The main aim of the DiREC project is developing a common framework to support National Road Authorities (NRAs) to provide better engagement with Original Equipment Manufacturers (OEM) and service providers, identify clearer responsibilities and liabilities, and include tools to calculate the costs and benefits of providing different levels of support to Connected and Automated Vehicles (CAVs). Greater engagement and dialogue are key. By understanding the infrastructure and communications requirements of automated vehicles, and the challenges faced by CAVs in an operational environment, NRAs will be able to strategically plan their networks to support Connected and Automated Driving (CAD) and place themselves in a much stronger position to influence how traffic operates on the network.

A proactive approach to liaising with vehicle manufacturers and service providers will also promote NRA involvement in the services that are developing around digital mapping, localisation, navigation and traffic management. By aligning the digital strategies and plans of the NRAs with the requirements of OEMs and CAVs, and by giving direction to service providers, a common framework for CAD will help achieve major cost efficiencies and facilitate economic transformation. It will help optimise the delivery of infrastructure and communications systems on national road networks in support of CAD implementation whilst helping NRAs maintain their influence over CAD activity. In order to facilitate productive interactions with various stakeholders involved with CAVs, WP1 within the DiREC project is dedicated to stakeholder engagement activities. This will ensure that input from different stakeholder categories will be collected and utilized for CAV-ready framework development.

The DiREC CAV-Readiness Framework (CRF) is a framework that aims to help an NRA assess their capability with respect to the deployment of Connected and Automated Driving (CAD) solutions, their ability to influence the use of CAD on their network via investment in digital and physical infrastructure, and the impacts and outcomes of any investment decision.

DiREC structured the CRF around C-ITS Services and Use Cases as defined under the C-ROADS project. C-ROADS is a joint initiative of European Member States and road operators for testing and implementing C-ITS services, with a desire for cross-border harmonisation and interoperability.The CRF is thus a framework which can be used by NRAs to help assess their aspirations and readiness to support CAD, and to implement individual C-ITS services and use cases. It does this by:

• Defining the C-ITS services to be provided
• Breaking those services down into use cases and enablers
• Scoring the NRAs readiness, aspirations and high-level assessment of costs and impacts of each enabler to help plan and prioritise the NRA support for CAD.

The 2020 CEDR Research Call on the Impact of CAD on Safe Smart Roads had as its aim to “prepare the national road authorities on future challenges of connectivity, digitalization and automation to get to an autonomously well-managed traffic flow.” CEDR cautioned that “ If NRAs do not act proactively, the vehicle manufacturers will determine the automation of traffic flow alone, the NRAs will fall behind and huge investment will be needed to safeguard NRAs’ objectives. NRAs’ goals and roles in the Cooperative, Connected and Automated Mobility of the future must be clear…NRAs need to determine and act before other parties decide in our place where we need to invest.”.

The Digital Road for Evolving Connected and Automated Driving (DiREC) project set out to develop a toolkit for NRAs to use in their assessment and development of their capabilities as digital road operators. This toolkit, referred to as the CAV Readiness Framework (CRF), focuses on five key areasof provision that are central to the development of connected and automated driving capabilities. Those areas being:

• Physical infrastructure
• Digital infrastructure
• Communications infrastructure
• Standards and regulation
• Operational support

DiREC focused on technologies, services and regulatory infrastructure for which NRAs might either have direct responsibility or at least significant influence. Development led by vehicle manufacturers or the regulations governing them were considered to be outside the scope of influence of the NRAs, for the moment at least. Instead, attention was given to those technologies and services that are likely to be generically useful to most or all future CAD solutions. We identified that there is still a considerable diversity of approaches amongst the developers of automated vehicles, with no single technical strategy yet close to being dominant.

The Level of Service (LoS) is a widely employed metric that quantifies the performance and quality of a provided service, utilizing a predetermined scale. In the transportation domain, road capacity (i.e., maximum throughput in a given road section) is the most widely used performance indicator, where the LoS is applied. In road capacity studies, the LoS definition is dependent upon the specific context and facility under examination, such as urban areas or motorways. In urban settings, the criteria typically employed for determining LoS include average travel speed, average travel time, frequency of stops, and delays. Conversely, on motorways, LoS is determined by factors such as vehicle density, traffic speed, and frequency of lane changes (HCM, 2016). Upon specifying the context, the chosen criteria are applied, and threshold requirements are established to categorize the performance and quality under the appropriate LoS. The LoS scale can range from binary levels (e.g., acceptable or unacceptable) to more nuanced scales. For instance, the HCM (2016) employs a six-point scale (A = very good; B = good; C = acceptable; D = bad; E = very bad; F = system breakdown).

For C-ITS services (i.e., information provision), however, the aim is to provide information that are, among other things, accurate and timely to the road users, connected and autonomous vehicles, so they can react accordingly to events on the road network. The CAV-ready framework (CRF) developed in WP3 aims to illustrate the progress of National Road Authorities (NRAs) towards becoming a digital authority, meaning that the NRAs should provide traffic related information (data provision) to its users (connected and autonomous vehicles) that are precise, accurate, and timely. As such, we have defined three distinct LoS categories:

1. Basic: Minimum acceptable performance/quality
2. Enhanced: Not optimal but sufficient performance/quality
3. Advanced: Ideal or best performance/quality

Connected and Automated Driving (CAD) is an important area of digital technology that will bring disruption to individuals, economies, and societies. Most forms of CAD require some level of infrastructure support for their safe operation. Additional infrastructure and services to support CAD have the potential to improve safety even further, and to bring other benefits such as increased efficiency or reduced congestion. However, the infrastructure requirements from Original Equipment Manufacturer (OEMs) are not always clear, and it is difficult for National Road Authorities (NRAs) to predict and plan for the future levels of support needed for CAD given rapidly evolving technology and uncertain projections of future CAD demand. In addition, there is also a need for better dialogue among NRAs, OEMs and service providers to articulate those requirements and to define a roadmap and responsibilities for achieving safe and smart roads through CAD.

The aim of DiREC is to establish a CAV Readiness Framework and a set of toolkits dedicated to CAVs (Connected and Autonomous Vehicles) that incorporates a wide range of components that affect CAD and the ability of highway infrastructure to support it. These components include machine readability of physical infrastructure, digital services, connectivity, in addition to aspects such as governance of the infrastructure and services, and legal and regulatory requirements. Together these components influence the ability of the NRA to become a digital road operator. The DiREC project will thus provide a framework for NRAs, service providers and OEMs to support CAD. It will consolidate and combine standards, research, and recommendations from other projects and extend research into new areas such as creating a common vision for digital twins among NRAs, understanding connectivity and connectivity requirements to support digital services and analysing how these can be met, reviewing the quality management processes around digital data, and documenting existing legal and regulatory frameworks in all areas relating to CAD.

Introduction: To study in-depth characteristics of single bicycle crashes and type of injuries considering gender and age differences. Methods: Hospital reported bicycle crashes identified in the Swedish national database STRADA were combined with self-reported detailed information regarding crash circumstances and injury outcomes. Gender and age-group differences were investigated using univariate statistics and Pearson Chi- Square test. Results: A total of 616 cyclists injured in single bicycle crashes between 2013 and 2017 were included. Participants (49% women) had a mean age of 58 years (ranged 15–89 years), most rode a comfort bike (54%) and cycled several times a week (81%). The most common crash type was skidding on ice or snow (26%). This crash type was significantly more common among women than men (30% versus 21%). Women more than twice as often lost balance at low or no speed (13% versus 5%). While men's injuries were located more than twice as often at shoulder and upper arm (28% versus 11%), women injured more than four times as often the lower leg and ankle (30% versus 7%). Differences regarding age-groups could be observed as an exponential increase of hip and upper leg injuries with increased age (9, 19 and 38%). Older cyclists were more often injured while losing balance at no or low speed and while getting on or off the bicycle. Conclusions: Concrete countermeasures to prevent injuries in single bicycle crashes can be suggested and directed to different target groups, i.e. women or men or younger or elderly.

New safety systems have reduced the number of automotive neck injuries. However, this has benefited the male population more than the female population, with a reduction of injuries for males up to 65% greater than for females. This is possibly due to the predominant use of the average-sized male dummy in both product development and legislation testing. Several projects have been initiated to close the gap in protection between males and females. The EU project ADSEAT developed a prototype of an average-sized female dummy, the BioRID P50F. In 2017, a Finite Element (FE) human body model (HBM) representing an average female was presented, the ViVA. It was further developed, in the EU project VIRTUAL, into models of both average females and males, theVIVA+ models, which served as the basis for the design concepts of two Seat Evaluation Tools (SET 50F and SET 50M). The SETs were designed to form a bridge between physical testing and virtual testing in rear impact safetyassessment. They serve as a tool to validate vehicle seat models for virtual testing. The FE models of the SETswere developed to create a virtual representation of the hardware SETs. An important focus of the developmentof the SETs was the kinematics of the spine, as well as the body surface contour, to ensure a biofidelic interaction with vehicle seats. An additional ambition with the SETs is to provide biofidelic head relative to torso responses, addressing soft tissue neck injury protection evaluation of vehicle seats in low velocity rear impacts.  

The Swedish road safety management is based on the Vision Zero and designated interim targets to track progress towards its achievement. 2020 was the final year for achieving the interim target of halving the number of fatalities between 2007 and 2020, i.e., a maximum of 220 fatalities in 2020. The interim target also specifies that the number of seriously injured in road traffic must be reduced by a quarter. This report describes and analyses the current road safety trends in terms of road safety performance indicators and the numbers of fatalities and seriously injured. 

As this report is the last for the 2007-2020 interim target period, it can be seen as a final summary of how well the targets were achieved for fatalities and seriously injured and for the safety performance indicators. However, it is also important to remember that the year 2020 coincided with the COVID-19 pandemic, which had a profound impact on virtually the entire society. This affected travel in a number of different ways, and consequently it is impossible to estimate the impact this has had on the outcome in 2020, although it probably has led to a slightly lower outcome. 

The table below shows starting and final values together with an overview of whether the safety performance indicators have met the 2020 targets.

I regeringsuppdraget (I2021/ 02412) framgår att VTI, i samarbete med Trafikverket och Transportstyrelsen, ska utreda förutsättningarna för undantagshantering från de medicinska föreskrifterna med avseende på synfältsbortfall (B-körkort). Vidare ska tre aspekter beaktas: hur andra länder gör, konsekvenser för den enskilde samt samhällsekonomiska konsekvenser. Slutrapporten påvisar att Sverige med gällande rättsligt ramverk inte kan genomföra de förslag som slutrapporten föreslår. Det innebär att det kommer att krävas juridiska förändringar. Givet att dessa förändringar genomförs och att ett nytt förfaringssätt nyttjas visar slutrapporten på att a) positiva effekter för den enskilde individen uppstår, b) samhällsekonomiska vinster uppstår och c) en rättssäker och rättvis prövning är möjlig. 

Slutrapporten redovisar dessutom hur ett urval av andra länder har hanterat handläggningen av individer med synfältsbortfall givet samma EU-direktiv som Sverige regleras av. Det framgår också av undersökningen att samtliga länder, som en förutsättning för undantag från de föreskrivna kraven avseende synfält, tillämpar krav eller rekommendationer om att ett praktiskt körprov ska utgöra del i underlaget för bedömning av körförmågan. 

Kunskapsläget med avseende på körförmågebedömningar för individer med synfältsbortfall redovisas och där framgår med tydlighet att perimetrin som Sverige utnyttjar som underlag för återkallelse av körkort inte kan predicera individers körförmåga. Perimetrin är dock viktig eftersom individer med synfältsbortfall som grupp kan vara olämpliga förare. Slutsatsen som forskningslitteraturen enstämmigt lyfter är att det behövs förarprov (på väg eller i en simulator) för att kunna genomföra en valid bedömning. 

Slutligen innehåller slutrapporten vilka problem (aktiviteter) som kvarstår för att skapa en lämplig och kvalitetssäkrad process. Dessutom presenteras den kronologiska ordning på aktiviteter som behöver genomföras. Kronologin krävs eftersom resultatet av lämplig metod och aktör påverkar det vidare arbetet med avseende på utformning av körprov och rättsligt ramverk. 

Slutrapportens slutsats är att Sverige har möjligheten att genomföra en förändring med avsevärda nyttor. Detta eftersom de valda aktörerna och de valda metoderna existerar idag och därför endast behöver utvecklas i viss mån för att säkerställa att individer med synfältsbortfall erbjuds en kvalitetssäkrad, rättssäker och rättvis process som dessutom bedöms vara samhällsekonomiskt lönsam.

Projektet Smarta urbana trafikzoner har genomfört tre demonstrationer av smarta zoner som kan bli ett kraftfullt verktyg för att bidra till tystare, säkrare och hälsosammare urbana miljöer. Den smarta zonen bygger på digitala verktyg såsom uppkopplade sensorer och geofencing. Ett geofence är ett digitalt definierat område där fordonet styrs av digitalt uppsatta regler, vilket möjliggör kontroll av hur ett fordon körs inom zonen, utan mänsklig inblandning.

In 2018, the Forum of European Road Safety Research Institutes (FERSI) published a report on automated driving (AD) from a road safety point of view, prepared by a dedicated FERSI Working Group with experts from eleven European countries. The group identified 23 high priority concerns or questions, clustered into four categories, to ensure that connected AD and co-operative ITS successfully contribute to a smart, green, and integrated transport system which at the same time is a safe transport system. The discussions resulted in ten principles to be fulfilled in order to optimise the safety effects of AD. Even if these principles may seem straightforward, the underlying questions are complex, and the identification and realisation of cost-efficient and effective solutions will require considerable effort. Many strong industrial and political driving forces exist, but so far improving road safety seems to get insufficient priority. FERSI therefore recommends a number of focused actions.

Rumble strips in the center of two-lane rural roads and on the shoulder of motorways are a countermeasure aimed to help drivers who unintentionally are about to leave the lane, for example, due to fatigue or inattention. Rumble strips are widely used. They are installed in the raised profile or as in-ground (milled or pressed). The design varies in width, depth, length, and design. The most effective are the in-ground ones. Evaluations show an effect of 10% reduction of all injury crashes and 37% reduction on target crashes (head-on, single crashes to the left, etc.). Rumble strips contribute to speed reduction of 2–5 km/h and an increased distance to them with 10–15 cm, something that is good for vehicle-to-vehicle interactions, but less good for pedestrians and cyclist using the shoulder. To summarize, rumble strips save lives to a rather small cost in relation to other infrastructure-based countermeasures.

A new pavement should be and be perceived as safe by road users, regardless of the road condition. It is therefore important that the road has a satisfactory level of friction already when the road is opened. There is limited documented knowledge of how the road change in the beginning after a paving performance.

The purpose of this project is to determine how friction changes during the first period after road pavement is laid and traffic is permitted. The ambition is to determine if new road sections have reduced friction and provide recommendations for when a friction measurement is to be performed, and how warning signs should be displayed in connection with the pavement work. The study plan has been to follow different objects with frequent friction and texture measurements from just before the stretch is opened for traffic until the levels have stabilised.

Initially, friction is high, and then decreases with the amount of traffic. After 1-3 weeks the lowest value was reached and then the friction increased or stabilized. Common to all investigated stretches, there are major changes in texture levels from the first vehicle and then a decreasing textural level until a stable level is reached after 1-3 weeks.

Within Vision Zero as a strategy, it is imbedded the fact that injuries occur when the mechanical energy reaches individuals at rates that entail forces in excess of their thresholds for injury. Therefore, according to Vision Zero, there are three main strategies to eliminate fatalities and severe injuries due to road crashes: protect people from exposure of harmful energy, reduce the risk of events with harmful energy, and protect people from harmful energy in the event of a collision. Controlling speed is therefore of the task of utmost importance in a strategy such as Vision Zero.

A traffic enforcement camera, or “speed camera,” system has the possibility to control speed in a road system, and it has the possibility to affect its road users both at a macro and a micro perspective. In a micro perspective, it primarily concerns how effective the cameras are locally at the road sections where the enforcement is focused on, while at a macro perspective it is more focused on how the camera enforcement system and strategies, possibly together with the overall enforcement strategy, affects attitudes and norms related to driving with excessive speed. Experience worldwide has proven the effectiveness of automated speed cameras in reducing speed and, in turn, crashes and injuries.

In this chapter, firstly the rationale behind speed limits, speed management, and speed compliance strategies will be explored and analyzed, in particular from a Vision Zero perspective. Secondly, various different approaches to speed camera systems in Europe, in Sweden, Norway, the Netherlands, and France, will be analyzed and further explored. Finally, based on similarities and differences in approaches in these countries, in the last section some aspects concerning the setting of speed limits, speed management strategies that underpin the choice of camera technology, and modus of operandi, safety effects of and attitudes toward cameras, will be explored and discussed.

Trespassing on the railway is illegal, causes major delays on the railway, and implies a serious work environment problem for the train drivers. Some trespassing leads to persons being hit by trains, which is the largest cause of deaths in the railway system. Some stations have extensive problems with trespassing and persons being hit by trains and targeted measures at station areas are therefore important. 

The aim with the study was to: 

• study the safety and security at the commuter train stations Järna, Upplands Väsby, and Årstaberg before any measures were implemented and to analyze the improvements suggested by passengers and employees, 

• evaluate the physical measures implemented by the Swedish Transport Administration at these stations, if the measures were implemented within the study’s timeframe (only Järna station met this criterion), 

• evaluate the implemented measures at Stockholm’s Södra station.

Structured observations, traveler surveys, employee surveys and interviews, analysis of events received by SL’s security center, database analysis of trespassing and persons being hit by trains, and video analysis of trespassing were conducted.

There was a significant reduction in the number of trespassing/persons being hit by trains at Järna station after the physical measures including fences, new shark teeth, warning signs and stickers were implemented. At Upplands Väsby and Årstaberg there was no reduction in the number of events during the same time period, which indicates that the reduction in Järna is not caused by a general trend.

We also found a large and significant reduction of the number of trespassing at Stockholm’s Södra station, and a significant reduction of the number of persons being hit by trains at the station and of delays due to these events or suicidal events. These results indicate that fences along the platform (including pyramid carpets, shark teeth, and signs) have had an effect.

The implemented measures at Järna station and Stockholm’s Södra station have been simple and relatively cheap at the same time as the results indicate that they have had an effect. Such measures are important in order to rapidly reduce the number of trespassing and persons being hit by trains.

Obehöriga spårbeträdanden kan leda till allvarliga personskador och är dessutom mycket punktlighetsstörande för järnvägssystemet. En del stationer har omfattande problem med obehöriga i spår. Att rikta åtgärder mot stationsområden är därför viktigt för att minska antalet skadade och omkomna i järnvägssystemet och för att öka punktligheten. Inom det branschövergripande arbetet Tillsammans för Tåg i Tid pekade man ut pendeltågsstationerna Årstaberg, Upplands Väsby och Järna som belastade platser.

Syften med den här studien var att:

• studera säkerheten på de tre stationerna ovan samt att studera resenärers och personals förslag på vad som kan förbättras på dessa stationer. Vi studerade även tryggheten på stationerna.
• Utvärdera de fysiska åtgärder som Trafikverket genomför på de tre stationerna under projektets tidsram. Även Södra station studerades.

I denna presentation kommer endast resultat från det första syftet presenteras. 

I projektet har följande aktiviteter genomförts:

• Platsbesök på stationerna, inklusive samtal med personal på plats, för att dokumentera utformning av och brister på stationerna.
• Analys av data över antal obehöriga spårbeträdanden och påkörningar vid dessa stationer samt förseningar som en följd av dessa händelser.
• Analys av händelser som inkommit till Trygghetscentralen gällande de tre stationerna.
• Resenärsenkät kring upplevd trygghet, säkerhet samt information på de tre pendeltågsstationerna.
• Rekrytering skedde genom anslag på berörda stationer, annons på Facebook samt på Instagram.
• Personalenkät (med liknande innehåll som i resenärsenkäten) riktad till lokalvårdare, ordningsvakter och stationsvärdar (spärrvakter).
• Intervjuer med pendeltågsförare, stationschefer och entreprenörer.

Omkring 90% av de deltagande resenärerna svarade att de visste att det är olagligt att befinna sig i spårområdet redan innan de deltog i studien. I Årstaberg upplevde resenärerna att stationen var mindre säker (med tanke på risken att ramla ner på spåret) än vad man gjorde i Järna. I övrigt var ingen skillnad i upplevd säkerhet mellan stationerna. När det gäller hur trygga stationerna upplevdes av resenärerna (med avseende på risken för rån och överfall) var det ingen skillnad mellan stationerna på dagtid. På kvällar/nätter upplevdes dock Upplands Väsby som mer otrygg än Årstaberg.

Background

Research has confirmed that there is a correlation between the maturity of road safety practices and road safety incidents (Amador and Willis, 2014), the occurrence of death and injury in road use reflects the levels of knowledge, skills, experience, and will that are present within the management and operation of the road system. This paper presents recent development and use of maturity models for rating Safe System adoption and discusses the utility of these approaches for road safety programmes and practice.

Objective

To explore the validity and value of maturity frameworks to contribute usefully to the development of the road safety management systems which exist at a project, organizational or country level.

Programme Description

The Safe System Framework (ITF), the Safe System Cultural Maturity Model (Agilysis) and the Road Safety Maturity Framework (ADB), all developed on the basis of a wide range of international literature, can be used by companies, road authorities, governments and others in deciding to what extent the road safety problems they face, and planned programmes match the current scientific knowledge about effective interventions. These frameworks consist of concentrated descriptions of best practices, allowing for adjustment to specific local situations for new road safety challenges.

Outcomes and Learnings

Implementing the Safe System is first and foremost a matter of cooperation between professionals, adapting the theory to the practical limitations. At various organisational levels, the Safe System must influence a combination of policy, strategy, management, culture and practice. Through their combined efforts, these maturity models provide relevant support to identify Safe System alignment at national, regional, municipal, organizational and project level.

Implications

These maturity models provide mechanisms for measurement and comparison, assisting in diagnosing vulnerabilities, harmonizing approaches, enhancing collaboration and strengthening capacity.

Conclusions

There are multiple routes to Safe System maturity. Collectively, these tools can provide a holistic view of a jurisdiction’s or organization’s maturity. Used in combination, they provide a toolbox for measuring and enhancing maturity.

Neck injury due to low severity vehicle crashes is of worldwide concern and the injury risk is greater for females than males. However, whiplash protection systems have shown to be more beneficial for males than females. Hence there is a need for improved tools to address female protection. The objective is to develop and evaluate a 50th percentile female rear impact crash dummy FE model. The model was based on the same design concept as the BioRID II. A scaling approach was developed and the first version, EvaRID V1.0, was implemented. Its dynamic response was compared to rear impact tests with female volunteers. The EvaRID model and volunteer tests showed good correlations until ~250 ms of the head and T1 accelerations, linear displacements and head angular displacement. Considerably less T1 angular displacement was found for the EvaRID; similar results were obtained for the BioRID II. Thus, the EvaRID V1.0 and BioRID II models have limitations at low δv (7km/h). The EvaRID model demonstrated the potential to become a valuable tool when evaluating and developing seats/whiplash protection systems, however, this will require updating the joint stiffness. The model may be used as a template for the development of a physical female dummy.

The objective of this study was to present the design of a prototype rear impact crash test dummy, representing a 50th percentile female, and compare its performance to volunteer response data. The intention was to develop a first crude prototype as a first step toward a future biofidelic 50th percentile female rear impact dummy. The current rear impact crash test dummy, BioRID II, represents a 50th percentile male, which may limit the assessment and development of whiplash protection systems with regard to female occupants. Introduction of this new dummy size will facilitate evaluation of seat and head restraint (HR) responses in both the average sized female and male in rear impacts. A 50th percentile female rear impact prototype dummy, the BioRID P50F, was developed from modified body segments originating from the BioRID II. The mass and rough dimensions of the BioRID P50F is representative of a 50th percentile female. The prototype dummy was evaluated against low severity rear impact sled tests comprising six female volunteers closely resembling a 50th percentile female with regard to stature and mass. The head/neck response of the BioRID P50F prototype resembled the female volunteer response corridors. The stiffness of the thoracic and lumbar spinal joints remained the same as the average sized male BioRID II, and therefore likely stiffer than joints of an average female. Consequently, the peak rearward angular displacement of the head and T1, and the rearward displacement of the T1, were lesser for the BioRID P50F in comparison to the female volunteers. The biofidelity of the BioRID P50F prototype thus has some limitations. Based on a seat response comparison between the BioRID P50F and the BioRID II, it can be concluded that the male BioRID II is an insufficient representation of the average female in the assessment of the dynamic seat response and effectiveness of whiplash protection systems.

The objective of this study was to assess the biomechanical and kinematic responses of female volunteers with two different head restraint (HR) configurations when exposed to a low-speed rear loading environment. A series of rear impact sled tests comprising eight belted, near 50th percentile female volunteers, seated on a simplified laboratory seat, was performed with a mean sled acceleration of 2.1 g and a velocity change of 6.8 km/h. Each volunteer underwent two tests; the first test configuration, HR10, was performed at the initial HR distance ∼10 cm and the second test configuration, HR15, was performed at ∼15 cm. Time histories, peak values and their timing were derived from accelerometer data and video analysis, and response corridors were also generated. The results were separated into three different categories, HR10C (N = 8), HR15C (N = 6), and HR15NC (N = 2), based on: (1) the targeted initial HR distance [10 cm or 15 cm] and (2) whether the volunteers’ head had made contact with the HR [Contact (C) or No Contact (NC)] during the test event. The results in the three categories deviated significantly. The greatest differences were found for the average peak head angular displacements, ranging from 10° to 64°. Furthermore, the average neck injury criteria (NIC) value was 22% lower in HR10C (3.9 m2/s2), and 49% greater in HR15NC (7.4 m2/s2) in comparison to HR15C (5.0 m2/s2). This study supplies new data suitable for validation of mechanical or mathematical models of a 50th percentile female. A model of a 50th percentile female remains to be developed and is urgently required to complement the average male models to enhance equality in safety assessments. Hence, it is important that future protection systems are developed and evaluated with female properties taken into consideration too. It is likely that the HR15 test configuration is close to the limit for avoiding HR contact for this specific seat setup. Using both datasets (HR15C and HR15NC), each with its corresponding HR contact condition, will be possible in future dummy or model evaluation. © Copyright © 2021 Carlsson, Horion, Davidsson, Schick, Linder, Hell and Svensson.

The purpose of this study was to compare cycle flows and speeds from two different cycle measurement equipment. The result has also been compared with the processed video data and manual counts. The measuring equipment are Viscando’s equipment OTUS3D and VTI´s TA-89. OTUS3D is a camera with 3D functionality, and it detects tracks and classifies these into different road user categories. TA-89 (where TA stands for Traffic Analyzer) is developed by VTI and is adapted for detecting both bicycles and motor vehicles. We also used a video camera from the OTUS3D system, to enable a manual calculation.

The test site for the study is a pedestrian and bicycle path that crosses a ridge in Vallaskogen in Linköping. The area is located between the district of East Valla and campus. It is a fairly steep slope where the direction towards the campus is uphill and the direction to the East Valla / city center is downhill. Five days that did not include losses of flow were selected for the analyzes. The selected periods were 3 to 4 September (Saturday and Sunday) and 6 to 8 September (Tuesday to Thursday). In addition to this, we chose an hour with high flow and an hour with low flow where video processing was conducted. Furthermore, we used an hour and 50 minutes of manual counting.

Bicycle theft is a complex issue, and multiple stakeholders need to collaborate in order to address the problem. The results show that the number of stolen bicycles has neither increased nor decreased in recent years. However, there is an increasing trend of stealing more expensive bicycles, particularly with the widespread introduction of electric bikes in the market, resulting in rising costs for the insurance industry and ultimately the customers. We also observe a significant number of unreported bicycle thefts, indicating a large discrepancy between the actual number of thefts and those reported to the police. Statistics suggest that over half a million bicycle thefts occur annually in Sweden, but only around 70,000 of these thefts are reported to the police.

The risk of theft significantly impacts the attractiveness of cycling as a means of transportation. A significant portion of the population states that they often or sometimes choose not to use a bicycle for some or all of their trips due to the risk of theft. Based on the accumulated knowledge, we propose several measures that can be taken to gradually reduce the extent of the problem. These measures include the implementation of some form of bicycle registry, increase public knowledge regarding risky behaviors related to bicycle parking, improved quality and capacity of bicycle parking facilities, and efforts to establish norms regarding the sale and handling of stolen bicycles. Reducing the prevalence of property crimes, including bicycle theft, can have a clear positive impact on public trust in the justice system and, ultimately, reduce the risk of other serious crimes in society.

Detta arbete baseras på den kunskapssammanställning om cykelstölder som gjorts under 2023. Arbetet har gjorts med finansiering från Cykelcentrum på VTI och resultaten kopplar direkt till det arbete som pågår inom branschrådet för minskade cykelstölder och bättre cykelparkeringar. 

Cykelstölder är en komplex fråga och många aktörer behöver samverka för att vi ska komma tillrätta med problemet. Arbetet har baserats på litteraturstudier och invervjuer med representanter från Polisen, försäkringsbolag och andra aktörer som på något sätt kommer i kontakt med andrahandsmarknaden för cyklar. 

Resultaten från sammanställningen visar att antalet cyklar som stjäls varken har ökat eller minskat på senare år. Dock så stjäls det allt dyrare cyklar, i och med elcykelns breda intåg på marknaden, vilket resulterar i ökande kostnader för försäkringsbranschen och i förlängningen även försäkringstagarna. Vi ser även att mörkertalet är stort gällande de cyklar som stjäls men som inte anmäls som stulna till Polisen. Statistiken indikerar att det sker över en halv miljon cykelstölder varje år i Sverige, men bara omkring 70 000 av dessa stölder anmäls till polisen. Stöldrisken har en tydlig påverkan på cykelns attraktivitet som färdmedel. En betydande del av befolkningen anger att de ofta eller ibland väljer bort cykeln för vissa eller alla sina resor på grund av risken för stöld. 

Utifrån den samlade kunskapen föreslår vi ett antal åtgärder som kan vidtas för att på sikt kunna minska problemets omfattning. Det handlar bland annat om införandet av någon form av cykelregister, kunskapsspridning om riskbeteenden gällande hur vi parkerar våra cyklar, bättre kvalitet och kapacitet för cykelparkeringar och även normarbete gällande försäljning och förfogandet av stulna cyklar. 

Minskad mängdbrottslighet, dit cykelstölder räknas, kan ha en tydlig positiv påverkan på tilltron till rättsväsendet och i förlängningen minska risken för annan grövre brottslighet i samhället. 

The aim of this study was to improve the knowledge about the presence of alcohol, drugs and medicine among drivers of trucks or busses involved in fatal accidents and accidents with severe injuries. The study is based on material from two different databases, the Swedish Transport Administrations in-depth study database and the Swedish Traffic Accident Data Acquisition (Strada), owned by The Swedish Transport Agency. The survey of the presence of substances and background variables such as gender, age and type of accident among drivers under influence is presented in this study and based on accidents that occurred 2008–2015. The study includes 614 fatal accidents from the in-depth study database and 3381 accidents with severe injuries from Strada.

For fatally injured drivers of trucks and busses in the in-depth database presence of alcohol was found in 15 percent, illegal drugs in 6 percent and medicine in 9 percent. Compared to the corresponding figure for drivers of cars, the presence of alcohol is lower, whereas the presence for illegal drugs and medicine, is at the same level. The presence is much lower when studying all drivers of trucks and busses involved in fatal accidents disregarding the drivers level of injury. The presence of alcohol among the drivers were 2 percent and 1 percent for illegal drugs respectively medicine. There are though differences between the type of vehicle driven. Among drivers of lighter trucks 16 of 156 drivers (10%) had presence of alcohol and/or illegal drugs. For drivers of trucks 4 of 369 (1%) and drivers of busses 0 of 96 drivers (0%) where under the influence of alcohol and/or illegal drugs.

VTI arrangerade Transportforum 9–10 januari 2019 i Linköping Konsert & Kongress. En konferens, som är störst i sitt slag i Norden och som 2019 innehöll 90 sessioner med en stor variation mellan ämnen. Temat för 2019 års inledande session var elektrifiering – möjligheter och utmaningar att nå klimatmålen.

Cycling is part of the sustainable transport system and plans are in place to increase this part of the transport system in Sweden, Europe as well as globally. Improving the safety for this group of roadusers is of great importance. The aim of this study was to identify patterns among fatally injured cyclists in Sweden, in order to suggest general safety improvements or improvements addressing different groups of cyclists as well as specific traffic conditions.

The information was sourced from the in-depth study database of fatalities as well as the joint register for police and hospital injury and accident data, STRADA, in Sweden. Data was analysed and interpreted for an 11 year period from 2005–2015. The in-depth study of the fatalities provided details about the accidents and individuals involved in the accident and the information was retrieved by parameter values, in free text description and documents in the database. STRADA was used to sort official data within the in-depth study, assigning codes for accident type, complementing parameters and additional parameters.

A total of 271 fatalities were identified and analysed where the majority of the accidents occurred during spring–autumn. Male fatalities accounted for two-thirds of the studied cases and in ages above 40, male fatalities are twice as many as female fatalities. Fatalities in Motor vehicle accidents are distributed in all age groups, while in the Single bike and Other bike category, there were no children and only a few young adults reported.

Projektet har haft som mål att utveckla säkerhetskulturen i en grupp bussföretag. Enkätmätningar visar att attityder till ledningens information om säkerhet och förarnas kunskap om företagens säkerhetsmål, men även till förarnas hastighetshållning, har signifikant förbättrats sedan projektstart för några år sedan. Under 2021 har tekniska fleetsystem utvecklats för att mäta och följa upp hastighet. Framöver kommer uppföljning av bränsleförbrukning och olyckor att fortsätta utvecklas. Nya tekniska system visar med hjälp av geofencing att hastighetsefterlevnad på vägar med hastighetsgränser 30–50 km/tim behöver förbättras. Dialog med återkoppling av mätdata till förare behövs för att utveckla säkerhetskulturen i bussföretagen. Bältesanvändningen är mycket hög och vi ser en möjlig koppling mellan att mäta och följa upp, och beteendet hos förare.

Studiens syfte är att finna metoder och teknik för att utveckla och förbättra säkerhetskulturen från ett organisatoriskt- och ledarperspektiv. Säkerhetskultur handlar om gemensamma attityder och beteenden avseende säkerhet och vi har i denna studie fokuserat på prioriteringar, ledarskap, kommunikation och engagemang hos anställda. Hälften av bolagen i studien var engagerade och deltog i möten och engagerade sina förare. De mindre bolagen, påverkades mer av pandemin och hade svårt att få tid eller kraft för engagemang. Detta pekar på vikten av rutiner som har prövats och utvärderats och som är lätta att hantera. De aktiva företagen har köpt och varit med och utvecklat ett fleetsystem för att kunna mäta och följa upp hastighetsefterlevnad. Processen tog längre tid än väntat och har stött på problem med hantering av personuppgifter.

Recent studies of the relationship between the speed of traffic and road safety, stated as the number of fatalities and the number of injury accidents, are reviewed and their results synthesised by means of meta-analysis. All studies were based on data fully or partly for years after 2000. Previously proposed models of the relationship between the speed of traffic and road safety, including the Power Model and an Exponential Model, are supported. Summary estimates of coefficients show that the relationship between speed and road safety remains strong. The Power Model and the Exponential Model both fit the data very well. The relationship between speed and road safety is the same at the individual driver level as at the aggregate level referring to the mean speed of traffic.

Nationally (by the walking, cycling and public transport target), regionally and in many of Sweden's municipalities there are targets for increased cycling. However, these objectives are difficult to follow up, as the amount of bicycle traffic is not measured and followed up. The overall aim of the pilot study is to develop an accepted, reliable, applicable, and uniform method for estimating the kilometers travelled by bicycle in the municipality through bicycle flow measurements. 

The municipalities of Stockholm, Uppsala and Östersund are included in this pilot study. 135 weekly measurements were carried out in each municipality; 100 on the pedestrian and bicycle road network, 35 in mixed traffic, divided into five periods. The year-round measured cycle flow measurements were used as information for enumeration at year-round level. The cycle path network does not include gravel roads, individual road holders and roads with a speed limit of 80 km/h and higher. The links were divided into strata, where a systematic selection of the total link length was made in each stratum. The estimation method considered both space and time. 

During the year week 35 of 2020 to week 34 of 2021, 145±43 million kilometers were cycled in Stockholm, 59±23 million kilometers in Uppsala and 9±3 million kilometers in Östersund. The uncertainty in the estimate constitutes between 30 and 40 percent of the point estimate. There is a fairly large uncertainty in the estimate, but small enough to see that there are, for example, differences between the municipalities. 

Something that emerged in this study is that cycling in mixed traffic is not negligible and the municipalities should take this into account. The study should be repeated once more in at least one of these municipalities.

Objective: In Sweden, cyclists, pedestrians, and moped riders share the space on combined pedestrian and cycle paths, and their speeds may differ greatly. As a starting point, this article studies the speed component and how cyclists' speed varies at pedestrian and cycle paths depending on the day, week, and year; road user composition; and road design.

Methods: Three data sources were used: 1) Existing measurements of cycle speed and flow at 17 sites in 3 different Swedish municipalities; 2) complementary measurements of cycle speed and flow at 5 sites; and 3) roadside observations of bicycle types at these 5 new sites.

Results: The average speed of cyclists on the paths varied between 12.5 and 26.5 km/h. 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% of road users observed on pedestrian and cycle paths were cyclists, and 5%-30% were pedestrians. The 2 sites with the highest proportion of electric-assisted bicycles and racer bicycles also had the highest average speeds.

Conclusions: The relationship between bicycle type and measured speed was not entirely clear, but the results suggest that paths with higher proportions of electric and racer bicycles have higher average speeds. There also appears to be a connection between average speed and the width of the distribution; that is, the higher the average speed, the wider the speed distribution. More research is needed on how speed levels and speed variance affect accident risk.

There is an objective of increasing cycling nationally, regionally and in many Swedish municipalities. The extent of cycling can be followed up with either travel surveys (TSs) or by measuring the bicycle flow. The Traffic Analysis Authority was commissioned by the Government to develop and propose a uniform method for systematic measurements of bicycle traffic at a local and regional level and their report was published in January 2018. Bicycle traffic can be measured in different ways and the two most common methods are (1) measurements by counting bicycles (manually or with detecting equipment) in the street area or (2) travel surveys (TSs). In this report, we focus only on counting cyclists in the street area. Today, the methods of counting bicyclists are limited, and they do not enable estimations of kilometers travelled by bicycle per average day in a municipality.

In order to achieve a broad application, it is necessary to investigate the possible obstacles that exist to use the Traffic Analysis's proposal for a uniform method, and this will be done in the following steps, where step 1 is described in this report:

1. A preparatory study: Suggest a set-up of a pilot study

2. Conduct a pilot study to establish a uniform and systematic approach, and finally

3. Determine the final uniform and systematic method.

The purpose of the preparatory study presented in this report is to adapt the Traffic Analysis's proposal to a uniform method for estimating the kilometers travelled by bicycle per average day, based on municipal conditions. The preparatory study will also lead to a proposal for a pilot study in which the adapted method is tested, and issues related to delimitations and definitions can be decided. The pilot study will be carried out in a follow-up project with a number of municipalities. This will result in a final determination of a uniform method for estimating the kilometers travelled by bicycle per average day.

In previous traffic safety work of pedestrian, bicycle and moped traffic, facts have been developed for accidents and injuries. There is a great demand for updated analyses and to extend the content to include mopedists and motorcyclists. The purpose is to increase knowledge about vulnerable road users' involvement in accidents and their injuries. 

The study is based on injured road users registered by the accident database Strada, and mainly from the health care, for the years 2014–2019. The travel data is based on the National Travel Survey, for the years 2011–2016. A seriously injured person is classified as having a Risk of Permanent Medical Impairment of at least 1% or more. 

During the current six-year period, 19,042 pedestrians, 11,195 cyclists, 1,325 mopedists and 1,393 motorcyclists were seriously injured. A vast majority of these were single accidents. Pedestrians consisted of most women aged 45 and older. For cyclists, slightly more men were seriously injured, and the age group 10–14 years had the highest proportion. The severely injured mopedists consisted of a majority of men and over half were aged 15–17. Nine out of ten seriously injured motorcyclists were men, and most were aged 25–64. Regardless of the road user group, the most common case was “leisure” at the time of injury. The most common cause was slippery road (30–60%), and snow/ice was most common for pedestrians, snow/ice and loose grit for cyclists and loose grit for mopedists and motorcyclists. Uneven surface/potholes were also common, between 9 and 17 percent depending on the road user category. The risk of being seriously injured per trip is highest among motorcyclists, and per one million kilometers it was mopedists.

In Sweden, national travel surveys are regularly carried out by Transport Analysis, a governmental agency. However, in the last decade travel survey studies have suffered with problems such as high rate of non-response, coverage, costs and reporting burden. Therefore, this project is underway aimed at investigating and proposing new methods for data collection on people’s mobility. The project is divided into five deliverables (work packages – WP), of which this report is the second one (WP2). The purpose is to carry out an analysis of stakeholders’ needs regarding future requirements of travel surveys. This includes identifying the questions that travel surveys can answer.

Telephone interviews have been conducted with 20 stakeholder representatives and internet-based questionnaires were sent to 142 respondents (response 81 persons, response rate 57 percent). The stakeholders’ representatives were classified into three types of organizations: public sector, research organizations and other actors. Based on their own experience, an analysis has been conducted regarding what is requested from the national travel survey. The analysis show that key aspects of today’s and tomorrow’s travel survey users include (i) mode choice, (ii) trip purpose, (iii) how travel behavior changes over time, and (iv) how different groups travel. To be able to answer these questions, both individual and travel information are required.

The overall purpose of the project is to conduct a demonstration study that shows how two data collection methods that have been developed to collect travel survey data perform in the field, and how they perform compared with traditional TS (i.e., postal questionnaires and/or telephone interviews). The project is also intended to provide a better understanding of the ways in which different recruitment methods of respondents can be used so that future TS can be more cost effective.

The two collection methods tested consist of a mobile app and an online questionnaire with a map to assist the respondents to identify travel destinations. Three recruitment methods were used, i.e., recruitment via random sampling, a web panel, and crowdsourcing. The portion of the random sample that received an online questionnaire was divided into two groups. Half the group was given no incentive, while the other half received a gift card worth SEK 100 after answering the questioner. Those who were recruited via a web panel and were to use the mobile app were rewarded in the form of a gift card worth SEK 100 if, at minimum, they made corrections to trips made on one day registered in the mobile app. A nonresponse analysis was performed of the random sample for both the online questionnaire and the mobile app. Cost estimates for each collection method and recruitment method were also performed, as were uncertainty estimates.

Overall, the study shows that the mobile app registered significantly more trips per respondent than did the online questionnaire, while the distances travelled were comparable. There are several possible interpretations of this. One is that people who responded to the online questionnaire either forget about and/or combined short trips (particularly trips made for the purposes of leisure or shopping, and using the travel modes walking and car). One presumable explanation for this is that it is easier to confirm/correct the trips that the mobile app suggests than it is to recall and enter all trips in an online questionnaire. Another possible interpretation is that people responding to different data collection methods have different travel patterns. Yet another explanation is connected to technique issues regarding the different data collection methods.

Inom samverkansprogrammet Nästa generations resor och transporter, som Trafikanalys är huvudansvarig för, har man identifierat ett behov av att finna och utveckla nya lösningar för resvaneundersökningar (RVU:er). Bakgrunden till detta är bland annat sjunkande svarsfrekvenser med dagens metoder, vilket skulle kunna ge problem med representativiteten. Det anses som mycket angeläget att utveckla nya metoder för datainsamling för framtidens RVU:er, både på kort och lång sikt.

Det övergripande syftet med projektet är att göra en demonstrationsstudie som visar hur två datainsamlingsmetoder som har utvecklats för att samla in resevaneundersökningsdata presterar i fält, samt hur de presterar jämfört med ”traditionell” RVU (postal enkät och/eller telefonintervjuer). 

Projektet syftar också till att få bättre förståelse för hur olika rekryteringsmetoder kan användas för att framtida RVU:er ska kunna bli mer kostnadseffektiva. De två insamlingsmetoder som testats är webbenkät med karta och mobilapp. Tre rekryteringsmetoder har använts och dessa är rekrytering via slumpmässigt urval, webbpanel och crowdsourcing.

During the last decades, cycling has been highlighted as a travel mode with many positive qualities. The documents of Swedish national strategy reveal a trend of an increased cycling. At the same time, it is important that the safety of cyclists must be improved so that an increased cycling does not contribute to more injuries and fatalities in accidents. To cope with the increased cycling without compromising the safety, there is fore example, a need for better understanding of the relationship between the cycling flow and the injuries in various traffic environments.

In this project, three different studies were carried out to understand how the trend of cycling changes over time and how cyclists' injury risk is influenced by the cycling flow and the traffic environment. In the first study, a travel demand model has been developed that includes both mode choice and destination choice for cycling. In the second study, models for cyclists’ injury risks have been developed for different types of accidents and traffic environments. In the third study, interactions between different road users have been observed, to study how these are affected by the level of bicycle flow. Overall, the studies in this project have shown that bicycle flow is an important factor influencing cyclists’ accident risks. Higher bicycle flow corresponds to fewer interactions per cyclist and a lower risk of injury in a single bicycle accident as well as in a collision accident with motorised vehicles. We have also been able to demonstrate that it is possible to model travel choices and destination choice of cyclists and to develop models that describe cyclists’ injury risk. However, to provide better estimates, data with better quality are necessary for the model inputs, especially when it comes to the cycling and the description of cycling infrastructure.

While cycling is promoted as a clean, energy-efficient mode of transport generating physical activity, the number of injured cyclists must decrease to achieve traffic safety goals. The extent of the single bicycle crashes (SBCs) and crash causes are rather well studied. This study expands this knowledge by focusing on differences in injury severity. The aim of the study is to investigate the relationship between injury severity and characteristics of the crash and the cyclist with focus on SBCs. Furthermore, injury risk is calculated for different age classes and sexes, as well as for different purposes of the trip. The results are based on injured cyclists in Sweden (N = 105,836) registered in STRADA, 2010–2019, by both the police and accident and emergency departments (A&Es), with a special focus on injury severity reported by the A&Es. Binary logistic regression was applied to analyse how the odds of being severely injured differed for different cyclists and situations. Results from of the National Travel Survey, 2011–2016, were used to study differences in distance travelled with respect to sex, age group and purpose of the trip. Given that the cyclist is injured in an SBC, the results show a higher probability of being severely injured (maximal AIS 3 or more) for cyclists 45 years or older compared to younger cyclists, for males compared to females and for cyclists not wearing a helmet compared to cyclists wearing a helmet. A higher probability for severe injury was also found for crashes occurring during leisure trips compared to work/school trips, crashes occurring during weekdays compared to weekends and crashes at intersections and road stretches compared to pedestrian and cycle paths. Furthermore, the risk of being severely injured in an SBC per km travelled was higher for cyclists aged 45 and older and during a leisure trip. © 2021 The Author(s)

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.

Many different road users share space on pedestrian and cycle paths, and their speeds may differ greatly. Differences in speed can complicate the interactions between road users which in turn may cause incidents and accidents. The purpose of this project is to enhance the understanding of cycle speeds on the pedestrian and cycle paths and to understand how the cyclists adapt their speed to other road users and to the surrounding environment. Three different data collection methods were used: Previous measurements of cycle speed and flow in three different municipalities, Eskilstuna, Linköping and Stockholm (18 locations); new measurements in Linköping (4 locations) and Stockholm (1 location); and new observation studies of bicycle types at these locations.

The average speed of cyclists on the paths selected varies between 15–25 kilometer per hour. As expected, the lower average speeds were found in the uphill directions, near intersections and in paths with high pedestrian flow. The higher speeds were found in downhill directions and on commuter routes. No general increase in cyclists’ speed was found between years, neither in mean speed nor in proportion of high-speed cyclists. However, bicycle flow has increased in many of the locations over the years. This implies that the number of cyclists holding a high speed, above 30 kilometer per hour, will be increased, even if the proportion of high-speed cyclists stays the same. This may mistakenly be interpreted as increased mean speed. About 70–95 percent of the road users observed on the pedestrian and cycling paths were cyclists and roughly 5–30 percent were pedestrians. An extremely small proportion were mopeds, 0.2 percent. The comfort bike was the most common type, followed by the trekking bike. The electric and racer bike occurred in all locations, but varied 1–10 percent respectively 1–15 percent. The relationship between the type of bike and the speed claim is not entirely clear, but cyclists on the electrical and racer bikes generally have higher speed claims.

Trafikverket ser ett ökat behov av uppgifter om trafikflöden och fordonshastigheter för motorcyklar, speciellt med avseende på tillförlitliga data inom trafiksäkerhetsområdet. Vid olycksanalys är det till exempel svårt att finna exponeringsdata för motorcykliste. För mc-flöden finns en särskild metod framtagen, se PM ”Beräkningar av mc-flöden på Trafikverkets ÅDT-avsnitt” (Eriksson, 2013).

Skattningar av trafikflöden tas fram på basis av ett 12-årigt mätprogram för årsmedel-dygnstrafik (ÅDT). Sedan år 2006 skattas även mc-flöde under sommarhalvåret med hjälp av data från mätprogrammet. Skattningar av mc-flöden på de statliga vägarna år 2006–2012 utfördes enligt metoden beskriven i Eriksson (2013). Motsvarande skattningar gjordes även för år 2013–2014 med denna metod, enligt uppgift från Trafikverket. Metoden användes också för skattningar år 2015, men då genomfördes dessutom ytterligare rimlighetskontroller och korrigeringar av data, vilket är beskrivet i teknisk rapport ”Trafikflöden för motorcyklar 2015” (Sörensen och Eriksson, 2016). Metoden vidareutvecklades för skattningarna år 2016, se Sörensen, Henriksson och Yahya (2017).

Resultaten av mc-flödesskattningarna har rapporterats till Trafikverket i tabellform uppdelade per mätår och vägkategori. Trafikverket har publicerat resultaten i kartor på sin websida.

This study examined the hypotheses that passenger vehicles meeting European Union (EU) safety standards have similar crashworthiness to United States (US) -regulated vehicles in the US driving environment, and vice versa. The first step involved identifying appropriate databases of US and EU crashes that include in-depth crash information, such as estimation of crash severity using Delta-V and injury outcome based on medical records. The next step was to harmonize variable definitions and sampling criteria so that the EU data could be combined and compared to the US data using the same or equivalent parameters. Logistic regression models of the risk of a Maximum injury according to the Abbreviated Injury Scale of 3 or greater, or fatality (MAIS3+F) in EU-regulated and US-regulated vehicles were constructed. The injury risk predictions of the EU model and the US model were each applied to both the US and EU standard crash populations. Frontal, near-side, and far-side crashes were analyzed together (termed "front/side crashes") and a separate model was developed for rollover crashes.

For the front/side model applied to the US standard population, the mean estimated risk for the US-vehicle model is 0.035 (sd = 0.012), and the mean estimated risk for the EU-vehicle model is 0.023 (sd = 0.016). When applied to the EU front/side population, the US model predicted a 0.065 risk (sd = 0.027), and the EU model predicted a 0.052 risk (sd = 0.025). For the rollover model applied to the US standard population, the US model predicted a risk of 0.071 (sd = 0.024), and the EU model predicted 0.128 risk (sd = 0.057). When applied to the EU rollover standard population, the US model predicted a 0.067 risk (sd = 0.024), and the EU model predicted 0.103 risk (sd = 0.040).

The results based on these methods indicate that EU vehicles most likely have a lower risk of MAIS3+F injury in front/side impacts, while US vehicles most likely have a lower risk of MAIS3+F injury in llroovers. These results should be interpreted with an understanding of the uncertainty of the estimates, the study limitations, and our recommendations for further study detailed in the report.

The number and type of drink and drug driving convictions is affected by actual crime rates as well as enforcement strategies and legislation. Valuable knowledge about the chain of events from offense to sentence could therefore be gained by studying crime records. 

The purpose of the project was to examine drink and drug driving offenses, and, among other things, study the extent drivers are convicted of different types of drink and drug driving offenses and how common it is for these offenses to be committed in combination with other offences. In addition, the project had three specific research questions: 

1. Has reduced drink driving enforcement affected the number and type of convictions? 

2. Have the type of sanctions and length of any prison sentences changed over time? 

3. How long is the time between offence and sentence? 

The study is based on all crime records in Sweden involving drink and drug driving convictions during the period 2007–2018. 

The results showed that there are mainly three types of drink and drug driving offenses: drink driving, drug driving and aggravated drink driving. It is very rare to be convicted of aggravated drug driving. Drink and drug driving offenses relatively often occur in combination with other offenses. For example, among those convicted for drug driving, 54 percent were also convicted for driving without a valid license. 

The reduced drink driving enforcement by the police has led to fewer convictions of these crimes and some changes in sanctions have also taken place. For example, the proportion of probation sentences due to aggravated drink driving has decreased and the proportion of conditional sentences has increased. The time between offense and sentence varies greatly depending on the type of offense and depending on whether the case is determined in court or by summary imposition of a fine.

This study investigates the presence of alcohol, illicit drugs, and medicinal drugs in killed drivers during the years 2014–2021 and is a follow-up of a previous study from the period 2005–2013. In the previous study, only drivers of passenger cars were included, this has now been expanded to include motorcycle riders and drivers of light trucks. The study is based on data from the Swedish Transport Administration’s in-depth studies of fatal road crashes. In total, the study is based on 607 passenger car drivers, 233 motorcycle riders and 67 drivers of light trucks. The results show that among car drivers, alcohol was present in 22.4 percent, illicit drugs in 9.1 percent and medicinal drugs in 12.6 percent. For motorcycle riders the corresponding proportions were 12.9 percent, 20.2 percent and 10.8 percent and for light truck drivers, 7.5 percent, 10.4 percent and 10.4 percent. The difference between passenger car drivers and motorcyclists is statistically significant for alcohol and illicit drugs, but not for medicinal drugs.

The results for light trucks are uncertain due to the low number of killed drivers and should be interpreted with caution. The most commonly occurring drug is THC (cannabis) followed by amphetamine, this applies to both passenger car drivers and motorcycle riders. Amphetamine has been classified as an illicit drug in this study even though it is also present in some medicines. However, a review of the blood concentrations of amphetamine indicates illicit use in most cases. Comparison with the previous period can only be made for passenger car drivers and it shows that the presence of alcohol remains at approximately the same level as before, while illicit drugs and medicinal drugs have increased slightly. When it comes to illicit drugs, it is mainly the presence of THC that has increased.

Att studera förekomst av alkohol och andra droger bland omkomna motorfordonsförare ger en bild av rattfylleriets omfattning i trafiken. Den här studien kartlägger förekomst av alkohol, illegala droger och narkotikaklassade läkemedel under åren 2014–2021 och är en uppföljning av en tidigare studie från perioden 2005–2013. Syftet med den nya studien är att få en uppdaterad bild av förekomsten och att undersöka om det skett någon förändring från den tidigare perioden. I den tidigare studien ingick endast personbilsförare, detta har nu utökats med motorcykelförare och förare av lätt lastbil.

Studien baseras på data från Trafikverkets djupstudier. Alla dödsolyckor i vägtrafiken utreds av Trafikverkets djupstudieutredare och resultaten samlas i en databas. De uppgifter som samlas in är bland annat när, var och hur olyckan gick till men också resultat från obduktion av de omkomna personerna och rättskemisk analys. Från den rättskemiska analysen fås information om vilka substanser som påvisats hos den omkomne. De påvisade substanserna delas in i alkohol, illegala droger och narkotikaklassade läkemedel. Totalt baseras studien på 607 omkomna personbilsförare, 233 omkomna motorcykelförare och 67 omkomna förare av lätt lastbil.

Resultaten visar att bland personbilsförare förekom alkohol hos 22,4 procent, droger hos 9,1 procent och läkemedel hos 12,6 procent. För motorcykelförare var motsvarande andelar 12,9 procent, 20,2 procent och 10,8 procent och för förare av lätt lastbil 7,5 procent, 10,4 procent och 10,4 procent. Notera att kategorierna är överlappande vilket medför att en person som till exempel intagit både alkohol och läkemedel finns med i båda kategorierna. Skillnaden mellan personbilsförare och motorcyklister är signifikant för alkohol och illegala droger, men inte för läkemedel. Resultaten för lätt lastbil är osäkra och ska därför tolkas försiktigt. 

Den vanligaste förekommande drogen är THC (cannabis) följt av amfetamin, det gäller både personbilsförare och motorcykelförare. 

Jämförelse med den tidigare perioden kan endast göras för personbilister och den visar att alkoholförekomsten ligger kvar på ungefär samma nivå som tidigare medan illegala droger och narkotikaklassade läkemedel har ökat något. När det gäller illegala droger är det förekomst av THC och kokain som ökat (kokain dock från en mycket låg nivå).

Det har länge funnits ett intresse av att följa utvecklingen av rattfylleriets omfattning. Under senare år har detta intresse ökat eftersom nyktra förare är en av de 13 indikatorer som är utpekade för uppföljning i arbetet mot etappmålet för trafiksäkerhet 2020. Tidigare har föreslagits hur man genom observationsstudier vid vägkanten kan skatta rattfylleriets omfattning. Sådana studier kräver dock mycket omfattande insatser, främst från polisens sida, och är därför inte realistiska att genomföra annat än vid enstaka tillfällen. Ett alternativ till observationsstudier är att använda sig av data från polisens ordinarie kontrollverksamhet. Det finns ett rikt material att utgå från eftersom polisen utför ett stort antal utandningsprov varje år. Under 2009 genomfördes till exempel 2,8 miljoner prov med de så kallade sållningsinstrumenten. I detta PM redovisas först en utvärdering av data från sållningsinstrumenten, sedan föreslås en metod för hur rattfylleriets utveckling kan följas med hjälp av dessa data. Det är endast rattfylleri med avseende på alkohol som behandlas här.

Since 1 January 2012, there is a permanent alcohol interlock program for drink driving offenders in Sweden. The Swedish Transport Agency is responsible for the program, that is voluntary and applies to all types of driver's licenses. The program includes both a one-year and a two-year alternative. The two-year program applies to offenders that have committed a severe drink driving offence (BAC ≥ 1 g/L, the legal limit in Sweden is 0.2 g/L), have an earlier offence within the previous five years, or have the diagnosis alcohol abuse or alcohol dependence. All others are assigned to the oneyear program.

The interlock program has been evaluated in three studies: a register based study, a questionnaire study, and an interview study. The results from the register based study is presented in this report, while the other studies have been published earlier. Results and conclusions from all three studies will be summarized in an upcoming final report.

The aim of the study was to estimate the participation rate in the program, and to follow both participants and non-participants during the time in the program or the time without a driver’s license, respectively. The study is based on data from the Swedish road traffic register and a case management system, both administrated by the Swedish Transport Agency. The effectiveness of reducing recidivism in drink driving during the program have been shown in previous studies and are not evaluated here.

Objective The objective of this study was to understand the relationship between some of the most common diseases that are known to contribute to excessive daytime sleepiness (EDS) and traffic injury crashes. Specific focus was on the relationship between disease and crash type (single-vehicle or multiple-vehicle crash) and between disease and injury severity. Methods This registry-based study considered all passenger car drivers involved in a crash in Sweden between 2011 and 2016 who were 40 years or older at the time of the crash (n = 54,090). For each crash-involved driver, selected medical diagnoses registered from 1997 until the day before the crash were extracted from the National Patient Register. The drivers were assigned to 1 of 4 groups, depending on prior diseases: sleep apnea (SA; group 1, n = 2,165), sleep disorders (group 2, n = 724), Parkinson's or epilepsy (group 3, n = 645) and a reference group (group 4, n = 50,556). Logistic regression analysis compared single-vehicle crashes with multiple-vehicle crashes and moderately/severely injured drivers with slightly/uninjured drivers. Results Drivers with EDS-related diseases (groups 1-3) had higher probability of a single-vehicle crash than a multiple-vehicle crash compared to the reference group. The most sizeable effect was found for Parkinson's/epilepsy with an odds ratio (OR) of 2.5 (confidence interval [CI], 2.1-3.0). For multiple-vehicle crashes, the probability of a moderate/severe injury was higher for drivers with other sleep disorders (OR = 1.5; CI, 1.0-2.2) and Parkinson's/epilepsy (OR = 1.6; CI, 1.1-2.3) compared to the reference group. Conclusions This study has made first steps toward understanding the relationship between some of the most common diseases that are known to contribute to EDS and crashes. Having Parkinson's/epilepsy, in particular, elevated the probability of a single-vehicle crash compared to a multiple-vehicle crash. A single-vehicle crash was seen as indicative of causing a crash; thus, having Parkinson's/epilepsy could be interpreted as a risk factor for crash involvement. Having Parkinson's/epilepsy, as well as other sleep disorders, was also related to more severe outcomes in multiple-vehicle crashes, given that a crash occurred. This was not identified in single-vehicle crashes.

Trafikverket har under 2010-talet arbetat med en åtgärdsstrategi inom järnvägen som bland annat inneburit att nya stängsel har satts upp längs spåren på utpekade sträckor. Syftet med dessa åtgärder har varit att minska antal personpåkörningar i enlighet med halveringsmålet som innebär högst 55 omkomma i järnvägstransportsystemet år 2020. Det har dock inte genomförts någon mer omfattande utvärdering av stängslingens effekt, delvis på grund av de svårigheter detta innebär. Syftet med den här studien var att analysera stängslingens effekter i Trafikverkets region Öst och, baserat på dessa erfarenheter, bedöma om metoden kan användas nationellt. En viktig del i projektet var att bedöma om de dataunderlag som finns är av tillräckligt bra kvalitet för att en nationell utvärdering ska vara rimlig att genomföra.

I Skåne pågår ett arbete med att förbättra möjligheterna att resa till och från de större städerna med cykel. Arbetet sker genom konceptet Supercykelvägar i Skåne som Region Skåne ansvarar för. Målet är att få fler att välja cykeln för sina vardagliga resor och skapa ökad tillgänglighet och valfrihet för de som bor i städernas utkant eller i samhällena runt omkring. Arbetet handlar i huvudsak om att förbättra redan befintlig infrastruktur så att den uppfyller kravet på Supercykelvägar vad gäller tillgänglighet, framkomlighet, komfort samt trygghet och trafiksäkerhet.  

Som ett led i förbättringarna har två regionala stråk utvärderats: Malmö–Lund och Malmö–Lomma. Stråken har utvärderats med avseende på cykelflöden och hastigheter, typ av cyklar som används samt cyklisternas åsikter om cykelstråkens kvalitet och de förbättringar som skett.  

Studien baseras på flera olika typer av data som samlats in under projektet (år 2020–2022): flödes- och hastighetsmätningar, vägkantsobservationer, enkäter och fokusgruppsdiskussioner. Utöver detta har vi även själva inspekterat cykelstråken.  

Resultaten visar bland annat att elcykeln slagit igenom stort, andel elcyklister var 34, 39 och 41 procent i genomsnitt i de tre observationsplatserna. Vidare var användning av elcykel betydligt högre bland kvinnor än bland män.  

I enkäten delade vi upp cykelstråken i kortare sträckor och det fanns tydliga skillnader i hur nöjda de tillfrågade cyklisterna var med olika delar. Det gällde såväl infrastrukturen som interaktionen med andra trafikanter. Dock var det ingen större skillnad i resultat beroende på cykeltyp. 

Cyklisterna hade märkt av flera förbättringar som skett på cykelstråken de senaste åren och de var generellt positiva till dessa. Dock fanns en del kritik mot vissa nya lösningar vilket tyder på att man inte lyckats med dessa fullt ut. Till exempel ändrades sträckningen på ett ställe så att cykelbanan nu går runt ett bostadsområde i stället för igenom. Detta tyckte cyklisterna var bra men flera av dem upplevde att de nya kurvor som skapats var för snäva och dessutom låg det ofta grus i dessa.  

I enkätsvar och fokusgruppsdiskussioner framkom också ett antal brister på stråken som cyklisterna anser behöver förbättras. Exempel på sådana brister är buskar och träd som växer in över cykelbanan, dålig belysning, sprickor och andra ojämnheter i asfalten och dåligt utformade korsningar.