Vetenskapliga artiklar

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

A high quality railway service requires that all parts of the complete journey, from door to door, are well-functioning. This includes any transfers taking place, as well as last mile transportation to and from the railway station. Since the last mile often consists of local public transport, the access to this mode at stops and terminals and how well these are functioning are of great importance. A critical aspect is the capacity of the stop or the terminal in relation to the number of departures, where a higher capacity generally means an increase in size. At the same time it is desirable to limit the use of valuable land and keeping the facility as small as possible. The trade-off between capacity and size needs to be evaluated when designing stops and terminals.

In this study we have developed a discrete event simulation model of a combined bus and tram stop, which is a part of a larger multi-modal station. The objective of the study is to evaluate the modelling approach for the situation at hand. Of special interest are the complexities due to the different driving patterns of buses and trams. The developed model is capable of evaluating design alternatives and is applied in a case study of a stop at Norrköping railway station in southern Sweden. The model was found to realistically capture the various events occurring at such a stop and the case study further showed that the model is a useful tool in design evaluation.

It has been shown in previous research that regression modeling can be used in order to predict the number of bicycles registered by a bicycle counter. To improve the prediction accuracy, it has also been suggested that a long-term trend curve estimate can be incorporated in a regression problem formulation. A long-term trend curve estimate aims to capture those factors that are difficult, or even impossible, to explicitly model as input variables in the regression model. In the current paper, we present a regression-based approach for evaluating long-term trend curve estimates regarding their possibility to improve the regression prediction accuracy of bicycle counter data. We illustrate our approach by applying it on a time series recorded by a bicycle counter in Malmö, Sweden. For the considered data set, our experimental results indicate that a polynomial of degree two, which has been fitted to the time series, gives the best prediction.

In this paper, we introduce a new approach for collecting data for transport simulation models that is using on-line services in order to outsource parts of the modeling and computation of simulation models. We describe our approach of using on-line services as part of a simulation model and we present our experiences of applying the approach to a case study using the ASIMUT model, where the travelers between two neighbour cities in Southern Sweden are modeled. The results from our case study shows that the use of on-line services for data collection in transport simulation can bring advantages to the simulation model, for example, in terms of reduced needs for modeling of the transport system as well as computation inside the simulation model and improved access to the most recent information. We also noticed some limitations, such as the inability to access to information regarding the future such as timetables and no control over data provided by third-party services. However, we argue that there are solutions for each of the identified limitations, and therefore we believe that the suggested approach might provide a unique opportunity for future transportation simulation models.

We present a study, where we used regression in order to predict the number of bicycles registered by a bicycle counter (located in Malmö, Sweden). In particular, we compared two regression problems, differing only in their target variables (one using the absolute number of bicycles as target variable and the other one using the deviation from a long-term trend estimate of the expected number of bicycles as target variable). Our results show that using the trend curve deviation as target variable has potential to improve the prediction accuracy (compared to using the absolute number of bicycles as target variable). The results also show that support vector regression (using 2nd and 3rd degree polynomial kernels) and regression trees perform best for our problem.

Working systematically on gender mainstreaming in transport infrastructure entails implementing a gender perspective in all stages of decision-making, planning and execution. In light of the sustainability goals introduced through the UN’s 2030 Agenda for Sustainable Development, this chapter presents a model of how to address gender mainstreaming in transport planning in a more systematic way. Previous research has addressed the gender-equality goals in Sweden; now, we suggest how to explore the model in an international context. Our research is influenced by the fields of social impact assessment (SIA) and strategic environmental assessment (SEA), which we have combined into a model for integrating gender equality into transport planning. We call it gender impact assessment (GIA). The model has been developed over ten years of research into how gender-equality goals are implemented in transport planning. The model is objectives-led, goal-oriented, and adapted to planning practice.

We argue that an objectives-led approach to GIA could further develop transport planning with regard to gender mainstreaming. First, this approach to GIA could improve the outcomes of transport planning and second, this model of GIA would provide an assessment of whether or not various strategic actions are moving in the desired direction. This means that transport planners would be able to evaluate the fulfilment of the 2030 Agenda goals or national gender-equality goals. Third, GIA would establish assessment criteria to be used for testing the effects on gender equality of strategic actions of transport plans. Fourth and finally, this approach to GIA also highlights potential goal conflicts.

This study was aimed at comparing cyclists’ perceptions of comfort when in traffic and when online. Questions about comfort were structured according to three hierarchical levels, namely strategic (city level), tactical (frequent route level) and operational (survey spot level). The purpose is to understand how the cyclists’ perceptions of comfort at different levels vary between questionnaire administration methods. The results suggest that cyclists are more positive and optimistic about the cycling comfort when answering online questionnaires than when answering in-traffic questionnaires, but only when the questions refer to the operational level (at a more general level, their answers were not statistically different). Cycling planners and researchers could incorporate these findings in their data collection policies by selecting online approaches, which are generally less expensive than but equally effective as in-traffic approaches, when carrying out studies that concern the strategic and/or tactical levels of comfort.

Urban planning is, in many countries, increasingly becoming intertwined with local climate ambitions, investments in urban attractiveness and “smart city” innovation measures. In the intersection between these trends, urban experimentation has developed as a process where actors are granted action space to test innovations in a collaborative setting. One arena for urban experimentation is urban testbeds. Testbeds are sites of urban development, in which experimentation constitutes an integral part of planning and developing the area. This article introduces the notion of testbed planning as a way to conceptualize planning processes in delimited sites where planning is combined with processes of urban experimentation. We define testbed planning as a multi-actor, collaborative planning process in a delimited area, with the ambition to generate and disseminate learning while simultaneously developing the site. The aim of this article is to explore processes of testbed planning with regard to the role of urban planners. Using an institutional logics perspective we conceptualize planners as navigating between a public sector—and an experimental logic. The public sector logic constitutes the formal structure of “traditional” urban planning, and the experimental logic a collaborative and testing governance structure. Using examples from three Nordic municipalities, this article explores planning roles in experiments with autonomous buses in testbeds. The analysis shows that planners negotiate these logics in three different ways, combining and merging them, separating and moving between them or acting within a conflictual process where the public sector logic dominates.

This paper investigates how housing and public transport planning in Stockholm has been integrated during the past 20 years through multi-level collaboration. Drawing upon how Stockholm has been portrayed in the literature on transit-oriented development (TOD), that is, as a successful case of integrated land use, housing and public transport planning, this paper suggests that multi-level collaboration in Stockholm’s urban transformations has had its own challenges related to de-integration and reintegration. By including an exploration of the development of the metro system since the 1960s and onwards, the more recent processes of de-integration and reintegration emerge as endemic but often marginalised aspects of achieving TOD-like urban development. The paper contributes to previous studies by proposing three modalities of integration: (1) de-integration by agreement, (2) integration by collaboration, and (3) reintegration by intervention. These modes are not evaluative but should rather be used as a point of departure for future studies empirically investigating how integrated planning is achieved in contexts where transit-oriented development is contingent on multi-level collaboration.