Som grund för detta har en översikt av förutsättningarna för den långsiktiga banarbetsplaneringen genomförts tillsammans med en litteraturstudie av vilka angreppssätt som förekommer i forskningslitteraturen. I samarbete med Trafikverket har sedan funktionella krav och behov inventerats och analyserats, med fokus på den ekonomiska planering som görs för ett specifikt produktionsår. Denna delrapport dokumenterar resultaten från litteraturstudien samt krav- och behovsanalysen.

Sweden has been a front runner in vertical separation. We use data from the business long-distance corridor in Sweden to calibrate and define a demand and supply model. We simulate how the profit, welfare, fares, frequencies, modal shares and train size depend on the level of the track charges. We simulate the welfare optimal track charges, given different levels of congestion on the track, hence using the charges as a pricing instrument to allocate the train slots efficiently. We find that increases in charges have a limited impact on fares but larger impacts on the frequency. When the length of the trains can be extended and when the crowding penalty is high, the impact of higher track charges on the frequencies is larger. Higher track charges increase the length of the trains if possible. The intermodal competition from road and air has a significant impact on rail fares. © 2021 The Authors

Road authorities need tools to assess potential impacts on traffic performance due to the introduction of automated vehicles. Extended traffic modelling tools offer possibilities to estimate impacts on traffic performance metrics such as travel time, delay and capacity. However, there are large uncertainties related to the future behavior of automated vehicles, and these need to be carefully handled. The aim of this paper is to present a systematic and sound approach that can be used by road authorities to assess the automation readiness of a specific infrastructure. We present a definition of automation readiness from a traffic performance point of view, and an approach for how to estimate the automation readiness for a specific road design taking the uncertainties in the development of automated vehicles into account. The developed approach is applied to both macroscopic and microscopic use cases, demonstrating the applicability of the approach for automation readiness assessment.

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.