TØI Vitenarkiv
Not a member yet
668 research outputs found
Sort by
The Revealed Preference for Battery Electric Vehicle Range
Get PDFFridstrøm, Lasse, and Vegard Østli. 2022. “The Revealed Preference for Battery Electric Vehicle Range.” Findings, January. https://doi.org/10.32866/001c.31635.
Authors must agree that the following will be binding upon article acceptance when submitting a manuscript to a Findings sections for consideration:
I hereby grant to the journal the nonexclusive, royalty-free right to distribute, display, and archive this work in a digital and/or print format during the full term of copyright. I warrant that I have the copyright to make this grant to the journal unencumbered and complete. Authors are responsible for obtaining permission to reproduce copyrighted material from other sources. Following publication, the author’s rights will be protected under Creative Commons License Attribution-Share Alike 4.0 International license CC BY-SA 4.0.Exploiting a disaggregate discrete choice model of automobile purchase, we reveal the willingness-to-pay for extended all-electric range in battery and plug-in hybrid electric cars in Norway. We find diminishing returns to range. By integration under the marginal willingness-to-pay curve, we calculate and plot the value of 100 km extended range. From an initial range of 150 km, the revealed willingness-to-pay for 100 km longer range in a battery electric vehicle is around € 24000. When starting from an initial range of 500 km, the value of another 100 km range drops to around € 5100.publishedVersio
External communication of automated shuttles: Results, experiences, and lessons learned from three European long-term research projects
Get PDFThis is an open-access
article distributed under the terms of the
Creative Commons Attribution License
(CC BY). The use, distribution or
reproduction in other forums is
permitted, provided the original
author(s) and the copyright owner(s) are
credited and that the original
publication in this journal is cited, in
accordance with accepted academic
practice. No use, distribution or
reproduction is permitted which does
not comply with these terms.Automated shuttles are already seeing deployment in many places across the world and have the potential to transform public mobility to be safer and more accessible. During the current transition phase from fully manual vehicles toward higher degrees of automation and resulting mixed traffic, there is a heightened need for additional communication or external indicators to comprehend automated vehicle actions for other road users. In this work, we present and discuss the results from seven studies (three preparatory and four main studies) conducted in three European countries aimed at investigating and providing a variety of such external communication solutions to facilitate the exchange of information between automated shuttles and other motorized and non-motorized road users.External communication of automated shuttles: Results, experiences, and lessons learned from three European long-term research projectspublishedVersio
Self-imposed social isolation among clients of social care organisations in the COVID-19 pandemic
Get PDFTor-Olav Nævestad, Kati Orru, Kristi Nero, Abriel Schieffelers, Alexandra Olson, Johanna Ludvigsen, Merja Airola, Lucia Savadori, Marco Krüger, Friedrich Gabel, Ingeborg Hesjevoll, Self-imposed social isolation among clients of social care organisations in the COVID-19 pandemic, International Journal of Disaster Risk Reduction, Volume 82, 2022, 103360, ISSN 2212-4209, https://doi.org/10.1016/j.ijdrr.2022.103360 (https://www.sciencedirect.com/science/article/pii/S2212420922005799)Although self-imposed social isolation is an important way of reducing the risk of COVID-19 infection, previous research indicates that this behaviour varies substantially between different groups and individuals. Socially marginalized people are generally less involved in protective health behaviours, but there are few studies of their COVID-19 protective behaviours. The aims of the paper are therefore to: 1) compare self-imposed social isolation to avoid COVID-19 among socially marginalized groups, and to 2) examine factors influencing this, focusing especially on the role of social capital, risk awareness and sources of information about COVID-19. The study is based on survey data (N = 173) from people who are clients of social care organisations in Estonia, Norway, Hungary and Portugal. The sample involves clients living: a) in their homes, b) in facilities, and c) on the street or under temporary arrangements. Results indicate that the level of social isolation among the marginalized groups is comparable to that of the general population in previous studies. As hypothesized, we find that respondents living on the street or under temporary arrangements engage in less self-imposed social isolation than e.g. the respondents living in their homes. We also find lower levels of risk awareness, social capital and trust in authorities' information about COVID-19 among people living on the street or under temporary arrangements. Only linking social capital and trust in authorities' information was significantly related to respondents’ social isolation and not worry for COVID-19 infection. Thus, it seems that respondents largely self-isolated because of “duty” and not worry for infection.publishedVersio
Unfavorable transit planning: Lack of knowledge, lack of collaboration, or political conflicts? A case study of two Norwegian cities aiming to increase transit competitiveness
No full textPublished by Elsevier Ltd. This is an open access article under the CC BY license (http://creativecommons.org/licenses/by/4.0/).The purpose of this paper is to reveal possible reasons for unfavorable decisions in transit planning that weaken the possibility of increasing u-ansit competitiveness versus the plivate car. The paper is based upon a qualitative case study of two N01wegian cities that have initiated projects to increase u-ansit competitiveness versus the private car. lnte1views and document studies have been conducted and interpreted using existing theories and case studies to determine possible reasons for decisions that are unfavorable for transit competitiveness. In this paper, it is concluded that conflicting politics is the main reason for unfavorable decisions in transit planning. Though the planning practitioners in the transit projects make effort to communicate to the politicians how the conflicting politics are limiting the possibility to increase transit competitiveness versus the private car, this effon has little effect. It is suggested in this work that the role of the urban planner should be extended to not only inform but also awaken a need for more knowledge among politicians and decisionmakers to help prevent unfavorable decisions being made within transit, and urban planning.Unfavorable transit planning: Lack of knowledge, lack of collaboration, or political conflicts? A case study of two Norwegian cities aiming to increase transit competitivenesspublishedVersio
Fixed Capital Estimation: Utilization of Macro Data to Account for Capital Heterogeneity at Firm Level
No full textReliable figures for fixed capital are crucial for studies of production and costs characteristics, but they are often unavailable in firm data. In this paper, we demonstrate how macroeconomic data sources may be exploited to account for heterogeneity in fixed capital estimation with firm data. To address the impact of fixed capital heterogeneity, we estimate fixed capital by perpetual inventory method and book adjustments, both applying aggregate and disaggregate capital deflators and depreciation rates. Our capital estimations suggest that use of aggregate capital deflators, aggregate capital depreciation rates and direct measurement rather than the perpetual inventory model implies a misjudgment of capital composition and an underestimation of aggregate capital value over time. Many of the differences between the perpetual inventory model and direct measurement are less prevalent, when capital services are applied as capital measure rather than capital stock.Fixed Capital Estimation: Utilization of Macro Data to Account for Capital Heterogeneity at Firm Leve
How can non-elected representatives secure democratic representation?
Get PDFResearch on the democratic legitimacy of non-elected actors influencing policy while acting as representatives is often lacking in governance literature, despite being increasingly relevant worldwide. Recent theories of representation argue that there are non-electoral mechanisms to appoint such non-elected representatives and hold them responsible for their actions. Consequently, democratic non-electoral representation can be achieved. Through empirical analysis, this article explores democratic non-electoral representation in governance networks by comparing how non-elected representatives, their constituents and the decision-making audience understand the outcome of representation to benefit the constituency, authorisation and accountability. The research findings conclude that all three groups mostly share the understanding of democratic non-electoral representation as ongoing interactions between representatives and constituents, multiple (if any) organisational and discursive sources of authorisation and deliberative aspects of accountability. All of these are non-electoral mechanisms that secure democratic representation. These findings make an important contribution to the literature on non-electoral representation in policymaking.publishedVersio
Tram to Pedestrian Collisions—Priorities and Potentials
Get PDFTo improve mobility in cities in line with environmental goals, in urban traffic, trams represent an increasingly important means of transport. Due to the close interaction with other road users, this makes collisions with trams fairly frequent. This study has investigated accidents between trams and vulnerable road users resulting in personal injury, aimed at identifying priorities for simulating collisions between trams and pedestrians to assess passive safety measures. Tram accident data collection established throughout Europe from multiple sources and with varying degree of details, have been combined and analysed. These analyses comprise risk assessments per km-driven and general tram accident partner and site type evaluations, with more detailed analyses on accident site distance to the closest tram stop and injured body regions, respectively. In total, 7,535 tram-pedestrian accident resulting in 8,802 pedestrian injuries, collected in the year 2000–2021, was analysed. Accident risk ranges from 0.934 accidents per number of tram (million) km-driven, for slight injuries to 0.063 for fatal injuries. Pedestrians represent a large proportion of tram accident collision partners, especially for severe and fatal accidents. In accidents between trams and pedestrians, 3% of reported injuries are fatal, 23% severe and 74% minor. Generally, low-speed accidents close to tram stops often leading to minor injuries were observed to be of significant importance (<20m to the GPS location of a stop). Analysis of accidents was done bases on gender of the pedestrian showing overall similar involvements in accident with slight difference for various age groups and sites. Regardless of injury severity, the most frequently injured body region in accidents involving a tram is the head. Likewise, injuries sustained to the thorax, especially for higher injury severities are of high relevance, followed by injuries to the lower extremities. Based on this study, recommendations for developing reasonable tram-pedestrian accident scenarios for virtual testing can be derived for further optimisation of pedestrian safety of trams.publishedVersio
Walking distances to public transport in smaller and larger Norwegian cities
No full textAud Tennøy, Marianne Knapskog, Fitwi Wolday, Walking distances to public transport in smaller and larger Norwegian cities, Transportation Research Part D: Transport and Environment, Volume 103, 2022, 103169, ISSN 1361-9209, https://doi.org/10.1016/j.trd.2022.103169 (https://www.sciencedirect.com/science/article/pii/S1361920922000013)This paper contributes to the scarce empirical knowledge concerning distances and durations of walking trips to public transport in smaller cities and in European cities. Results show that walking trips to local public transport stops last 4.1–6.0 min (328–520 m), on average, in different cities, and walking trips to railway stations last 6.6–8.6 min (528–688 m). Walks are longer on the workplace side than on the home side of the journey. Walking distances to local public transport stops increase with city size. Short trips to stops increase the likelihood of using public transport for commutes. Survey results suggest that higher frequencies and direct connections are more important than shorter walks to stops to make more people commute by public transport in the smaller cities. The results may be relevant for smaller and larger cities aiming to improve public transport competitiveness versus the private car on commutes.publishedVersio
The effects of a subvention scheme for e-bikes on mode share and active mobility
Get PDFHanne Beate Sundfør, Aslak Fyhri, The effects of a subvention scheme for e-bikes on mode share and active mobility, Journal of Transport & Health, Volume 26, 2022, 101403, ISSN 2214-1405, https://doi.org/10.1016/j.jth.2022.101403 (https://www.sciencedirect.com/science/article/pii/S2214140522000755)Introduction Previous studies show substantial mode share effects from e-bikes. E-bike owners cycle more and drive less car than they would without access to an e-bike. Support schemes for e-bikes exist in a number of countries, but knowledge about the effect of subsidies on active transport is limited. The aim of this study is to assess the mode change and active mobility effects of a subvention scheme for e-bikes in Norway. Methods To boost the uptake of e-bikes, Oslo City Council introduced a subvention program (€500) for e-bike purchasers in 2016. Applicants answered to a web-survey at two time points, including a travel diary and questions about overall bicycle usage. In addition, a sub sample used an app to track all their transport activities for two following months (one period of time). Results The survey results from the trial group (N = 382) were compared with two control groups: one from an outside sample of individuals (N = 665) and one consisting of subvention receivers who had not yet purchased the e-bike (N = 214). The survey data shows that the cycling mode share for the trial group increased in the range of 17–22 per cent-points (depending on comparison group) after subsidised e-bike purchase, whereas the app data (comparing mode distribution according to the length of e-bike ownership) suggest a 5 to 14 per cent-point increase. For overall bicycle usage, the survey data shows a significant increase for the trial group in the range of 11.6–19.3 km, compared to the control groups. Conclusion The subvention led to a modal shift (i.e. more cycling) and more overall cycling activity. Our findings indicate that financial incentives may contribute to a boost in active transport, even when the subvention is of a simplistic kind that does not target specific population segments.publishedVersio