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Panel data analysis of drivers under an evolving cordon tolling system
No full textKenneth Løvold Rødseth, Paal Brevik Wangsness, Fredrik Alexander Gregersen, Panel data analysis of drivers under an evolving cordon tolling system, Transportation Research Part A: Policy and Practice, Volume 179, 2024, 103919, ISSN 0965-8564,
https://doi.org/10.1016/j.tra.2023.103919.This paper analyzes a panel dataset of 4011 anonymized car owners in Norway. We observe where they live (on neighborhood-level) and how much they drive. We combine this with data on tolling costs. Over the sample period 2017–2020 we observe four different tolling regimes, with changing tolling costs for peak and off-peak driving in Oslo for different types of cars. We employ both fixed-effects regression and production analysis combined with difference-in-difference methods to analyze effects of cordon policies on driving. The empirical results show that peak and off-peak driving are complementary goods, and consequently that increasing peak tolls can decrease off-peak-driving. Responsiveness varies significantly by geographical location and age, with more responsiveness to the tolls closer to the city center and from elderly drivers. Also, the most noticeable response from the drivers under consideration is shifting more of their driving to the hour before the morning peak charge starts.Panel data analysis of drivers under an evolving cordon tolling systempublishedVersio
Simplifying acceptance: A general acceptance factor predicting intentions to use shared autonomous vehicles
No full textOle Aasvik, Pål Ulleberg, Marjan Hagenzieker, Simplifying acceptance: A general acceptance factor predicting intentions to use shared autonomous vehicles, Transportation Research Part F: Traffic Psychology and Behaviour, Volume 107, 2024, Pages 1125-1143, ISSN 1369-8478, https://doi.org/10.1016/j.trf.2024.10.025.The primary aim of this study was to develop an accurate measure of acceptance for shared autonomous vehicles (SAVs) and to assess whether this measure can predict intentions to use SAVs. One leading model for explaining technology uptake is the UTAUT (Unified theory of acceptance and use of technology). This model is extensive and has received numerous suggested extensions and revisions, even being developed into a Multi-Level Model of Autonomous Vehicle Acceptance (MAVA). The challenge is to consolidate a model that effectively measures SAV acceptance and to determine which extensions capture the unique social situation within SAVs. The current study used survey data from 1902 respondents. The sample was split into two: one half underwent a principal component analysis (PCA) and the other half a confirmatory factor analysis (CFA). We found that the 24 items we included were reducible to a single general acceptance factor (GAF), with three additional factors measuring interpersonal security, sociability, and attractivity. The GAF was, by a large margin, the most efficacious predictor of intention to use SAVs. The GAF could be further reduced to as little as two predictors, trust and usefulness, accounting for over 70 % of the variance in intention to use. However, there is also an argument to be made that the other components of SAV acceptance may capture different nuances of the service, particularly relating to the social situation. Interaction terms show differences between genders in their rating of sociability and how this impacts intentions to use SAVs. Our findings carry significant implications for future research in this field. They underscore the pivotal roles of trust and usefulness while corroborating the notion that SAV acceptance is best represented by a single latent component. However, further investigation is warranted to explore individual-level moderating effects on the other components, potentially offering novel insights for the design of future SAV services.Simplifying acceptance: A general acceptance factor predicting intentions to use shared autonomous vehiclespublishedVersio
Accessibility Effects of a new Metro Line
Full text linkLunke, Erik Bjørnson, and Torstein S. Throndsen. 2024. “Accessibility Effects of a New Metro Line.” Findings, December. https://doi.org/10.32866/001c.126523.This study investigates how a new metro line currently being planned in the Oslo region will influence access to workplaces for the population. Geographically, the new line contributes to substantial accessibility gains in the immediate surroundings of the new stations, as well as having noticeable ripple effects further out in the public transport system. Socially, we find that the new metro line contributes to relatively modest accessibility gains for all income groups, and that the increase is largest among the richest households. These findings confirm that although new transport investments tend to benefit the whole population, it is not completely free of distributional effects.Accessibility Effects of a new Metro LineacceptedVersio
Association between urban green space and transmission of COVID-19 in Oslo, Norway: A Bayesian SIR modeling approach
No full textHalvor Kjellesvig, Suleman Atique, Lars Böcker, Geir Aamodt, Association between urban green space and transmission of COVID-19 in Oslo, Norway: A Bayesian SIR modeling approach, Spatial and Spatio-temporal Epidemiology, Volume 52, 2025, 100699, ISSN 1877-5845, https://doi.org/10.1016/j.sste.2024.100699.Background: Access to green spaces can provide opportunities for physical activities and social interactions in urban areas during times with strict social distancing. In particular COVID-19 transmission is reduced in ventilated areas. During several waves of the pandemic, this study explores the association between access to urban green spaces and COVID-19 transmission at the district level in Norway’s capital, Oslo. Methods: We used daily numbers of confirmed laboratory PCR tests on district levels reported from the second to the fifth wave of the COVID-19 pandemic, from October 15, 2020 to April 15, 2022 in Oslo. We included the population’s access to urban green spaces using two objective measurements: percentage of green area (%Ga) and vegetation cover (NDVI) using 300 and 1000 m buffers. The socio-demographic variables percentage of low-income population, average life expectancy and population density were also included. A Bayesian Susceptible–Infected–Removed (SIR) model was used to take advantage of the daily updated data on COVID-19 incidence and account for spatial and temporal dependencies in the statistical analysis. Results: We found that low income as well as population density were significantly associated with incidence of COVID-19, but for the second and third waves only. For the second wave, a one percent increase in the proportion with low income at district level increased the risk of COVID-19 by 7 % (95 % CI: 3 % - 11 %) We did not find associations between access to green space and incidence rate for any of the buffer sizes. The second and third waves were more governed by socio-demographic factors than the fourth and fifth wave. Conclusions: Incidence rate of COVID-19 was not associated with access to green space, but to the socio-demographic variables; income, population density, and life expectancy. Access to green space is equally distributed among districts in Oslo which may explain our findings.Association between urban green space and transmission of COVID-19 in Oslo, Norway: A Bayesian SIR modeling approachpublishedVersio
Tourism non-participation – A persistent social welfare issue
No full textAnya Diekmann, Jan Vidar Haukeland, Tourism non-participation – A persistent social welfare issue, Annals of Tourism Research, Volume 104, 2024, 103717, ISSN 0160-7383, https://doi.org/10.1016/j.annals.2023.103717.acceptedVersio
Operational performance of light electric freight vehicles in the last mile: two Nordic case studies
Full text linkArvidsson, N., Weir IV, H.T. and Orving, T. (2024), "Operational performance of light electric freight vehicles in the last mile: two Nordic case studies", International Journal of Physical Distribution & Logistics Management, Vol. 54 No. 2, pp. 192-210. https://doi.org/10.1108/IJPDLM-02-2023-0079Purpose 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.Operational performance of light electric freight vehicles in the last mile: two Nordic case studiespublishedVersio
Teaching advanced technology (ADAS) and use of touch screens in driver training in Norway
Full text linkSaetren, G.B., Vaag, J.R., Saghafian, M. et al. Teaching advanced technology (ADAS) and use of touch screens in driver training in Norway. Cogn Tech Work 26, 523–534 (2024). https://doi.org/10.1007/s10111-024-00766-6As many as 4,601 people were injured or killed on the roads in Norway in 2022. This number is too high and highlights the necessity of putting road safety on the agenda. The car industry today is represented by a vast increase in advanced technology for drivers to interact with, and knowing how and when to use this technology is crucial for safe driving. Thus, our research question was: Does the Norwegian driver training industry teach advanced driver assistance technology (ADAS) and touch screens in their driver training?
A survey was distributed to 1,058 driving schools in Norway, resulting in 333 responses. The results showed that driving instructors spend considerably more effort on teaching inbuilt driving assist technologies that enhance driving safety than on those that are designed to enhance safety but that, if not understood well, could lead to hazardous outcomes. Suggestions on how to improve driver training and driving instructor education are made. Research and practical implications are presented to make sure that driving education is updated and aligned with technological advancements in the automobile industry and to ensure traffic safety for all road users.publishedVersio
Bike Attitudes Predict Behaviour Change, more than Vice Versa: A Norwegian Quasi-replication of Kroesen and Colleagues (2017)
Full text linkEgner, L.E., Sundfør, H.B. and Fyhri, A., 2024. Bike Attitudes Predict Behaviour Change, more than Vice Versa: A Norwegian Quasi-replication of Kroesen and Colleagues (2017). Findings.Existing research from the Netherlands suggests that bicycle attitudes and behaviour affect each other, but bicycle behaviour affects attitude more than vice versa (Kroesen et al., 2017). We conducted a quasi-replication study using existing datasets (n=972) with slightly different operationalisations and timeframes in a Norwegian context. Using two variations of a structural equation model, we confirm this bidirectional effect, though our findings show a considerably stronger influence of attitudes on behaviour than the reverse.Bike Attitudes Predict Behaviour Change, more than Vice Versa: A Norwegian Quasi-replication of Kroesen and Colleagues (2017)acceptedVersio
Watch out! Travellers’ valuation of reduced avalanche risks on railways and roads
Full text linkKnut Veisten, Ståle Navrud, Kristin Magnussen, Watch out! Travellers’ valuation of reduced avalanche risks on railways and roads,
Transportation Research Interdisciplinary Perspectives, Volume 29, 2025, 101315, ISSN 2590-1982, https://doi.org/10.1016/j.trip.2024.101315.In various regions of the World, railway and road sections are affected by avalanches. Protective measures can reduce the risk of casualties as well as the risk of infrastructure closures. This paper explores the identification of additional economic benefits from avalanche risk-reducing measures. E.g., it has been hypothesized that avalanche risk provokes insecurity or worry, due to the avalanche risk as such. If there are additional benefit elements, these need to be assessed together with those impacts that are already accounted for, to avoid potential double-counting of benefits. We applied a survey-based discrete choice experiment to a sample of train, bus and car travellers in Norway. They were asked to choose between trip alternatives that were specified by: i) annual frequency of avalanches threatening the infrastructure; ii) average avalanche volume/width hitting the infrastructure; iii) annual no. of infrastructure closures; iv) the decennial no. of casualties for the specified travel mode; v) travel time; and vi) travel cost. The models of the choices show significantly negative coefficient signs for all six attributes. Thus, the travellers did on average indicate additional valuation of reducing avalanche frequency and avalanche volume/size, beyond the specified impacts on casualties and closures. When testing the valuation of avalanche frequency/size reduction against latent variables of avalanche insecurity and of neuroticism, using hybrid choice modelling, we find no significant associations. Insecurity/worry is not identified as a principal driver of the valuation of reduced avalanche risk, beyond the reduction in casualties and closures.Watch out! Travellers’ valuation of reduced avalanche risks on railways and roadspublishedVersio
How does activity specialization affect nature-based tourism package choice?
Full text linkStemmer, K., Fredman, P., Lindberg, K., & Veisten, K. (2023). How does activity specialization affect nature-based tourism package choice? Scandinavian Journal of Hospitality and Tourism, 23(5), 412–433. https://doi.org/10.1080/15022250.2024.2401065Experiencing nature represents a dominant driver for many tourists, and the nature-based tourism market has become increasingly diversified. Activity specialization is a concept that can facilitate understanding of diversified tourist preferences by differentiating tourist behaviour, skills and knowledge and commitment related to one activity on a continuum from casual to specialized. Using a hybrid choice model, this study examines how activity specialization as a continuum relates to tourists stated choices of tour package preferences. Respondents were recruited at prominent tourist destinations for birdwatching, mountain biking, and iconic site hiking in Norway. The results show relationships between specialization and package choice, as well as differences across activities. In the birder and mountain biking cases, the likelihood of opting for a package with skill-level customized guiding increases with specialization. More specialized hikers are more likely to prefer packages without guiding and with modHow does activity specialization affect nature-based tourism package choice?acceptedVersio