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Cost-effective planning and abatement costs of battery electric passenger vessel services
No full textPublished by Elsevier Ltd. This is an open access article under the CC BY license (http://creativecommons.org/licenses/by/4.0/).This paper analyzes the energy replacement potential for high-speed passenger vessels. Emphasis is on whether better planning of services can mitigate technical and economic barriers to zero emission transport. A novel Mixed-Integer Programming problem for battery electric vessel services that jointly minimizes operator and passenger costs subject to strategic (fleet selection and land-based infrastructure location), tactical (frequency), and operational decisions (sailing pattern) is proposed. The planning problem is utilized to estimate technology replacement potential and associated costs for two existing services/routes in Norway and based on four hypothetical demand scenarios derived from the same two services. The results showcase that constraints related to battery range and charging limit the replacement potential and make energy conservation more pertinent. Abatement cost estimates range between 3 000 and 18 000 NOK per ton , placing them well above the social cost of carbon calculated at 2 000 NOK per ton by 2030.Cost-effective planning and abatement costs of battery electric passenger vessel servicespublishedVersio
Floating offshore wind and the real options to relocate
No full textThis is an open access article under the CC BY license (http://creativecommons.org/licenses/by/4.0/)Real options to relocate may improve the profitability of the floating offshore wind industry. Location and market switching can contribute to mitigating parts of the cost disadvantage of floating versus fixed-bottom offshore wind. The article derives optimal relocation strategies and real options values under uncertainty. Risk factors that may increase the value of relocation options include electricity prices, capacity factors, political uncertainty, collateral valuation, environmental issues and technological progress.Floating offshore wind and the real options to relocatepublishedVersio
Does age matter? Examining age-dependent differences in at-fault collisions after attending a refresher course for older drivers
Get PDFPublished by Elsevier Ltd. This is an open access article under the CC BY license
(http://creativecommons.org/licenses/by/4.0/).Abstract: The “Driver 65+” course is a voluntary refresher course offered to all drivers aged 65 years or older in Norway. The current study estimated differences in at-fault motor vehicle collisions (MVCs) between older drivers who had attended in the course and older drivers who had not attended the course. Methods: Two samples of drivers were selected from the database of an insurance company and were sent a questionnaire in the mail. The first sample consisted of 2039 car owners aged 70 years or older who had reported a collision to the insurance company during the last 24 months. The second sample consisted of 1569 drivers aged 70 or older who had not reported any collisions during the last 24 months. Results: The results indicated an age-dependent effect; drivers attending the course before 75 years of age had a significantly lower risk of being the at-fault driver in a multi-MVC than older drivers who did not attend the course. Conclusion: The results indicate that the refresher course had a beneficial effect on collision risk for drivers who attended the course before reaching 75 years of age. One possible explanation of this age-dependent effect is that a certain level of visual, cognitive, and motor functioning is needed to implement the strategies learned in the course. However, the design of the study makes it difficult to draw definite conclusions about the causal relationship between course attendance and later collision involvement.Does age matter? Examining age-dependent differences in at-fault collisions after attending a refresher course for older driverspublishedVersio
Patronage effects of changes to local public transport services in smaller cities
No full textAud Tennøy, Patronage effects of changes to local public transport services in smaller cities, Transportation Research Part D: Transport and Environment, Volume 106, 2022, 103276, ISSN 1361-9209, https://doi.org/10.1016/j.trd.2022.103276 (https://www.sciencedirect.com/science/article/pii/S1361920922001055)The paper contributes to the scarce empirical knowledge concerning the effects of improving public transport services on patronage. It analyses cases in eight Norwegian cities, varying in size from 12,000 to 118,000 inhabitants, where bus services were reorganised into fewer, straighter, faster and simpler lines with higher frequencies. Walking distances to stops increased in some areas and services were reduced on less used routes. The interventions were followed by patronage growth of 3.3–17.6% per year over the evaluation period, contrasting the pre-change situation of lower growth or decline. Stronger focus on increasing public transport competitiveness versus cars, enhanced knowledge among planners and organisational changes leaving more power to the professionals stood out as important factors explaining why these interventions had been implemented. The results might be relevant for those involved in developing bus-based, regular, local public transport services for largely self-sustained small and medium-sized cities aiming at increasing patronage.Patronage effects of changes to local public transport services in smaller citiespublishedVersio
Eco driving as a road safety measure: Before and after study of three companies
No full textTor-Olav Nævestad, Eco driving as a road safety measure: Before and after study of three companies, Transportation Research Part F: Traffic Psychology and Behaviour, Volume 91, 2022, Pages 95-115, ISSN 1369-8478, https://doi.org/10.1016/j.trf.2022.09.012.
(https://www.sciencedirect.com/science/article/pii/S1369847822002091) Published by Elsevier Ltd. This is an open access article under the CC BY license
(http://creativecommons.org/licenses/by/4.0/).This study reports the results of a natural before and after study of economic driving and use of fleet management system recording driving style as a road safety measure. The study includes three companies studied on three occasions, in: 1) 2013, 2) 2018 and 3) 2020. Surveys in all the companies were conducted in 2013 and 2018, and interviews were conducted at all three time points. Two of the companies (Company B and C) started working actively with fleet management system as a measure for economic driving between measurement time points 1 and 2. The third company had such a measure in place before time point 1 (Company A). Company A is therefore used as a “control company”. The study indicates that measures for economic driving in general and fleet management systems in particular have a good effect on road safety and economy. This applies to fleet management systems focusing on aspects of economic and safe driving. The accident risk in Company B and C decreased significantly in the post-measurement in 2018, and the safety culture improved. The interview data supports the conclusion of lower accident risk. The discussion indicates that these results cannot be explained by referring to other safety measures during the period, changes in framework conditions, demographic changes in the samples, or a decrease in the risk of property damage accidents with heavy goods vehicles during the study period. However, it is concluded that implementing safety management systems have better effect on road safety than fleet management systems, because Company A, which has the former, has a higher level of road safety than the other two companies.publishedVersio
Aversion to in-vehicle crowding before, during and after the COVID-19 pandemic
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International License (CCBY-SA-4.0). View this license’s legal deed at https://creativecommons.org/
licenses/by-sa/4.0 and legal code at https://creativecommons.org/licenses/by-sa/4.0/legalcode for more information.
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. Prior to August, 2020 the articles were licensed under CC BY-NC 4.0 It is expected that authors will acknowledge that the article was first published in the journal in any subsequent republication of the article in part or in whole.Based on four consecutive stated choice surveys, we estimate changes in public transport user’s valuation (marginal costs) of in-vehicle crowding due to the COVID-19 pandemic in two Norwegian cities. Compared to the pre-COVID level (November 2018), we find significantly higher costs during COVID (November 2021). Post-COVID costs (May 2022) are significantly reduced but remain above the pre-COVID level.Aversion to in-vehicle crowding before, during and after the COVID-19 pandemicpublishedVersio
Traffic safety in bus transport: An analysis of Norway’s largest transit authority’s contract requirements to bus companies
Get PDFTor-Olav Nævestad, Rune Elvik, Vibeke Milch, Katrine Karlsen, Ross Phillips, Traffic safety in bus transport: An analysis of Norway’s largest transit authority’s contract requirements to bus companies, Transportation Research Part F: Traffic Psychology and Behaviour, Volume 89, 2022, Pages 317-333, ISSN 1369-8478, https://doi.org/10.1016/j.trf.2022.07.004 (https://www.sciencedirect.com/science/article/pii/S1369847822001541)The main objective of the study is to evaluate direct and indirect traffic safety consequences of the requirements that Norway’s largest transit authority (Ruter) sets in the contracts with bus companies. To assess the representativity of Ruter’s requirements and its consequences, the data focuses both on Ruter and transit authorities from other areas in Norway, serving a mix of urban and rural areas. The study is based on qualitative interviews (N = 18), a workshop, reviews of documents and a quantitative survey (N = 1012). The study indicates that transit authorities may have direct influence on traffic safety, especially if they set requirements that exceeds (inter) national legislation. Ruter does that when it comes to driver collision protection and blind zone warning systems. We also find indications of indirect impact on traffic safety through the contracts. This is firstly related to the requirements for punctuality and regularity, which we find to be related to drivers’ stress, driving style and accident involvement in our quantitative analysis. It is secondly related to environmental concerns, which motivate maintaining (and increasing) a high level of passengers. Interviewees said that this influences the types of buses specified in contracts (e.g. large high capacity buses), and their routes (e.g. in narrow streets, “where people live”). They also emphasized that roads and infrastructure, for example in Oslo, are poorly adapted to bus transport. In our quantitative analysis, we found that buses that are poorly adapted to the roads they are used on, and roads that are poorly adapted to bus transport were related to bus drivers’ reported stress and time pressure, which were related to risky driving style, which in turn was related to accidents. Based on the study, we developed several policy implications, that we believe also can be relevant for, and inspire other transit authorities. Ruter has applied several of these changes after our study (e.g. requiring ISO:39001 certification from the bus operators in the contracts, starting to develop a system to learn from accidents), and may thus stand out as a transit authority that other may learn from when it comes to management of traffic safety.publishedVersio
The 1990 to 2020 Technology Innovation System (Tis) Supporting Norway's Bev Revolution
No full textEntrepreneurial activities, the establishment of the EV Association BEV-actor network, and incentives for BEVs, slowly formed the BEV TIS from scratch from 1990. Resources lacked from the outset, but THINK managed to industrialize a BEV aided by international suppliers and expertise. The BEV TIS expanded to the global forefront when Ford needed BEVs for the Californian ZEV mandate and bought THINK in 1999. When California revised the mandate in 2002, BEVs were no longer needed and Ford sold THINK, leading to a BEV-TIS decline. An attempt to reindustrialize THINK from 2007 and other entrepreneurial initiatives expanded the BEV TIS again, but failed by 2010. The market lay open for OEMs producing BEVs to meet EUs new vehicle CO2 regulations. The BEV TIS expanded rapidly with unlimited access to high quality longer range BEVs from 2011. The BEV policy remained stable through these large shifts, but the rationale changed over time
Changes in Travel Behaviour During the Pandemic: Exploring Why Public Transport is Not Back to Pre-Pandemic Levels
Get PDFNordbakke, Susanne T. Dale. 2022. “Changes in Travel Behaviour During the Pandemic: Exploring Why Public Transport Is Not Back to Pre-Pandemic Levels.” Findings, August. https://doi.org/10.32866/001c.37378.This study explores why shares using public transport in autumn 2021 remained well below 2019 pre-pandemic levels, even after most COVID-19 restrictions had been lifted. Based on an interview survey of 1145 workers in the Oslo region in Norway, the study offers evidence in support of four potential explanations: increased levels of remote working; fear of infection on public transport; changes in transport mode preferences; and ticket solutions that are poorly suited to new hybrid work patterns. In addition, the study suggests public transport is taking a double hit by increased remote working. Not only do fewer people travel to work by public transport, but those who can work remotely previously used public transport more before the pandemic compared to those who cannot work remotely.publishedVersio
Road infrastructures, spatial surroundings, and the demand and route choices for cycling: Evidence from a GPS-based mode detection study from Oslo, Norway
Get PDFThis article is distributed under the terms of the Creative Commons Attribution-NonCommercial 4.0 License (https://creativecommons.org/licenses/by-nc/4.0/) which permits non-commercial use, reproduction and distribution of the work without further permission provided the original work is attributed as specified on the SAGE and Open Access page (https://us.sagepub.com/en-us/nam/open-access-at-sage).
Request permissions for this article.To achieve a higher cycling uptake, it is essential for planners to know what kind of cycling infrastructure to plan and where, that is, through which types of urban environments. In this paper, we provide a deeper understanding of cycling demand and cycling route choices and infer insights into cyclists’ latent preferences and dispreferences concerning both infrastructure attributes and the spatial characteristics of route surroundings. Hereto, this study has collected, map-matched, geovisualized, and examined a unique GPS-based database with over 25,915 cycling trips in Oslo, Norway. Our findings reveal that cyclists substantially deviate from shortest paths, covering 59% more distance on average. Higher cycling frequencies, both in absolute terms and relative to shortest-path-expected-values, can be found on route sections that have some form of cycling infrastructure, especially those having segregated bicycle highways and bike roads. We also find higher demand and route choices for flatter and water-facing routes, as well as routes less disrupted by crossings and away from highway environments. In contrast, routes surrounded by green space or high population density, despite having high demand in absolute terms, are cycled less than expected based on shortest paths. The paper concludes by reflecting on the significance, limitations, and implications of our findings and novel methodological approaches for the bicycle route choice theory and practice moving forward.publishedVersio