This paper presents estimation results for models of transport chain and shipment size choice, as well as an implementation of the estimated disaggregate models (for two commodity groups), in the context of the national freight transport model for Sweden. The new model is a disaggregate and stochastic (logit) model, whereas the existing Swedish national model is deterministic. One advantage of the new approach is that it bases the underlying behavior of shippers on a stronger empirical foundation (that is micro-data from the Swedish Commodity Flow Survey, CFS). Another advantage is that it overcomes a well-known disadvantage of deterministic models that lead to implausibly large responses to changes in scenario or policy variables. Although estimation and implementation of aggregate stochastic models were done before, in the context of a national freight transport forecasting model, we think this is the first implementation of disaggregate freight transport chain and shipment size models estimated on choice data for individual shipments, certainly in Europe. We carried out a number of model runs with both versions of the implemented model to compare elasticities and found that transport cost and time elasticities for tonne-km are smaller (in absolute values) in the disaggregate stochastic model than in their deterministic counterparts.

We examine the effect of weather, accessibility and built-environment characteristics on overall travel experience as well as the experience with the latest trips. These are factors that are often disregarded in the travel satisfaction literature even though they are believed to largely influence the first mile of the door-to-door trip. This study fills a research gap in investigating all these factors by using, amongst other, a relatively large travel satisfaction survey from years 2009 to 2015 and by focusing on urban and peri-urban geographical contexts, the city and county of Stockholm (Sweden), respectively. The ordered logit model results show that county dwellers living close to a metro station and in well linked-to-all areas report higher overall travel satisfaction evaluations. In addition, precipitation and ground covered with snow have a negative influence on travel satisfaction. Our findings indicate that built-environment characteristics exert a rather weak influence on the travel experience, especially in the peri-urban context. However, some aspects such as living in areas with medium densities, low income and with high safety perceptions around public transport stations are associated with higher satisfaction levels. In turn, areas with single land uses are found to have lower travel satisfactions. These results are important for public transport planners and designers in devising measures to prevent and mitigate the negative outcome of some weather conditions and to conceive better designed transit oriented developments.

Methods for economic assessment are often used in the rail sector to evaluate large infrastructure investments such as new high-speed lines. With larger networks and ageing infrastructure, these methods can also be used for planning maintenance. In this paper, we focus on the newly introduced concept of maintenance windows in Sweden. These are pre-allocated slots in the train timetable dedicated to performing, among others, periodic/frequent maintenance activities. To justify the pre-allocation of such windows, this study presents a method to find minimal utilization rates depending on window designs and traffic situations. Using a cost-benefit approach, the windows are assessed using a total social cost including work costs, loss in traffic production and reliability gains in future traffic. Based on a case study from the Southern main line in Sweden, we study the minimal utilization rate in different test scenarios, i.e., night or day shifts, asset degradation functions and designs of maintenance windows. The results show that lower utilization rates (4-42%) can be accepted during low-volume traffic or for partial closures, while higher utilization rates (47-83%) are required for full closures during high-volume traffic. Whether the rates are measured as the share of used window time or the share of utilized windows is less important, especially when higher utilization is required. Sensitivity analyses of asset knowledge indicate that parameters such as asset degradation function and minimum asset quality (and to a lesser extent traffic volume, discount rate and failure likelihood) can have a substantial effect on the minimum required utilization rates.

Methods for economic assessment, e.g., cost-benefit analysis, are often used in the rail sector to evaluate large infrastructure investments such as building new high-speed railway lines. With larger railway networks and aging infrastructure, these methods can also be used for maintenance planning decisions. In this paper, we focus on basic maintenance and the newly introduced concept of maintenance windows in Sweden. These are pre-allocated slots in the annual train timetable dedicated to performing, among others, periodic/frequent maintenance activities such as inspections, maintenance and repairs. To justify the pre-allocation of such windows, this study presents a method to find minimal utilization rates depending on window designs and traffic situations. Using a cost-benefit approach, the maintenance windows are assessed using a total social cost including maintenance work costs, loss in traffic production and reliability gains in future traffic. Based on a case study from the Southern main line in Sweden, we study the minimal utilization rate in different test scenarios, i.e., night or day shifts, asset degradation functions and designs of maintenance windows. The results show that lower utilization rates (5-50%) can be accepted during low-volume traffic or for partial closures, while higher utilization rates (50-90%) are required for full closures during high-volume traffic. Whether the rates are measured as share of used window time or share of utilized windows is less important, especially when higher utilization is required.

The transport sector needs to become sustainable and public transport has an important role to play. Green public procurement has proven to have great potential to influence the transition to a sustainable public transport sector. Sweden is a good example of a country that uses public procurement in the public transport sector to a large extent and has at the same time come far in the transition to renewable fuel. The aim of this study is to examine what role public transport authorities (PTAs) can have in supporting more environmentally sustainable public transport through public procurement. This was done by a content analysis regarding the expressions of environmental requirements historically, over a ten-year period, in tender documents in Sweden, followed by a workshop where the implications of the findings and future tender processes were discussed with relevant actors. The results showed that all the environmental requirements have become stricter during the studied period, but indicate a tendency for higher use of environmental requirements in tendering of larger areas as well as in tendering of public transport within cities. Specifically, for requirements for fuel, the same tenders also use specific requirements to a higher extent. However, the subsequent workshop discussions indicated that the use of specific requirements is one reason for disagreement among involved actors. Overall, this study of the Swedish public transport case showed that PTAs have a large potential to support more environmentally sustainable solutions using environmental requirements in public procurement.

Currently, there is a great need for new methods to collect travel data. Traditional methods have considerable drawbacks and, at the same time, the models used to analyse the transport system require more and more detailed and high-quality data. Since most smartphones are equipped with various sensors that can be used to determine the location of the smartphone, and since smartphones are integrated in the daily life of most people, they provide an unprecedented opportunity for large-scale travel data collection. This method has a great potential to solve the problems related to the estimation of distance/travel time, geographic coding of departure/destination locations and forgotten trips and it will also provide a more detailed and extensive data set.

In a recently completed research project the feasibility of replacing or complementing the traditional travel diary, with a suite of tools that make use of smartphone collected travel data has been evaluated. The advantages and disadvantages of the traditional method and the proposed method were studied. For a fair comparison, both methods have been tested in the same city, at the same time, and with the same respondents. To achieve the objectives of the project, MEILI, a system that consists of a smartphone application for capturing the movement of users and a web application for allowing the users to annotate their movement, has been deployed. In total 2142 trips were collected and annotated by 171 users. 51 of the users annotated trips covering more than a week. The main findings of the paper are that smartphone based data collection is feasible, that the algorithms to save battery work well and that trips of the same respondent vary considerably depending on day of the week.

This text is the result of the Thematic Group Traffic Management of the ECTRI – European Conference of Transport Research Institutes. As a position paper, it states the challenges that the European Research Agenda will have to face if the following goals for a future transportation system are considered: • User-aware mobility • Zero accidents and zero emissions • Minimum space, time, energy & costs for transport It describes in a concise manner the research approaches needed to achieve the realization of these goals.

Reliable forecasting models are needed to achieve the climate related goals in the face of increasing transport demand. Such models can predict the long-term behavioural response to policy interventions, including infrastructure investments, and thus provide valuable pre-dictions for decision makers. Contemporary forecasting models are mainly based on national travel surveys. Unfortunately, the response rates of such surveys have steadily declined, implying that the respondents become less representative of the whole population. A particular weakness is that it is likely that respondents with a high valuation of time are less willing to respond to surveys (because they have less time available for such), and therefore there is a high chance that they are underrepresented among the respondents. The valuation of time plays an important role for the cost benefit analyses of public policies including transport investments, and there is no reliable way of controlling for this uneven sampling of time preferences. Fortunately, there is simultaneously an increase in the number of signals sent between mobile phones and network antennae, and research has now reached the point where it is possible to determine not only the travel destination but also the travel mode based on mobile phone network antennae connections. The aim of this thesis is to investigate if and how mobile phone network data can be used to estimate transportation mode choice demand models that can be used for forecasting and planning. Key challenges with using this data source in the context of mode choice models are identified and met. The identified challenges include uncertainty in the choice variable, the difficulty to distinguish car and bus trips, and the lack of information about the trip purpose. In the first paper we propose three possible model formulations and analyse how the uncertainty in the choice outcome variable would play a role in the different model formulations. We also conclude that it is indeed possible to estimate mode choice demand models based on mobile phone network data, with good results in terms of behavioural interpretability and significance. In the second paper we estimate models using a nested logit structure to account for the difficulty in separating bus and car, and a latent class model specification to meet the challenge of having an unknown trip purpose. 

Forecasts of the demand for long-distance travel are a key component enabling the calculation of social costs and benefits of policy actions such as infrastructure investments. Traditionally, such forecasting models have been based on travel survey data. However, response rates to travel surveys have been in decline for decades, calling into question whether the sample of respondents is really representative of the full population. As such, there is a need to explore alternative data sources. One promising alternative is mobile phone network data, which is collected without the need of active participation from the traveller. However, mobile phone network data in this thesis lacks trip and traveller specific information such as trip purpose, socio-economic information, travel party size and mode. Furthermore, it is difficult to distinguish between bus and car trips even at a later stage of data processing, as the two modes share the same infrastructure. 

The objective of this thesis is to investigate the use of mobile phone network data for long-distance mode choice modelling. More specifically, we investigate the specific aspects of mobile phone network data as a source of mode choice travel information in the first research paper of this thesis, how uncertainties connected to the identification of the used mode matter, and how it can be handled in the model. In the second research paper of this thesis, a full-scale Multinomial Logit mode choice model is implemented and evaluated, including the development of how to handle mobile phone network data-specific challenges in the dataset of this thesis, such as the lack of distinction between bus and car trips and the lack of trip purpose information. Once this full-scale mode choice model based only on mobile phone network data has been evaluated, a method for combining mobile phone network data with survey data is proposed in the third research paper of this thesis, and the joint model is compared to the mobile phone network data model in terms of behavioural credibility. Finally, it is investigated whether machine learning can be useful in modelling mode choices using the two data sources in the fourth research paper of this thesis. 

In this paper we use a nested latent class logit specification to define and estimate a large-scale mode choice demand forecasting model. We estimate this model based on mobile phone network data translated to roughly 100 000 long-distance trips within Sweden, achieving convergence of the model and credible parameter estimates. We develop methods to address two problems stemming from the nature of this data: the difficulties of distinguishing bus trips from car trips (since they share the same infrastructure) and distinguishing business from private trips (since trip purpose is unknown). To address the first issue, we estimate a nested logit model with an artificial nest that accounts for the differences in utility between bus and car. To address the latter issue, we estimate a latent class model, identifying classes of trips interpreted as private and business trips. Addressing these two issues substantially improves model fit. 

In this paper we develop two methods for the use of mobile phone data to support the estimation of long-distance mode choice models. Both methods are based on logit formulations in which we define likelihood functions and use maximum likelihood estimation. Mobile phone data consists of information about a sequence of antennae that have detected each phone, so the mode choice is not actually observed. In the first trip-based method, the mode of each trip is inferred by a separate procedure, and the estimation process is then straightforward. However, since it is not always possible to determine the mode choice with certainty (although it is possible in the majority of cases), this method might give biased results. In our second antenna-based method we therefore base the likelihood function on the sequences of antennae that have detected the phones. The estimation aims at finding a parameter vector in the mode choice model that would explain the observed sequences best. The main challenge with the antenna-based method is the need for detailed resolution of the available data. In this paper we show the derivation of the two methods, that they coincide in case of certainty about the chosen mode and discuss the validity of assumptions and their advantages and disadvantages. Furthermore, we apply the first trip-based method to empirical data and compare the results of two different ways of implementing it.

Both survey data and mobile phone network data are associated with benefits and limitations. Mobile phone network data is limited in its lack of ground truth for the bus and car split, in the lack of socio-economic information about the traveller, as well as in the lack of information about trip purpose. Survey data on the other hand nowadays often has too few observations to obtain significance in important parameters, and it is unlikely that they capture a representative sample of the population. In this paper we investigate to what extent combining the two data sources for mode choice demand model estimation can mitigate the challenges present when only using a single data source, as well as to what extent the estimation can be improved by adding variables unique to the survey data. We also provide recommendations for data collection and combination for future mode choice demand models and analyse policy implications of the estimated results. 

We show that in our case the business cost parameter becomes insignificant when basing the estimation on survey data only. The business cost parameter is important to compute values of travel times which are relevant for social cost benefit analyses. A benefit of combining the two data sources is that we can both identify latent class variables which capture the correct business group in the latent class structure of the mobile phone network data, and simultaneously obtain better estimates of those variables based on observations from the survey data. Most of the elasticity results in this paper are on par with previous studies; however our results suggest higher cross-elasticities in response to train travel time than what has previously been observed, which could have implications for the social valuation of investments in high speed rail. 

In this paper we have shown that the proposed method of data combination is indeed valid, and that by combining the two data sources we can mitigate the limitations of each separate data source and thus maintain good quality mode choice demand forecasting models, even in the face of declining survey response rates. 

The accuracy of a transport demand model’s predictions is inherently limited by the quality of the underlying data. This issue has been highlighted by the decline in response rates for transport surveys, which have traditionally served as the primary data source for estimating transport demand models. At the same time, mobile phone network data, not requiring active participation from subjects, have become increasingly available. However, some key trip and traveller characteristics enhancing the prediction power of the estimated models are not collected in mobile phone network data. In this paper we therefore investigate what can be gained from combining mobile phone network data with travel survey data, using the strengths of each data source, to estimate long-distance mode choice models. We propose and estimate a set of mode choice demand models on joint mobile phone network data and travel survey data. We show that combining the two data sources produces more credible estimates than models estimated on each data source separately. The travel survey should preferably include the variables: travel party size, cars per household licence, licence holding, in addition to origin, destination, mode, trip purpose, age, and gender of the respondent. 

To fulfil the global sustainable development goals (SDGs), achieving sustainable development is becoming urgent, not least in the transportation sector. In response to this, the sustainability framework Sustainability National Road Administrations (SUNRA) was developed to contribute to improving the sustainability performance of national road administrations across Europe. In the present study, the framework has been tested, applied and further developed to be applicable for target setting and follow-up at the project level at both the Swedish Transport Administration (STA) and at municipal levels. The aim was a framework relevant for investment, re-investments, maintenance and operation projects and also to make it more user applicable. The study also investigated how the framework can contribute to sustainability, identified drivers and barriers for applying the framework and examined whether the framework can be applied and adapted to projects of different complexities. The adaptations and developments were done in collaboration between researchers and practitioners. The results show that the framework could easily be used and adapted for investment, re-investment, maintenance and operation projects in the planning stage, as well as for small municipal establishments, construction or reconstruction of residential areas and frequent maintenance. The framework contributes to increased awareness on sustainability, and it provides a common structure and transparency on how infrastructure project goals/targets are set and fulfilled. The framework can also be applied to follow the fulfilment of the goals/targets and thereby adapt the project to better fulfil the goals. Identified barriers include the lack of obligations and lack of experience in using sustainability frameworks.

Abstract Automated vehicles are likely to have significant impacts on the transport system such as increased road capacity, more productive/enjoyable time spent travelling in a car, and increased vehicle kilometres travelled. However, there is a great risk that automated driving may negatively impact the environment if adequate policies are not put in place. This chapter examines the effects of driverless vehicles and the types of policies required to attain sustainable implementation of the technology. To understand the effects on a systemic level, and to understand the needs and impacts of policies, the dynamics must be understood. Therefore, a causal loop diagram (CLD) is developed and analysed. One important insight is that the effects of driverless vehicles are mainly on the vehicular level (e.g., the reduced number of accidents per vehicle). These effects can be cancelled out on a systemic level (e.g., due to increased vehicle-kilometre travelled (VKT) that increases total number of accidents). The marginal costs of road transport are central to both freight and passenger transport. Automation will reduce marginal costs and shift the equilibrium in the transport system towards a state with higher VKT. This will lead to greater energy consumption and higher emissions. To attain sustainability goals, there might be a need to balance this reduction of marginal costs by using policy instruments. In the work, CLDs is experienced to be a useful tool to support the collaboration between experts from different fields in the dialogue about policies.

Att ha tillgång till transportsystemet är extra viktig, men även utmanande för personer med synnedsättningar. Resande med synnedsättningar är vanligtvis mer beroende av sin hörsel och av god förutsägbarhet under resans samtliga moment. I en framtid kan detta förväntas bli en ännu större utmaning med fler autonoma och elektrifierade fordon i transportsystemet.

Syftet med föreliggande studie var att fånga synnedsattas behov och önskningar kring stöd för att tillgängliggöra resande med framtidens autonoma bussar. Fokus har varit på digitala lösningar och där två systerprojekt har använts som ingång. Det ena projektet handlar om Augmented Reality (förstärkt verklighet - AR) baserade lösningar i kollektivtrafiken, det andra är mobilitetsplattformen i Linköping kallad Ridethefuture, i vilken 2 mindre autonoma elektrifierade bussar har använts för medåkande med syftet att fånga synnedsattas reflektioner.

Studien omfattar en inledande kunskapsgenomgång där såväl en benchmarking som en litteraturgenomgång gjorts. Vidare har en inledande fokusgrupp med fokus på synnedsattas resande generellt och deras förväntningar på framtidens autonoma system genomförts och därefter medåkandeobservationer med synnedsatta. En kompletterade uppgiftsanalys genomfördes i syfte att öka kunskapen om vilka behov resande har i allmänhet.

Almost all studies of sleepy driving are carried out in driving simulators and with monotonous road conditions (no interaction with other cars). The present study investigated indicators of sleepy driving in a more challenging scenario after a night awake. 17 participants drove a high fidelity moving base driving simulator experiment while sleepiness was monitored physiologically and behaviourally. Short periods of situations of free driving (no other vehicles) alternated with short periods of following another vehicle (car following) with and without the possibility to overtake. The result showed that a night of prior sleep loss increased sleepiness levels at the wheel (eye closure duration and lateral variability) compared to after a night of normal sleep. Blink duration while overtaking was significantly lower compared to the other situations, it was at the same level as after night sleep. Speed when passing a stopped school bus was not significantly affected by sleepiness. However the warning caused a more rapid reduction of speed. In conclusion, a moderately challenging driving contest did not affect sleepiness indicators, but a very challenging one did so (overtaking). This suggests that it is important to monitor the driving situation in field operational tests of sleepy driving.

One critical situation when a driver needs to have a high degree of awareness, to avoid critical situations or crashes, is when passing a school bus, stopped for boarding or de-boarding of children. With the help of an experiment in VTI’s moving base driving simulator, a scenario, using in-vehicle information before the bus was reached, was tested. The aim was to enhance drivers’ perception, in order to reduce the speed of vehicles passing by the stopped bus. Both alert and sleep deprived drivers were tested.

The results showed a significant speed reduction thanks to the information given beforehand. Sleep deprivation did not seem to have an impact on speed reduction. This suggests that the warning signals are seen and followed, regardless the drivers’ state of alertness. Thus, it seems likely that this type of information may be useful as an Intelligent Transport System (ITS), to provide driver support about upcoming hazards. One step towards further research in this direction is performed within the EU project SAFEWAY2SCHOOL, the main objectives of which are presented at the end of this chapter.

Advanced Driver Assistance Systems (ADAS) offer the possibility of helping drivers to fulfill their driving tasks. Despite different encouraging factors, automated driving raise some concerns such as possible loss of situation awareness, overreliance on automation and system failure. This paper aims to investigate the effects of AV on driver’s behavior and traffic performance. A literature review was conducted to examine the AV effects on driver’s behavior. Findings from the literature survey reveal that conventional vehicles (CV), i.e. human driven, which are driving close to a platoon of AV with short THW, tend to reduce their THW and spend more time under their critical THW. Additionally, driving highly AV reduce situation awareness and can intensify driver drowsiness, exclusively in light traffic.

In order to investigate the influences of AV on traffic performance, a simulation case study consisting of a 100% AV scenario and a 100% CV scenario was performed using microscopic traffic simulation. Outputs of this simulation study reveal that the positive effects of AV on roads are especially highlighted when the network is crowded (e.g. peak hours). This can definitely count as a constructive point for the future of road networks with higher demands. In details, average density of autobahn segment remarkably improved by 8.09% during p.m. peak hours in the AV scenario, while the average travel speed enhanced relatively by 8.48%. As a consequent, the average travel time improved by 9.00% in the AV scenario.

The outcome of this study jointly with the previous driving simulator studies illustrates a successful practice of microscopic traffic simulation to investigate the effects of AV. However, further development of the microscopic traffic simulation models are required and further investigations of mixed traffic situation with AV and CV need to be conducted.

Detta abstract är en del av Trafikverkets regeringsuppdrag Mobilitet som en tjänst. Kombinerad mobilitet innebär att flera transportrelaterade tjänster kombineras till en resa, där kollektivtrafiken är ett viktigt grundfundament. Kombinerad mobilitet kräver dock att det finns data tillgängligt och tjänster som möjliggör kombinationen. det vill säga en väl fungerande digital infrastruktur. Idag finns brister i hur denna digitala infrastruktur i Sverige är organiserad, vilket adresseras i en rapport framtagen inom ramen för Trafikverkets regeringsuppdrag inom Kombinerad mobilitet. I arbetet definieras och utvecklas vad en digital infrastruktur för kombinerad mobilitet består av, och varför organisationen av den blivit alltmer viktig. Genom en handfull djupintervjuer och sammanställning av tidigare genomförda studier beskriver rapporten hur den digitala infrastrukturen för kombinerad mobilitet är organiserad i Sverige, Finland och Norge, samt skillnader mellan Sverige och övriga länder. Avslutningsvis presenteras ett antal rekommendationer. Det finns många likheter mellan de nordiska länderna när det kommer till kollektivtrafik och kombinerad mobilitet. Exempelvis präglas nordisk kollektivtrafik av regionalt ansvar och väl utbyggda kollektivtrafiksystem. Länderna har dock organiserat den digitala infrastrukturen på olika sätt, vilket påverkar utvecklingen i respektive land.

De nordiska länderna har i vissa avseenden valt olika vägar för att organisera digital infrastruktur för kombinerad mobilitet. Detta beror sannolikt på en rad olika faktorer, främst historiska och faktorer som rör hur digitaliseringsfrågorna hanterats i samband med omorganisationer. Det finns en avgörande skillnad mellan de nordiska länderna när det kommer till statens roll i att styra utvecklingen av digital infrastruktur för kombinerad mobilitet. Skillnaden har att göra med hur mycket staten styr utvecklingen. Utifrån analysen av organisationen i de nordiska länderna har ett antal utvecklingsområden identifierats. Det första utvecklingsområdet pekar på behovet av att tydliggöra vilka roller olika aktörer bör ta i ansvaret för den digitala infrastrukturen. Det andra utvecklingsområdet handlar om ett ökat fokus på trafikslag utanför kollektivtrafiken och det sista området att samordna kompetens kring digital infrastruktur.

The last part of the freight chain is usually the most inefficient, costly and most emission-intensive part of the chain. Fill rates are low, the cost of the last kilometer can in some cases amount to up to one-third of the total cost and the negative effects of transport, emissions and accidents, become extra noticeable in environments where people live. The use of smaller vehicles that are better suited to the assignment is something we intend to investigate further in this report. A simpler analysis of life cycle data for freight bicycles shows that they are many times more environmentally friendly than vans. There are also several companies in Sweden that deliver packages with freight bicycles and that do this with profit. Many of the major transport and logistics companies have already started using these types of vehicles. The fact that freight bikes can usually maintain the same average speed as vans during the day makes the business model interesting. The reason for this is that cargo bikes can get closer to the customer, do not need to circulate to find parking, can take shortcuts and use both the bicycle network and the road network. So, in some circumstances, a van can be replaced with a freight bicycle.

It is also interesting to study the standardization process that has begun regarding the choice of load carrier. In recent years, we have seen a development in which attempts are made to make the transfer between different vehicles as smooth as possible, for example with a standard removable and stackable mini-container. This could significantly improve the handling, as you can go from handling load carriers rather than many small packages.

Purpose: To assess the introduction and performance of light electric freight vehicles (LEFVs), more specifically cargo cycles in major 3PL organizations in at least two Nordic countries. Design/methodology/approach: Case studies. Interviews. Company data on performance before as well as after the introduction. Study of differing business models as well as operational setups. Findings: The results from the studied cases show that LEFVs can compete with conventional vans in last mile delivery operations of e-commerce parcels. We account for when this might be the case, during which circumstances and why. Research limitations/implications: Inherent limitations of the case study approach, specifically on generalization. Future research to include more public–private partnership and multi-actor approach for scalability. Practical implications: Adding to knowledge on the public sector facilitation necessary to succeed with implementation and identifying cases in which LEFVs might offer efficiency gains over more traditional delivery vehicles. Originality/value: One novelty is the access to detailed data from before the implementation of new vehicles and the data after the implementation. A fair comparison is made possible by the operational structure, area of delivery, number of customers, customer density, type of packages, and to some extent, the number of packages being quite similar. Additionally, we provide data showing how city hubs can allow cargo cycles to work synergistically with delivery vans. This is valuable information for organizations thinking of trying LEFVs in operations as well as municipalities/local authorities that are interested.

This paper presents a model-based approach to road traffic safety developed within the EU funded project IN-SAFETY. Several existing models, both micro- and macro-models, will be adapted and used to assess safety related effects of ITS measures. Examples of such measures include but are not limited to ADAS and IVIS. While the micro-models will determine the individual vehicles' safety related behaviour, the macro-models will find out about the network wide aspects. Various models will be extended to cope with the ITS measures envisaged and then applied to relevant safety critical conditions. Major input will be available from the different test sites of the project, which are spread to cover the most significant aspects within the EU road environment.

In this chapter, the application of macro and micro traffic simulation modelling for the needs of road safety assessment and planning is dealt. The overall concept of traffic simulation modelling regarding safety is presented, together with a series of macro and micro simulation models (namely RuTSim, S-Paramics, SATURN and VISSIM) that are widely used and have been specifically applied for the needs of IN-SAFETY project. ITS and ADAS related scenarios defined within IN-SAFETY, aiming to enhance the road safety level, have been tested through specially developed applications of these models and their results indicate the influence of the use of such technologies, as well as the effectiveness of the selected models in simulating and evaluating their effects. Future enhancement in the models will provide the possibility of further using them in the context of road safety and the involvement of innovative technologies.

This paper gives an overview of the Swedish trunk road system and present objectives, guidelines concerning capacity and level of service procedures to assess these issues in the feasibility and design procedure are also described.

An important goal in Sweden is investments and speed limit changes over a 10 year time scale to decrease the C02-exposure. The long term speed limit overview with the objective to require median barriers at speed limits over 80 kph with results so far is presented. By now over 50 % of the former traffic load over 80 kph is decreased to 80 kph. Some 2,700 km have been retrofitted to 2+1 median barrier roads with speed limit mainly 100 kph.

An overview is also given of the updated Swedish Highway Capacity Manual with new chapters especially on jam densities, entry lanes, weaving areas and traffic signals. Some interesting research projects are also briefly covered. These are 2+1 median barrier roads, capacities at motorway work zones, speed harmonisation with variable speed limits on motorways to increase capacity, ramp metering and Drive Me (autonomous driving full scale tests).

The first Swedish 2+1 median barrier road was opened in 1998. The concept was to retrofit the standard existing two-lane 13 m paved width cross-section at 90 and 110 kph posted speed limit without widening. This design has one continuous lane in each direction, a middle lane changing direction every one to three kilometres with a median barrier separating the two traffic directions. Today over 2 700 km 2+1 median barrier roads are opened for traffic. AADT’s vary from some 3 000 to 20 000 with an average just below 10 000 nowadays normally with 100 kph.

The concept has lately been enhanced also to cover the existing 9 m paved width cross-section. The design concept is the same from a driver’s viewpoint, one continuous lane in each direction with a middle lane changing direction and a separating median barrier. This is created by introducing a continuous median barrier and adding overtaking lanes within an overtaking strategy. The differences are the existence of 1+1-sections, less overtaking opportunities and a slightly more narrow cross-section. Some 15 projects are opened. The purpose of this paper is to summarize present knowledge on level-of-service issues as they are presented in Swedish design and assessment guidelines and to give an overview of field measurements and theoretical analytical and simulation studies supporting the recommendations.

Public transport is an important part of sustainable travel and should be accessible to all. For people with disabilities, it can be difficult to use public transport to the extent that is desirable, both for the individual and for society as a whole. The project therefore aimed to develop a solution for digital guidance in complex public transport environments. Such a solution has the potential to enable people with disabilities to live more independent and autonomous lives. It also improves the conditions for reduced use of the paratransit services and can therefore be more cost effective and reduce the environmental impact. 

The project has taken several steps towards this goal. This has been done through a better understanding of the needs of disabled people in a complex environment such as a travel centre. This includes the importance of clear navigation points, such as guidance paths and landmarks, for the visually impaired. People with cognitive disabilities need clear and predictable information to feel safe when travelling alone. Digital support systems and applications should be easy to use, personalised and effectively integrate information about different modes of transport. In addition, the project has shown that it is possible to adapt and develop an accessible routing engine and API, with future potential for advanced audio technology to assist the visually impaired. The project also investigated and identified barriers, such as the fact that GNSS/GPS-based guidance is not stable enough, especially in bad weather conditions, to effectively guide visually impaired people along routes at the Travel Centre. In addition, the physical paths in the Travel Centre are difficult to follow in bad weather, such as snowfall, making the guidance less effective. Finally, variations in location data, even with an improved GNSS signal, as well as limitations in the compass capabilities of mobile phones, present challenges in correctly guiding body movements.

The dissertation deals with the so-called Third-Party logistics Provider (TPLP) with the purpose of explaining strategic positions of the emerging TPLPs. The development of Third-Party Logistics (TPL) can be said to have occurred during the last 15 - 20 years and have created a new kind of service, i.e. the management and execution of logistics process. These services have created a new market and consequently a new type of service provider is emerging. These service providers predominantly originate from traditional offerings in the logistics area, e.g. transportation and warehousing activities. However, previous works on TPL have neglected the provider's situation especially by not explicitly recognizing the shifts from single activity services to comprehensive and coordinated multiple activity offerings and from a functional support orientation to a process approach.

Strategic positioning is an established perspective on strategy, but the use varies considerably. In this dissertation strategic positioning is connected to how TPLPs create value for their clients which links positioning to skills or capabilities. Furthermore, the position is regarded as a result of the fit between activities, resources and strategic positioning. This theoretical frame of reference, based on strategic positioning and value creation for service organizations, is new in the literature on TPL. The general methodological approach of the study is alternation between empirical findings and theoretical analyses in a stepwise pattern. Since the organizations studied had not been theoretically analyzed before, empirical observations were instrumental in describing the novel phenomena. The empirical foundation of the dissertation is two studies executed during 1996-7 and 1998-9. The first study contains 21 Australian, European, and North-American TPLPs. The second study is based on 53 European TPL buyers. Both studies used a combination of questionnaires and interviews for collecting data of both quantitative and qualitative character. The empirical analysis is best described as a qualitative approach supported by statistical techniques whenever possible.

The dissertation presents a comprehensive empirical description of the current status and anticipated change of both the TPLPs and their customers. The main contribution of this dissertation is however: tools for describing TPLPs, a model of the value system that connects providers and buyers of TPL, and a position model for TPLPs.

The purpose of the study is to: 1. develop a model for studying the strategies of third-party providers, and 2. preparing empirically supported hypotheses regarding the TPL providers strategies. Empirical data has been gathered from 21 Australian, European, and North- American targeted TPL providers, all recognized as large, innovative or influential industry representatives.

The thesis propose an empirically supported model for studying positions or for positioning of TPL providers, based on both served markets and internal industry variables. Further, the TPL providers expected development, the values delivered to clients, and activity and capability for supply chain integration are explored.

The results of the study indicate that the TPL providers in general have similar strategies, and expect to develop in similar ways. The main values provided to clients are Cost and the possibility to Focus on Core, and the main mechanisms for creating that value are Operative Competence and Systems Development.

Den här rapporten är en del i ett forskningsprojekt där vi studerar det svenska anslutningsresandet. Här beskrivs anslutningsresor med data från svenska nationella resvaneundersökningen. Ungefär 35 procent av alla långväga (mer än 10 mil) resor sker med ett färdmedel som förutsätter en resa till en station eller flygplats. De flesta långväga resor har en mycket enkel struktur med korta anslutningsresor till huvudfärdmedlet. Det är ovanligt med fler färdmedel under en resa förutom huvudfärdmedel, anslutande och avslutande färdmedel. Anslutningsfärdmedel och huvudfärdmedel är enkelt identifierbara i data. Det råder också en stor symmetri mellan utresa och återresa avseende både huvudfärdmedel och färdmedel för anslutningsresa. För flygresor utgör anslutningsresan ofta under 10 % av resans totala längd men 30% till över 50 % av reseuppoffringen. Anslutningsresan utgör således en signifikant del av den totala reseuppoffringen både i tid och pengar för flyg medan restiden och biljettkostnaden för tåg är en mer komplett beskrivning av hela resan. Resor med tåg startar och slutar ofta i stadsmiljö med närhet till många målpunkter och relativt stort utbud av kollektivtrafik. Det råder därmed en asymmetri i beskrivningen av reseuppoffringen mellan flyg och tåg när man inte tar hänsyn till anslutningsresan.

Roundabouts have become a more common type of intersection in Sweden over the last 30 years. In order to evaluate the roundabout level-of-service both analytical models and simulation models are being used. Analytical traffic models for intersections, such as the Swedish capacity model Capcal, has difficulties estimating the level-of-service of a roundabout if there are pedestrians and cyclists at crossings located close to the roundabout. It is well known that a crossing located after a roundabout exit can cause an up-stream blocking effect that affects the performance of the roundabout. But how the upstream blocking effect depends on the different flows of vehicles and pedestrians is not known. In this paper an existing analytical model by Rodegerdts and Blackwelder has been investigated and compared to simulations in VISSIM and measurements from Swedish roundabouts. The purpose of this investigation is to examine if the model by Rodegerdts and Blackwelder is suitable for implementing into existing analytical models such as Capcal. The results show that the model by Rodegerdts and Blackwelder can estimate if a capacity loss will occur, but the magnitude of this loss is more difficult to evaluate. The conclusion and recommendation is that the model by Rodegerdts and Blackwelder should be implemented into the Swedish capacity model Capcal. The model by Rodegerdts and Blackwelder is to be used as a warning system if the results in Capcal are too uncertain to use for analysis of the roundabout performance.

The national model for freight transportation in Sweden is called Samgods. The purpose of the model is to provide a tool for forecasting and planning of the transport system. Samgods can be used in policy analysis such as studying the effects of a tax change or a change in transport regulation etc. The aim of this report is to give an overview of how the Swedish transport and logistics system is represented in the Samgods model. Samgods consists of several parts, where the logistics module is the core of the model system. This report describes the setup data needed to run version 1.1 of the Samgods model.

The 35 commodity groups used in the model are based on the 24 groups in the European NST/R- nomenclature. Some commodities are further divided due to their importance for Swedish freight transport and varying logistic properties. Transport demand is described with commodity specific demand matrices for 464 administrative zones inside and outside Sweden. The commodity specific P, C or W zones are split into sub-cells that include firms. The method used to generate the firm to firm flows is to divide the firms at the origin zone and destination zone into three categories according to size.

A range of vehicle and vessel types are used to reflect scale advantages in transporting operations, including loading and unloading. The Samgods model uses six vehicle types for road, 10 for rail, 22 for sea and one for air. In total, 98 pre-defined transport chains are used.

Infrastructure networks are used to generate the level of service (LOS)-matrix data for each vehicle/vessel type providing transport time and, distance and network related infrastructure charges. The logistics costs consist of transport costs (vehicle type specific link costs and node costs) and non-transport costs (commodity specific order costs, storage costs and capital costs in inventory as well as capital costs in transit). For each commodity it is assumed that either the overall logistics costs are optimized or the transport costs are minimized. The model generates a huge amount of output at different levels. All the output files generated are described in the last chapter of this report.

Trafikverkets hastighetsflödessamband (VQ-samband) redovisar reshastighet på väglänkar för fordonstyperna personbil (pb), lastbil/buss utan släp (lbu) och lastbilar med släp (lbs) som funktion av totalt trafikflöde. VQ-sambanden delas in i olika klasser baserat på vägtyp, hastighetsgräns etc. och sambanden uppdateras kontinuerligt (vanligtvis i fyraårsintervaller) baserat på nya mätdata.

Vid den senaste revideringen (2017) visade det sig vara svårt att utifrån tillgänglig information i Nationella vägdatabasen (NVDB) bestämma lämplig VQ-klass. Detta eftersom data i NVDB huvudsak beskriver hur vägen ser ut och inte hur den fungerar ur ett trafikföringsperspektiv. För vissa vägtyper är den nuvarande klassindelningen inte längre lämplig. Exempelvis, för tvåfältsvägar tillämpar Trafikverket idag en uppdelning baserat på vägbredd, men skillnaden i hastighet mellan olika vägbredder verkar mer troligt bero på vilken typ av trafik (kortväga/långväga) som trafikerar breda respektive normalbreda vägar.

Syftet med detta uppdrag var att genomföra en genomlysning av nuvarande indelning av vägklasser och föreslå en ny vägklassindelning för tvåfältsvägar. I nuläget tillämpas följande förklaringsvariabler för hastighetssamband på tvåfältsvägar:

• Hastighetsgräns
• Vägbredd
• Siktklass

Först genomfördes en översyn av lämpliga datakällor att inkludera vid bedömning av lämpliga förklaringsvariabler. Vid den senaste revideringen av VQ-sambanden tillämpades enbart data från Trafikverkets trafikmätningssystem (TMS) som synkats mot NVDB. Kompletterande mätningar i form av Trafikverkets mätningar för beräkning av hastighetsindex samt synkning mot databasen Pavement Management Systems (PMSv3) bör kunna tillföra relevant information.

Baserat på erfarenhet och tillgängliga datakällor, gjordes en översyn av vilka faktorer som antas påverka trafikföringen på tvåfältsvägar. En bruttolista med faktorer identifierades, vilka senare användes som grund för att skapa en enkät som distribuerades till en referensgrupp, beståendes av sakkunniga inom branschen. Referensgruppen bedömde vilka faktorer som ansågs påverka trafikföringen på tvåfältsvägar i störst utsträckning, samt bidrog med direkta förslag till lämpliga förklaringsvariabler.Baserat på resultaten från enkätundersökningen identifierades ett antal förslag på lämpliga förklaringsvariabler, samt hur de skulle kunna extraheras från tillgängliga data. Följande förklaringsvariabler föreslås för hastighetsflödessamband på tvåfältsvägar:

• Hastighetsgräns
• Linjeföring
• Trafiktyp
• Vägutformning
• Trafiksammansättning

Förslagsvis utvärderas ett antal givna kombinationer av dessa förklaringsvariabler baserat på spridningen i datamaterialet för den aktuella grupperingen av förklaringsvariabler. Regressionsanalys kan tillämpas för att bedöma lämplig gruppering.

The part of road E20 between Ribbingsberg and Vara in Sweden will be converted from a two-lane rural road with speed limit 80 kilometers per hour into an oncoming separated highway with speed limit 100 kilometer per hour. The suggested design of the oncoming separated highway includes sections of 1+1 and 2+2 lanes with varying lengths between 1.6 and 3.2 kilometers. Due to the current high level of traffic demand in combination with high levels of trucks, the traffic performance at the suggested design could be questioned. In order to evaluate traffic performance, a traffic simulation study has been performed for the peak hour during a typical weekday. The study includes three different scenarios of traffic demand, representing levels of year 2015, 2025 and 2045. Simulations are performed using the microscopic simulation model RuTSim (Rural road Traffic Simulator), developed by VTI and customized for rural traffic. The model is calibrated using measurements from the actual road stretch in combination with data from the adjacent oncoming separated highway with speed limit 100 kilometers per hour between Vara and Skara. Simulation of year 2045 generates average speed for cars of 94 kilometers per hour. Sensitivity analysis of limited overtaking willingness results in average speed as minimum 92 kilometers per hour.

This means that the traffic performance fulfills the condition according to Trafikverkets former requirement that the average speed for cars should not be less than 10 kilometers per hour below the speed limit (100 kilometer per hour). The share of constrained vehicles also supports the conclusion of a design with satisfying traffic performance. It should though be mentioned that the lengths of the twolane segments within the suggested design exceeds the recommendations according to Trafikverket

The traffic performance at oncoming lane separated highways with alternating dedicated overtaking lanes (so called 2+1 roads), is dependent on the share of two lane segments (also known as the share of overtaking length). In order to maximize utilization and traffic performance, the configuration of the overtaking lanes should be designed to avoid congestion and delays. Short overtaking lanes implies limited time of queue discharge, but gives frequently recurring possibilities to overtake. Increased lengths of overtaking lanes imply the possibility to overtake several vehicles per overtaking lane, but increases the risk of catching up slower vehicles since the configuration also results in increased lengths of one lane segments.

This report presents a traffic simulation study of how different configurations affects the throughput at 2+1 roads. The results indicate that overtaking lanes between 1 050 and 1 400 meters result in shortest travel time. However, the differences are small (~0.4 seconds/km) and not statistically significant. Thus, the benefit of optimizing the configuration in terms of throughput could be questioned. Based on the results, it becomes reasonable to question the concept of designing 2+1 roads with long overtaking lengths (which corresponds to the recommendations from the Swedish Transport Administration (Trafikverket)). The major risk of catching up a slower vehicle at the one lane segments obviously affects the travel time.

Shared micro-mobility services offer a sustainable alternative to cars for short trips and as feeders to public transport in cities. However, in several areas, there are concerns with the safety performance of the users of such services. This results in negative feedback from the public, especially for e-scooters, and the service providers also may be required to pay high insurance premiums to compensate for such safety and security challenges. It is, therefore, imperative from the perspective of all stakeholders to develop new solutions to improve the safety performance of the users of such modes.

The main research question targeted in this prestudy is how to assess the safety performance of a trip using a shared micromobility mode. The process attempted in this prestudy is performing a comprehensive review of the literature and the state-of-the-art and adopting a multi-disciplinary approach with experts from industry and research institutes to identify the research gaps and identify a practical and structured approach to address them. Consequently, an attempt has been made to develop a methodology and identify future research projects that shall help to achieve the end goal.

Three important research directions have been identified: risk quantification, detection of unsafe action, and ride (or rider) classification – which can constitute different work packages for one or more future research projects.

Microsimulation is traditionally used to evaluate the traffic efficiency of the whole traffic stream for various infrastructure designs, traffic control, or ITS support, for regular traffic conditions. However, a potential future use is to also use it to evaluate the efficiency of emergency response services, that is emergency response times, for various traffic conditions or with or without various C-ITS support. Accurate microscopic simulation of the interaction of emergency vehicles (EVs) and the surrounding traffic would also allow to construct macroscopic relationships for the delays experienced by EVs in various traffic conditions. Such macroscopic relations, in combination with data, either estimates based on historic data or direct real time data, on the current traffic conditions, could be used as a decision support tool to assist in route choice for EVs.

Microsimulation of the relevant interactions to evaluate emergency response efficiency requires modeling both the behavior of the EV and the reactions to the EV of its surrounding traffic. A more direct use of such modeling is using these models to improve the behavior of surrounding traffic in driving simulators where emergency drivers can train and their behavior be studied.

A problem with constructing models of the traffic surrounding EVs is that the usual data sources for microscopic modeling, that is trajectories from fixed cameras at heavily trafficked roads are very scarce in occurrences of EVs. Thus, driving simulator studies are an attractive data source for such modeling, since all details of the conditions for the interaction can be controlled and all aspects of the behavior of the experiment participant can be recorded. The purpose of the present study is to constitute a proof of concept that Driving Simulator Experiment (DSE) data can be used as basis for developing microscopic models of traffic surrounding EVs.

With the deployment of cooperative intelligent transportation systems (C-ITSs), the telecommunication systems and their performance occupy a key position in ensuring safe, robust, and resilient services to the end-users. Regardless of the adopted protocol, adequate road network coverage might affect the service performance, in terms of traffic and environmental efficiency. In this study, we analyze the traffic efficiency and emission pollutant sensitivity to the location of ad hoc network antennas when the C-ITS services disseminate dynamic messages to control the speed limit and ensure sustainable mobility. We design the experimentation with short-range communication resulting from an ad hoc network and requiring Roadside Units (RSUs) along the road to broadcast messages within their communication range to the end-user. The performance variability according to the RSUs’ location and effective road network coverage are highlighted through our microscopic simulation-based experimentations. This paper develops a sensitivity analysis to evaluate the impact of the network mesh according to the C-ITS service under consideration. Focus is placed on the variable speed limit (VSL) service, controlling upstream speed to restrict congestion and ensure more sustainable mobility. The results show that, while the traffic efficiency improves even at a low market penetration rate (MPR) of the connected vehicles, the environmental efficiency improves only at a high MPR. From the telecommunication perspective, an expansive broadcast strategy appears to be more effective than the conservative approach.

Shared micro-mobility services offer a sustainable alternative to cars for short trips in cities. However, there have been reports of safety concerns regarding the performance of the users of such services. This results in a negative public impression, especially for e-scooters, limits the adoption rate and incurs extra costs to compensate for such safety and security challenges. It is, therefore, imperative from the perspective of all stakeholders to develop new methods, including digital solutions, to improve the safety performance of the users of such modes. The first step is to quantify and monitor this safety, for example, by analyzing the accident statistics. However, there are practical challenges associated with the comprehensiveness and extent of available accident databases. Thus, alternative measures, such as monitoring near misses using different surrogate safety metrics, have gained popularity in recent years. Nevertheless, there is still a lack of consensus on how to define and extract such metrics in the first place, and use them to derive the overall safety performances, especially on route-level.

The main research question targeted in this study is how to assess the safety performance of an entire trip using a shared micromobility mode. This requires an extensive review of literature in the state of the art, discussions with experts from different backgrounds, and identifying future research scope to be able to address the research question.

The purpose of this paper is to investigatethe role of hauliers in the literature dealing with decarbonizing road freight transport, especially with focus on electrification. The literature review was guided by the following research question: How have road hauliers’ and related logistics actors’ perspectives been included in literature when it comes to freight transport electrification?

In our understanding, hauliers as a group of actors can be described as the core of the road freight transport system as they both perform the physical transport and own transport resources, i.e. vehicles. The majority of hauliers are small companies owning a few trucks and often serve as subcontractors to larger freight forwarders or logistics service providers (LSPs). In literature, the term LSP or freight forwarder sometimes includes hauliers and no clear distinction is made between them. In this paper, we will make this distinction and focus on the haulier’s dedicated role in the transport system, which is physical transport and vehicle ownership. It is the definition of the haulier’s role rather than the term “haulier” itself that forms the basis for how we conducted our literature search.

För att bli ett av världens första fossilfria välfärdsländer behöver Sverige ställa om till ett fossilfritt godstransportsystem. Växthusgasutsläppen från den inrikes transportsektorn står för ungefär en tredjedel av de samlade växthusgasutsläppen varav vägtrafiken står för den klart största andelen. 

Det kommer att krävas många olika åtgärder för att lyckas med omställningen, och för vägtrafiken anses elektrifieringen vara en viktig del av lösningen. Inom godstrafiken är det framför allt lättare lastbilar som hittills elektrifierats. Även för tyngre godstransporter har tilltron på elektrifiering, särskilt med batteridrift, ökat de senaste åren. Utöver batteridrift diskuteras andra sätt att elektrifiera godstransporter, såsom elvägar och vätgas, även om fokus i denna studie är batteridrivna fordon.  

För att kunna följa utvecklingen och veta hur väl Sverige når de transportpolitiska målen avseende utsläppen från inrikes transporter är det viktigt att det finns dataunderlag kring elektrifieringens framväxt, exempelvis hur många elfordon som sätts på marknaden och hur de används. Denna dataunderbyggda kunskap är även viktig för planerare på kommuner och myndigheter så att man kan ta höjd för investeringar i nödvändig infrastruktur. Kunskap kring exempelvis antal laddstationer och var dessa finns är därtill viktig för de som använder elfordon för att kunna planera sina transporter. I dagsläget finns en hel del data för personbilar och allt fler tjänster för att stötta privatpersoner. På godstransportsidan är det mindre tydligt hur och var man som planerare eller logistikaktör ska leta efter underlag för att underlätta för sitt beslutsfattande. 

Syftet med denna studie är att inventera befintliga datakällor som kan vara till nytta för att beskriva och analysera framväxten av elektrifierade godstransporter i Sverige. Följande forskningsfrågor är av intresse:  

• Vilken statistik finns tillgängligt och vilken data innehåller statistiken?
• Hur kan statistiken användas för att beskriva den framväxande elektrifieringen av godstransportsystemet?
• Vilka brister och möjligheter finns i den befintliga statistiken? 

Syftet med föreliggande handbok är att beskriva hur trafiksimulering kananvändas som en alternativ metod eller komplement till analytiska metoderför att bestämma kapacitet och framkomlighet. Liksom metodbeskrivningarnai TRV2013/64343 är beskrivningarna avsedda att kunna användas för att medhjälp av trafiksimulering uppskatta effekterna av en given utformning isamband med planering, konsekvensanalys, projektering och drift avvägtrafikanläggningar. Simulering kan användas som ett komplement till deanalytiska metoderna, eller som ersättning i fall som inte täcks av dessametoder. Härigenom minskas risken för onödiga kostnader förorsakade avsåväl över- som underkapacitet.

With climate change, weather has emerged as an important theme in transport research and planning. Although recent studies demonstrate profound weather effects on mobility in single case study areas, international cross-comparisons are required to reveal how effects differ between cities with different transport and climate regimes. This paper provides an international cross-comparison of the simultaneous effects of weather on destination choices, distances, trip chaining, and transport modes in the urban regions of Utrecht (Netherlands), Oslo and Stavanger (Norway), and Stockholm (Sweden). Hereto, regional subsamples of national travel survey data were linked to meteorological records for the three respective countries and analysed in generalised Structural Equation Models. Our findings generally indicate that light, calm, dry and warm atmospheric conditions may positively affect cycling and the selection of outdoor leisure destinations, while cold and to a lesser extent wet and windy weather conditions reduce cycling and enhance car use and travel optimising strategies like trip chaining, to reduce weather exposures. A positive effect of air temperature on cycling flattens out above 20–25 °C in most of our study areas, but hot weather does not seem to reduce cycling strongly. However, our findings also show considerable regional differences in the effects of weather on mobility. Both general effects and differences are interpreted in relation to geographical context, transport and land use, climate conditions, cultures, habits and adaptations and are discussed to formulate policies to mitigate active transport mode users’ exposures to adverse weather and make walking and cycling (even more) year-round modes.

Time-of-day dependent cordon-based congestion charging systems were introduced in Stockholm in 2006, and in Gothenburg in 2013. The Stockholm system was significantly extended in 2016, and the peak charge has been increased in the two cities. This paper analyses the effects of the first decade with the Swedish congestion charges, specifically effects of the system updates, and draws policy lessons for the years to come. Should we introduce congestion charges in more cities? Should we extend the systems that we have? We synthesize previous research findings and focus on the long-term effects that have varied over time including the recent years: the price elasticities on the traffic volume across the cordon, the revenue and system operating cost, the public and political support, and consequences for the transport planning process. We also explore the effects on peak and off-peak, and different types of traffic (trucks, company cars and private passenger cars), because of access to novel data that make this analysis possible. We find that the price elasticities have increased over time in Stockholm, but decreased in Gothenburg. We find that the public support increased in the two cities after their introduction until the systems were revised; since then, the public support has declined in both cities. We find that the price elasticity was substantially lower when the charging levels were increased, and when the Stockholm system was extended, than when the charges were first introduced, a likely reason being that the most price-sensitive traffic was already priced off-the road at the introduction.

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

This paper describes the implementation of a model of a driver into a computerised numerical simulation. The model is developed to capture the essential characteristics and common aspects of cognition and behaviour of a human being in control of a “vehicle” in different surface transport systems, namely trains, cars and ships. The main functions of the simulation are discussed as well as the experiments carried out in different types of driving simulators to support the estimation of the parameters utilised in the numerical simulation. The validation processes carried out in the rail and maritime domains are also discussed together with a critical review of capacities and limitations of the proposed approach.

Idag är det i våra städer allt fler som rör sig på gatorna och olika trafikslag och trafikanter skall samsas om det utrymme som finns. För att få en hållbar trafiksituation är det viktigt att trafikflödet fungerar. Om inte trafikflödet fördelas jämnt under dagen uppstår så kallad peaktrafik. Morgonpeaken (7.30-8) orsakar ofta irritation och förseningar. För att möta efterfrågan på bussar under en kort tidsperiod på morgonen måste många ledbussar användas. Att använda bussar som inte motsvarar efterfrågan under hela dagen leder till att de flesta bussar går tomma under dagtid, vilket inte är bra ur ett hållbarhetsperspektiv. Alternativt står de stora bussarna dagtid och istället används mindre bussar som motsvarar det faktiska antalet passagerare. Oavsett vilket alternativ som används leder det till högre kostnader för kollektivtrafiken och följaktligen till högre CO2-utsläpp. Konsekvenserna av peaktrafik påverkar flertalet aktörer men speciellt regionala kollektivtrafikmyndigheter och trafikoperatörerna, när det gäller högre kostnader, och även resenärerna när det gäller förseningar och utsläpp. Därför är det av intresse att studera hur peaktoppar kan kapas för att få en mer hållbar trafiksituation. Redan 2019 granskade Sveriges Kommuner och Landsting ett antal lösningar för att kapa topparna och få ett jämnare trafikflöde för att uppnå en hållbar trafiksituation. Denna studie fokuserar på ett av dessa förslag nämligen att modifiera skolstartstider. 

I föreliggande studie har data samlats in via intervjuer och enkäter. Intervjuer har genomförts med rektorer eller motsvarande på 16 olika skolor i tre regioner. Syftet med intervjuerna var att identifiera eventuella hinder eller möjligheter med att skjuta upp skolstartstiderna. Enkäter har skickats ut till elever för att få kunskap om hur de ser på senareläggning av skolstartstiderna. 

Studien identifierade tre huvudsakliga hinder för att skjuta upp skolstartstiderna, (i) tillgång till lokaler, (ii) lärares arbetstider och (iii) elevers fritidsaktiviteter på kvällarna. En identifierad möjlighet är att elever önskar senare starttider pga morgontrötthet. Rektorerna menar även att kollektivtrafiken begränsar möjligheten att reglera skolstartstider. Det är ett omvänt resultat som belyser behovet av ökad kommunikation mellan regionerna och skolorna. Resultaten kan ligga till grund för framtida beslut om senareläggning av skolstartstider.

The purpose of this study is to deepen the understanding of what are the underlying reasons for the increasing cost of public transport in general and bus services in particular in a Swedish context. Data were collected through in-depth interviews with managers at the bus operators as well as the authority organizations. This paper contributes by identifying nine categories that can be the dominating factors behind the increasing costs of public bus services in Sweden.

The identified categories of cost drivers are; of traffic appearance (peak times), greening of buses, age requirements, the contract period, the accessibility customization, special requirements on buses, collective agreements (working time regulation), tendering and contracting process, and finally, counterproductive political governance. It can be concluded that many of the cost drivers originate from the circumstances of the process of public procurement, such as different demands for different regions in Sweden as well as the trade-off between the bus operators' wishes for higher flexibility in the contracts and the traffic authorities' fear of more risks and thereby higher bids in the end.