Every year there are thousands of pedestrians in Sweden who are injured because of slippery pavem... more Every year there are thousands of pedestrians in Sweden who are injured because of slippery pavements and roadways. To be certain about the function of anti-skid devices and the possibilities of safe pedestrian transportation during winter, the description on how people walk on slippery surfaces outside need to be developed. In this project, the authors have developed a method to describe how people walk on different slippery surfaces with or without different kind of anti-skid devices, and the influence on balance and transportation capacity.
Public transport has a problem with increasing operating deficits and a decreasing number of pass... more Public transport has a problem with increasing operating deficits and a decreasing number of passengers. One measure is to coordinate public transport and urban development. Public transport is to be considered an important service factor when planning housing estates, office complexes and industrial estates. In order to facilitate journeys the functionality of the public transport network has to be developed. Discussions and decisions concerning this and other details, e.g. route solutions, have to be simultaneous in order to ensure that the strategic decisions have desired effects. The interested parties must participate at an early stage of the planning process. This report describes a planning process and is built on experiences from public transport planning in several densely built-up areas in Sweden.
Choosing alternative corridors for the Norrbotniabanan by the use of Multi-Criteria Analysis Duri... more Choosing alternative corridors for the Norrbotniabanan by the use of Multi-Criteria Analysis During 2002-2003 a pre-feasibility study of a possible Norrbotnia railway is conducted. Norrbotniabanan is a new coastal railway, between Umeå-Luleå-Haparanda, in total some 400 km of line. An important part of this study is to identify potential corridors and select corridors for further investigation. This is done in a dialogue with local authorities throughout the study. Due to the number of possible corridors and possible combinations along the line Umeå - Robertsfors – Skellefteå – Piteå – Luleå – Boden – Kalix - Haparanda the final number of alternatives is quite large. In general choosing some ”best” alternative is not an easy task, when many alternatives occur. Many effects have to be taken into account e.g. construction cost, time savings, various impacts on environment etc. Many of these impacts cannot easily be incorporated into a traditional cost-benefit analysis, nevertheless th...
This paper is developed with a growing concern on accessibility issues for winter cities in Nordi... more This paper is developed with a growing concern on accessibility issues for winter cities in Nordic context. Much of this knowledge on inclusiveness, universal design and all such efforts in making ...
People living in households without access to a car are very restrictive in their traveling. Espe... more People living in households without access to a car are very restrictive in their traveling. Especially those living in the countryside where there is a long way to public service etc., and the bus connections are both sparse and deficient in the evening and the weekends. The bus connections primarily supply trips to school and places of work. The taxi in the countryside is almost 100% dependent on trips financed by society for its survival. An example of trips financed in this way is transport service trips, which give disabled people a possibility to use taxi or special vehicles, normally for the same price as a bus fare. Normally there are few passengers per bus departure and only one passenger per taxi trip. Co-ordination of the trips by booking centers is only made for a limited number of trips.
According to the Swedish questionnaire-based National Traffic Safety Survey, TSU92, self reported... more According to the Swedish questionnaire-based National Traffic Safety Survey, TSU92, self reported accidents involving pedestrians without involvement of any vehicle (singlepedestrian accidents) accounted for roughly half, or 49 %, (1,141,962) of the total number of all road transport single accidents (2,335,017) in 1998-2000. This survey covered 23,030 people aged 1-84 (Gustafsson and Thulin, 2003). The pedestrian exposure, i.e. total walking distance, was 3,226 million person kilometres per year for 10,660 pedestrians, or 3 km per person per day. The exposure and the proportion of single-pedestrian accidents is different for different age groups. The youngest, aged between 1 and 14, have a greater portion of self-reported single accidents than their proportion of exposure. Between 15 and 24 years it is almost the same and for people between 25 and 84 their proportion of exposure is greater then their proportion of self-reported accidents. Younger people are more at risk than other ...
Every year there are thousands of pedestrians in Sweden who are injured because of slippery pavem... more Every year there are thousands of pedestrians in Sweden who are injured because of slippery pavements and roadways. To be certain about the function of anti-skid devices and the possibilities of safe pedestrian transportation during winter, the description on how people walk on slippery surfaces outside need to be developed. In this project, the authors have developed a method to describe how people walk on different slippery surfaces with or without different kind of anti-skid devices, and the influence on balance and transportation capacity.
Public transport has a problem with increasing operating deficits and a decreasing number of pass... more Public transport has a problem with increasing operating deficits and a decreasing number of passengers. One measure is to coordinate public transport and urban development. Public transport is to be considered an important service factor when planning housing estates, office complexes and industrial estates. In order to facilitate journeys the functionality of the public transport network has to be developed. Discussions and decisions concerning this and other details, e.g. route solutions, have to be simultaneous in order to ensure that the strategic decisions have desired effects. The interested parties must participate at an early stage of the planning process. This report describes a planning process and is built on experiences from public transport planning in several densely built-up areas in Sweden.
Choosing alternative corridors for the Norrbotniabanan by the use of Multi-Criteria Analysis Duri... more Choosing alternative corridors for the Norrbotniabanan by the use of Multi-Criteria Analysis During 2002-2003 a pre-feasibility study of a possible Norrbotnia railway is conducted. Norrbotniabanan is a new coastal railway, between Umeå-Luleå-Haparanda, in total some 400 km of line. An important part of this study is to identify potential corridors and select corridors for further investigation. This is done in a dialogue with local authorities throughout the study. Due to the number of possible corridors and possible combinations along the line Umeå - Robertsfors – Skellefteå – Piteå – Luleå – Boden – Kalix - Haparanda the final number of alternatives is quite large. In general choosing some ”best” alternative is not an easy task, when many alternatives occur. Many effects have to be taken into account e.g. construction cost, time savings, various impacts on environment etc. Many of these impacts cannot easily be incorporated into a traditional cost-benefit analysis, nevertheless th...
This paper is developed with a growing concern on accessibility issues for winter cities in Nordi... more This paper is developed with a growing concern on accessibility issues for winter cities in Nordic context. Much of this knowledge on inclusiveness, universal design and all such efforts in making ...
People living in households without access to a car are very restrictive in their traveling. Espe... more People living in households without access to a car are very restrictive in their traveling. Especially those living in the countryside where there is a long way to public service etc., and the bus connections are both sparse and deficient in the evening and the weekends. The bus connections primarily supply trips to school and places of work. The taxi in the countryside is almost 100% dependent on trips financed by society for its survival. An example of trips financed in this way is transport service trips, which give disabled people a possibility to use taxi or special vehicles, normally for the same price as a bus fare. Normally there are few passengers per bus departure and only one passenger per taxi trip. Co-ordination of the trips by booking centers is only made for a limited number of trips.
According to the Swedish questionnaire-based National Traffic Safety Survey, TSU92, self reported... more According to the Swedish questionnaire-based National Traffic Safety Survey, TSU92, self reported accidents involving pedestrians without involvement of any vehicle (singlepedestrian accidents) accounted for roughly half, or 49 %, (1,141,962) of the total number of all road transport single accidents (2,335,017) in 1998-2000. This survey covered 23,030 people aged 1-84 (Gustafsson and Thulin, 2003). The pedestrian exposure, i.e. total walking distance, was 3,226 million person kilometres per year for 10,660 pedestrians, or 3 km per person per day. The exposure and the proportion of single-pedestrian accidents is different for different age groups. The youngest, aged between 1 and 14, have a greater portion of self-reported single accidents than their proportion of exposure. Between 15 and 24 years it is almost the same and for people between 25 and 84 their proportion of exposure is greater then their proportion of self-reported accidents. Younger people are more at risk than other ...
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Papers by Glenn Berggård