Ole Aasvik

• Aasvik, Ole; Ceunynck, Tim De & Cools, Mario (2026). Application of a parsimonious Shared Automated Vehicle Acceptance model using empirical data. European Journal of Transport and Infrastructure Research. ISSN 1567-7133. 26(3), s. 1–18. doi: 10.59490/ejtir.2026.26.3.8688. Fulltekst i vitenarkiv Vis sammendrag

  Shared automated vehicles (SAVs) can only contribute to future mobility systems if travellers are willing to accept and use them. This study examines whether a lean Shared Automated Vehicle Acceptance (SAVA) model, consisting of trust, perceived utility, and social comfort, can capture meaningful variation in users’ intentions in an operational setting. The case study involved a permanently deployed, stewardless SAE Level 4 shuttle service at Terhills, a large tourist site in Belgium. After using the service, 677 respondents were recruited at shuttle stops and completed a brief tablet-based survey covering ride experiences, disruptive events, background characteristics, the three SAVA indicators, and intention to use similar vehicles in everyday life. Hierarchical regression analyses showed that the SAVA indicators explained 75% of the variance in intention. Perceived utility was by far the strongest predictor, while trust made a small positive contribution and social comfort was not independently associated with intention. Negative events, including unexplained braking, prolonged stops, and long waiting times, were associated with lower trust, utility, and intention, whereas smooth and positively evaluated rides were associated with more favourable acceptance. Trip frequency did not add explanatory value. The findings suggest that a parsimonious acceptance framework can be useful for rapid, repeatable monitoring in real-world SAV deployments. However, the results are specific to experienced users in a leisure setting and should not be interpreted as population-level estimates of adoption. Replication across service types, operational environments, and longitudinal deployments is needed.

• Aasvik, Ole; Berge, Siri Hegna & Hagenzieker, Marjan (2026). Small talk in a small vehicle: a qualitative study of a shared automated vehicle service integrated in public transport. Travel Behaviour & Society. ISSN 2214-367X. 45, s. 1–18. doi: 10.1016/j.tbs.2026.101343. Fulltekst i vitenarkiv Vis sammendrag

  The deployment of shared automated vehicles (SAVs) has the potential to transform urban mobility, yet public acceptance remains a critical barrier. Most acceptance research relies on hypothetical scenarios and quantitative surveys. There is a need for real-world, theory-informed qualitative studies that capture user experience. Rather than a tech-demo or a specialized closed-loop pilot test, this study investigates early adopters of a SAE Level 2 SAV service integrated into the public transport system, with a visible safety driver. Drawing on 12 semi-structured interviews, we apply reflexive thematic analysis informed by the SAVA model, comprising trust, utility, and social comfort, as well as Social Practice Theory (SPT). The aim is to explore how psychological mechanisms and socially embedded practices intersect in shaping acceptance. Four overarching themes were identified: everyday mobility contexts, utility, trust, and social comfort. Acceptance was not determined by isolated attitudes but by how well the service integrated into existing routines and infrastructures. Trust was found to be layered and anchored in vehicle behavior, human operators, and institutional reputation. Utility hinged on dynamic factors such as pick-up/drop-off design, route transparency, and pricing logic. Social comfort was shaped by ambiguous norms around sharing, spatial intimacy, and service framing. Across all themes, the perceived fit between the SAV and users’ lived practices emerged as central to acceptance. Our findings extend current models of SAV acceptance by demonstrating how individual experiences are mediated by competence, materiality, and meaning. We propose that trust, utility, and social comfort function as interdependent practice elements rather than isolated predictors. Design and policy implications include clearer social signaling, accessible service design, and better alignment with everyday geographies.

• Vassanyi, Sander; Aasvik, Ole & Ulleberg, Pål (2026). Driven by trust? Social norms increase trust in shared autonomous public transport. Frontiers in Future Transportation. 7, s. 1–15. doi: 10.3389/ffutr.2026.1687363. Fulltekst i vitenarkiv Vis sammendrag

  Public adoption of novel transport technology depends on the willingness of potential users to engage with unfamiliar systems. Trust is a key determinant of this willingness, yet little is known about how trust in shared autonomous vehicles (SAVs) can be shaped. The current pre-registered study investigates to what degree trust predicts the intention to use SAVs and whether static and dynamic social norms can influence the degree of trust in SAVs. Static norms convey the current consensus in a population, while dynamic norms highlight that attitudes or behaviors are changing over time. An online experimental survey was conducted in which participants (n = 1,032; n = 630 after filtering) were randomly assigned to one of three conditions: control, static norm, or dynamic norm. Each condition presented distinct normative statements embedded in informative vignettes about SAVs. The moderating effect of propensity to trust (interpersonal and automation-specific) on the relationship between normative framing and subjective trust was also examined. One-way ANOVA and regression analyses revealed that both static and dynamic normative framings led to significantly higher subjective trust in SAVs compared to the control group. No significant difference was found between the two normative conditions. Propensity to trust (both interpersonal and automation-specific) had direct positive effects on subjective trust but did not moderate the effect of normative framing. Safety evaluation emerged as the strongest predictor of subjective trust. Subjective trust, in turn, was strongly associated with intention to use SAVs. These findings indicate that norm-based interventions providing social cues about others’ trust can effectively shape public attitudes toward SAVs, even in the absence of firsthand experience. However, safety perceptions remain paramount, suggesting that normative strategies should complement, rather than substitute for, efforts to demonstrate and communicate the safety of autonomous public transport.

• Aasvik, Ole; Ulleberg, Pål & Hagenzieker, Marjan (2025). A simple model for complex technology: introducing and testing a framework to understand acceptance of shared automated vehicles. Royal Society Open Science. 12(12), s. 1–31. doi: 10.1098/rsos.251891. Fulltekst i vitenarkiv Vis sammendrag

  Abstract Shared automated vehicles (SAVs) may transform urban mobility but face strong public resistance. Existing acceptance research is fragmented and often relies on complex frameworks. We introduce a simplified shared automated vehicle acceptance (SAVA) model, identifying trust, utility and social comfort as core predictors of SAV acceptance. Using structural equation modelling, we tested whether these factors form a general acceptance factor (GAF) or operate as distinct but correlated predictors of intention to use. A 2 × 2 × 2 experimental design further assessed whether targeted informational interventions could increase trust, utility and social comfort. Monte Carlo-based power analyses indicated a minimum of 800 participants to detect small effects (Cohen’s f = 0.20) with 80% power at α = 0.05; we recruited 1250 respondents after data cleaning, ensuring adequate power. Results show that trust, utility and social comfort are best modelled as distinct but correlated constructs, implying rather than establishing a GAF. Utility exerted the strongest effect. Experimental manipulations had no significant impact, suggesting stronger interventions are needed to shift acceptance. The SAVA model provides a parsimonious, testable framework explaining intention to use SAVs. This recommended registered report advances theory and offers practical insights for policymakers and providers seeking to improve SAV acceptance.

• Aasvik, Ole; Hagenzieker, Marjan Paula & Ulleberg, Pål (2025). “I trust Norway” – Investigating acceptance of shared autonomous shuttles using open and closed questions in short-form street interviews. Transportation Research Interdisciplinary Perspectives (TRIP). 31(May 2025), s. 1–8. doi: 10.1016/j.trip.2025.101414. Fulltekst i vitenarkiv Vis sammendrag

  Shared autonomous shuttles (SASs) could improve the mobility infrastructure in the worlds’ growing cities. This novel service could reduce congestion and improve both mobility and sustainability. To facilitate the implementation of SASs, more research is needed on the psychological aspects of sharing a small, intimate shuttle with strangers. The current study is among the first to use open-ended questions to investigate SAS acceptance. This investigation is based on the Multi-Level Model on Automated Vehicle Acceptance (MAVA). We had 236 participants answer short-form interviews including both open-ended questions and quantitative items. Quantitative data were analyzed using descriptive statistics and correlations, and qualitative data analyzed with directed content analysis. Respondents seem very positive about the proposed new transport service. We found that perceived usefulness, hedonic motivation, trust, and social influence shared large correlations with intentions to use. Other factors such as demographics, technology savviness and use of public transport did not share a linear relationship with intentions to use. Qualitative analysis suggests that, while most people do not mind sharing shuttles with strangers, some could find the social situation deterring. People seem most concerned with availability, effectiveness, travel cost and safety. The reported positive attitudes towards the service seem predicated upon trust in the government regulation and proper testing of the technology, that many think of as immature. Regulation and thorough testing may be paramount in keeping people positive. This study emphasizes the importance of trust and safety to adoption of SAS, while suggesting new factors that need further investigation.

• Aasvik, Ole; Ulleberg, Pål & Hagenzieker, Marjan Paula (2025). Exploring the general acceptance factor for shared automated vehicles: the impact of personality traits and experimentally altered information. Frontiers in Psychology. 16, s. 1–13. doi: 10.3389/fpsyg.2025.1531386. Fulltekst i vitenarkiv Vis sammendrag

  Introduction: Shared automated vehicles (SAVs) could significantly enhance public transport by addressing urban mobility challenges. However, public acceptance of SAVs remains under-studied, particularly regarding how informational factors and individual personality traits influence acceptance. Methods: This study explores SAV acceptance using data from an experimental survey of 1902 respondents across Norway. Participants were randomly presented with different informational conditions about SAV services, manipulating vehicle autonomy (fully autonomous vs. steward onboard), seating orientation (facing direction of travel vs. facing other passengers), and ethnicity of co-passengers. Personality traits from the Five Factor Model (FFM) and Social Dominance Orientation (SDO) were assessed. The General Acceptance Factor (GAF), derived from the Multi-Level Model of Automated Vehicle Acceptance (MAVA), was used as the primary outcome measure. Results: No significant main or interaction effects were found from the experimentally altered information conditions. However, personality traits significantly influenced acceptance. Specifically, higher openness and agreeableness positively predicted SAV acceptance, while higher neuroticism and social dominance orientation negatively predicted acceptance. Discussion: The absence of experimental effects suggests either a limited role of the manipulated factors or insufficiently robust manipulations. Conversely, the substantial impact of personality traits highlights the importance of psychological factors, particularly trust, openness, and social attitudes, in shaping SAV acceptance. These findings emphasize the need for tailored communication strategies to enhance SAV uptake, addressing specific psychological profiles and fostering trust in automation.

• Aasvik, Ole; Ulleberg, Pål & Hagenzieker, Marjan Paula (2024). Simplifying acceptance: A general acceptance factor predicting intentions to use shared autonomous vehicles. Transportation Research Part F: Traffic Psychology and Behaviour. ISSN 1369-8478. 107(November), s. 1125–1143. doi: 10.1016/j.trf.2024.10.025. Fulltekst i vitenarkiv Vis sammendrag

  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.

• Aasvik, Ole (2024). Perceptions of Service Enhancements in Shared Autonomous Vehicles: A Demographic Perspective. Findings. s. 1–8. doi: 10.32866/001c.123811. Fulltekst i vitenarkiv Vis sammendrag

  As the pressure on urban mobility rises, shared autonomous vehicles (SAVs) offer enhanced transportation efficiency and safety. This study investigates the valuations of additional services in SAVs, examining demographics’ impact on preferences for different service features. We use data from 1723 Norwegian respondents to an online survey. We find that women put increased value on a safety host. Younger respondents value fast travel time. More tech-savvy individuals showing a higher valuation for services enhancing personal utility and comfort. Intention to use strongly predicts valuation of utilities, but not social factors.

• Aasvik, Ole; Hagenzieker, Marjan Paula; Ulleberg, Pål & Bjørnskau, Torkel (2024). How Testing Impacts Willingness to Use and Share Autonomous Shuttles with Strangers: The Mediating Effects of Trust and Optimism. International Journal of Human-Computer Interaction. ISSN 1044-7318. s. 1–16. doi: 10.1080/10447318.2024.2352220. Fulltekst i vitenarkiv Vis sammendrag

  This study investigates acceptance of shared autonomous shuttles (SASs) in a suburban area. A model where contextual variables were mediated through trust in SASs and technology optimism was tested. We examined intentions to use SASs without a steward and the significance of social distancing. Data were collected at the start and end of a 2020–2021 pilot involving 922 and 608 participants respectively, operating at SAE level 3. Findings indicate that trust and technological optimism significantly influence the willingness to use SASs, though contextual variables show minimal impact. Older adults and women displayed lower trust and optimism, reducing their usage intentions. These two groups also feel that it is more important to be able to keep social distance while riding SASs. The study suggests that future pilots should avoid negative impacts from using immature technology and address the social needs of specific groups.

• Bjørnskau, Torkel; Aasvik, Ole; Ceunynck, Tim De; Fyhri, Aslak; Hagenzieker, Marjan Paula & Johnsson, Carl [Vis alle 7 forfattere av denne artikkelen] (2023). “Game over” for autonomous shuttles in mixed traffic? Results from field surveys among pedestrians and cyclists on how they interact with autonomous shuttles in real-life traffic in Norway. Transportation Research Interdisciplinary Perspectives (TRIP). 18(March), s. 1–15. doi: 10.1016/j.trip.2023.100781. Fulltekst i vitenarkiv
• Mirnig, Alexander G.; Gärtner, Magdalena; Fröhlich, Peter; Wallner, Vivien; Dahlman, Anna Sjörs & Anund, Anna [Vis alle 12 forfattere av denne artikkelen] (2022). External communication of automated shuttles: Results, experiences, and lessons learned from three European long-term research projects. Frontiers in Robotics and AI. 9, s. 1–26. doi: 10.3389/frobt.2022.949135. Fulltekst i vitenarkiv Vis sammendrag

  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.

• Ceunynck, Tim De; Pelssers, Brecht; Bjørnskau, Torkel; Aasvik, Ole; Fyhri, Aslak & Laureshyn, Aliaksei [Vis alle 9 forfattere av denne artikkelen] (2022). Interact or counteract? Behavioural observation of interactions between vulnerable road users and automated shuttles in Oslo, Norway. Traffic Safety Research (TSR). 2, s. 1–24. doi: 10.55329/fbhr3456. Fulltekst i vitenarkiv Vis sammendrag

  The current paper presents the results of behavioural observations in a field experiment with automated shuttles in Oslo, Norway. Video observations were conducted at five fixed locations along a challenging 1.2 km automated shuttle line with varying traffic conditions. Observed interactions between vulnerable road users and automated shuttles were coded using a predefined codebook, which allowed a structured quantitative analysis. The paper identified several potentially risky types of situations in which the automated shuttles did not always behave according to the traffic rules. Generally, the automated shuttles failed to give way to pedestrians at pedestrian crossings in 26%–50% of the interactions. Right-turning shuttles failed to yield to cyclists going straight in 38% of the interactions at observation Site 1 (the only location where the automated shuttle takes a right turn). In majority of same direction interactions between cyclists and automated shuttles, the interactions resulted in the cyclist overtaking the automated shuttle, usually on the left-hand side. Generally, the paper found little evidence of road users trying to bully or otherwise take advantage of the defensive driving style of the automated shuttles and identified only a limited number of interactions in which a vulnerable road user behaved ignorant or aggressive towards the automated shuttles. In addition, the paper found very little indication of temporal effects that suggest changes in the interaction patterns over time.

• Aasvik, Ole & Fyhri, Aslak (2022). Distracting or informative? Examining signage for cyclists using eye-tracking. Traffic Safety Research (TSR). 2, s. 1–14. doi: 10.55329/wxcy5694. Fulltekst i vitenarkiv Vis sammendrag

  There is great political motivation to improve conditions for cyclists to help solving the transport needs of the future. We used eye-tracking to collect data and analysed it using a novel machine learning approach. 40 cyclists in total were tasked with navigating a set route through the Oslo city centre. One group before the new infrastructure was in place and one group after. The analysis focused on developing a method that could be used to investigate how a new signage strategy impacted cyclists in Oslo. Improving signage could create safer traffic conditions for cyclists, while avoiding adding distracting elements. The algorithms developed were able to detect and categorize a variety of important objects. The signage system itself seemed to result in some route change among cyclists, but not all followed the suggested route. Qualitative analyses suggests that those who deviated cycled faster and looked less at signs, than those who chose the suggested route. The paper discusses strengths and weaknesses involved in this approach. While useful, one should be careful to conclude that gaze behaviour reflects the true inner consciousness of cyclists.

• Aasvik, Ole & Bjørnskau, Torkel (2021). Cyclists' Perception of Maintenance and Operation of Cycling Infrastructure—Results From a Norwegian Survey. Frontiers in Psychology. 12, s. 1–11. doi: 10.3389/fpsyg.2021.696317. Fulltekst i vitenarkiv Vis sammendrag

  The Norwegian authorities want to limit the extent of car use in city areas to existing levels. Such a limitation would help combat climate change, improve health of citizens, and alleviate congestion. This implies that any further increase in transport needs will have to be met by walking, cycling and use of public transport. Reaching this ambitious goal requires knowledge about cyclists' preferences concerning operation and maintenance (M&O) of roads and foot/cycle paths. Previous research suggests that M&O have great implications for travel mode choice, bicycle route/path choice, safety, security, and comfort. With the need to serve bicyclists of all ages and genders, this study additionally explores which M&O of roads and foot/cycle the different demographic groups perceive positively or negatively. This article reports results from a nationwide survey in the summer of 2019. Two thousand three hundred seventy-six cyclists across Norway (55% male; 29% 60) participated to determine the cyclists' perceptions about year-round M&O of roads and foot/cycle paths. Respondents, rather than being randomly selected, completed an internet-linked survey. The variables included maintenance of foot/cycle paths in terms of salt and snow plowing and operation and maintenance of roads in terms of glass, holes/bumps, and conditions. Our results suggest that female cyclists suffer more from adverse conditions than do males. We also find that males are more likely to cycle during winter, which is an additional indication that adverse conditions affect women and men differently. Surprisingly, older cyclists report to be less affected by poor conditions than younger cyclists. Self-selection to participate in the survey among older cyclists might be an important explanation for this result. Cycling conditions vary greatly between geographical areas, reflecting the large climatic variations across Norway. Most respondents have experienced a cycle accident where conditions contributed, and many sometimes forfeit cycling due to adverse conditions. Implications for future research and practice of M&O are discussed.

• Høye, Alena; Johansson, Ole Jørgen & Hesjevoll, Ingeborg Storesund (2020). Safety equipment use and crash involvement among cyclists – Behavioral adaptation, precaution or learning? Transportation Research Part F: Traffic Psychology and Behaviour. ISSN 1369-8478. 72(July), s. 117–132. doi: 10.1016/j.trf.2020.05.002. Fulltekst i vitenarkiv Vis sammendrag

  The present study has investigated relationships between cyclists’ safety equipment use, crash involvement, and other safety relevant behavior. The main focus is on relationships that indicate either behavioral adaptation (safety equipment use leads to riskier behavior) or precautionary behavior (safety equipment is used for cycling in risky situations). Three consecutive surveys were conducted in 2015, 2016, and 2017 years among 650 Norwegian cyclists. Most items were dichotomized and analyzed with logistic regression models. In contrast to the behavioral adaptation hypothesis, regular use of safety equipment (bicycle lights, high-visibility clothing, and helmets) was found to be negatively related to some types of high-risk behavior (listening to music and taking chances while cycling). Regular use of bicycle lights and high-visibility clothing is also negatively related to collision involvement. Safety equipment use was found to be positively related to regular winter cycling and cycling in mixed traffic (not on sidewalks), and it is most likely used as a precautionary measure in such situations. Some cyclists learn from crash involvement by starting to use safety equipment after a crash, but the results do not indicate that crash involvement deters from cycling. The main conclusion from the study is that recommending, promoting or even mandating safety equipment for cyclists can be expected to improve safety and that behavioral adaptation is not likely to occur, at least not to an extent that will outweigh the positive safety effects. The results do not support reservations against the use of “sporty” (well-equipped) models in campaigns for promoting cycling.

• Sagberg, Fridulv; Johansson, Ole & Sundfør, Hanne Beate (2019). Combining roadside interviews and on-road observation for assessing prevalence of driver inattention. Transportation Research Part F: Traffic Psychology and Behaviour. ISSN 1369-8478. 62(April), s. 305–315. doi: 10.1016/j.trf.2019.01.004. Fulltekst i vitenarkiv Vis sammendrag

  Inattention among car drivers on a motorway section with two lanes in each direction was investigated by a combination of two different methodological approaches. First, an observer in a driving car in the non-passing (right) lane observed 1337 passing drivers; i.e., all drivers passing during the observation period. At a service area about midway along the section, 273 drivers were interviewed during the same period. The observations showed that 14% of drivers were involved in some secondary activity, with handheld mobile telephone use (which is prohibited) being the most frequent activity (5%). Involvement in secondary activities were far more frequent among drivers without passengers, with 15%, compared to 9% for drivers with passengers. For the latter, interaction with passengers was observed for 6%. The interviews made a useful supplement to roadside observations, providing prevalence estimates also for non-observable activities and states like daydreaming and listening to radio or music. Concerning passenger interaction, duration data were uncertain because many drivers tended to report total driving time with passengers rather than time interacting with them. Consequently, prevalence estimates for passenger interaction as reported in interviews were uncertain, and we therefore estimated this prevalence from observation data only. Total prevalence of secondary activities and internal states presumably implying inattention was estimated at about 24% of total driving time when based on both methods combined.

• Fyhri, Aslak; Johansson, Ole & Bjørnskau, Torkel (2019). Gender differences in accident risk with e-bikes—Survey data from Norway. Accident Analysis and Prevention. ISSN 0001-4575. 132(November), s. 1–8. doi: 10.1016/j.aap.2019.07.024. Fulltekst i vitenarkiv Vis sammendrag

  E-bikes are becoming increasingly popular, and are given an important role in the green mobility of the future. However, some have raised concerns that the increased speed and the increased weight of the e-bike can lead to more accidents among cyclists riding an e-bike, as compared to conventional bicycles. Furthermore, it has been suggested that e-bikes may appeal to new groups of cyclists with little cycling experience, which may further impede cyclist safety. Previous research has not provided a clear picture. We investigate these questions with data from three surveys carried out in Norway (N = 7752). A logistic regression analysis comparing conventional and electric bicycles, controlling for age gender and exposure, shows an overall risk increase (all accidents) for e-bike users. The results suggest that this increased risk derives from females having a higher accident risk on e-bikes. For men there is no risk difference between e-bikes and conventional bikes. Some, but not all, of this elevated risk can be attributed to being unfamiliar with the bicycle. E-bikes are not more likely to cause serious accidents than conventional bicycles. In-depth analysis of accident causation showed that there was no difference in the factors leading to accidents, except that there was a somewhat higher prevalence of accidents resulting from balance problems with e-bikes.

• Johansson, Ole Jørgen & Fyhri, Aslak (2017). “Maybe I Will Just Send a Quick Text…” – An Examination of Drivers’ Distractions, Causes, and Potential Interventions. Frontiers in Psychology. 8(1957), s. 1–15. doi: 10.3389/fpsyg.2017.01957. Fulltekst i vitenarkiv Vis sammendrag

  Many people use cars all over the world. This is, however, not done without risk, as traffic accidents are one of the most common causes of death for adolescents worldwide. The number of deaths has steadily decreased, both worldwide and in Norway. Many of these accidents involve passenger cars and distracted driving. While there are many campaigns to improve safety in traffic, little research has looked at distractions. A recent report has investigated the occurrence of and damage caused by distraction, and one article has looked at what predicts baseline differences in levels of distracted driving. However, no one has tested an intervention to decrease distracted behavior in traffic. Motivational variables suggested by the Theory of Planned Behavior, personality traits, and demographic variables show utility in similar contexts and are all tested in this project. Data from two samples were collected to investigate the nature of distractions in traffic, what factors predict baseline levels of distractions, and to test an intervention to reduce distractions. Both samples feature randomly assigned intervention and control groups. The first sample (n = 1100 total; n = 208 was licensed to drive) consisted of high school students from all over Norway as a part of a larger attitudinal campaign, while the second sample (n = 414) was more general. The second tested a digital version of implementation intentions designed as volitional help sheets. The results from both samples suggest that there are some robust differences between people in how much they are distracted in everyday life, while some variables need further research. The second study failed to uncover any effects of the intervention. Reasons for this are discussed, along with points on the efficacy of digital interventions, the design of the volitional help sheets, and the design of the study in general. Notwithstanding the ineffectual interventions, this study contains novel information about baseline differences in distractive behavior that may further impact future behavior change interventions and guide future research.

• Johansson, Ole Jørgen & Kunst, Jonas R. (2017). Explaining prejudice toward the mentally ill: A test of sociopolitical, demographic, and socioeconomic factors. Journal of Applied Social Psychology. ISSN 0021-9029. 47(12), s. 682–695. doi: 10.1111/jasp.12483. Fulltekst i vitenarkiv Vis sammendrag

  People with mental disorders often face prejudices that can further deteriorate their condition. We tested whether Social Dominance Orientation (SDO), Right‐Wing Authoritarianism (RWA), and Belief in a Just World (BJW), and characteristics of the mentally ill predict such prejudices. Both in a general population sample and a sample of health professionals and trainees, SDO, but not RWA and BJW, predicted more prejudice, although this pattern was less pronounced among health professionals/trainees. BJW interacted with the targets' gender in Study 1, predicting less empathy toward a male but not toward a female mentally ill person. In Study 2, depressed individuals were blamed more for their illness than those with schizophrenia or cancer. Implications for future research and clinical practice are discussed.

Se alle arbeider i NVA

• Aasvik, Ole (2026). Brukeraksept av delte selvkjørende kjøretøy. Fulltekst i vitenarkiv
• Aasvik, Ole (2026). Brukeraksept av delte selvkjørende kjøretøy. Fulltekst i vitenarkiv
• Aasvik, Ole (2025). Derfor stoler vi ikke på selvkjørende biler. Fulltekst i vitenarkiv
• Pokorny, Petr & Aasvik, Ole (2021). Friend of foe? How people react to automated shuttles - an engineer and a psychologist share insight. Fulltekst i vitenarkiv
• Aasvik, Ole & Berge, Siri Hegna (2026). Brukeraksept av selvkjørende kjøretøy - En gjennomgang av forskning og atferdsmodeller. Transportøkonomisk institutt . ISSN 9788248016472. Fulltekst i vitenarkiv Vis sammendrag

  Denne rapporten gir en oversikt over internasjonal forskning om brukeraksept av delte selvkjørende kjøre-tøy (shared automated vehicles, SAVs). Målet er å samle og systematisere kunnskap som kan være rele¬vant for planlegging og utvikling av slike mobilitets¬tjenester. Rapporten gjennomgår sentrale teoretiske modeller for teknologiadopsjon, blant annet Technology Acceptance Model (TAM) og senere videreutviklinger, og diskuterer hvordan disse har blitt brukt til å analysere holdninger til automatisert transport. SAVA-modellen er en ny, forenklet tilnærming som viser at faktorer som opplevd nytte, sikkerhet, tillit til teknologien, sosial komfort og brukervennlighet har stor betydning for viljen til å ta teknologien i bruk. Samtidig peker litteraturen på at aksept også påvirkes av bredere sosiale og institusjo¬nelle forhold, som regulering, tilgjengelighet og univer¬sell utforming. Rapporten understreker at potensielle gevinster som bedre trafikksikkerhet, mer effektiv arealbruk og lavere utslipp forutsetter at tjenestene faktisk tas i bruk. Kunnskap om brukeraksept er derfor sentral i utviklingen av framtidens mobilitetsløsninger.

• Aasvik, Ole (2026). What Drives Acceptance of Shared Autonomous Vehicles? Universitetet i Oslo. Fulltekst i vitenarkiv Vis sammendrag

  Automated vehicles (AVs) are often part of the vision for sustainable urban futures. By reducing congestion, cutting emissions, and improving accessibility, shared AVs (SAVs) in particular promise to deliver large societal benefits. They could reduce car ownership, free up urban space, and make transport more inclusive. Yet, despite these prospects, people remain hesitant. Public resistance is not merely about resistance to change but also about deeper concerns: trust in automation, the loss of control, unease with sharing rides with strangers, and the disruption of long-established mobility habits. This tension between potential societal gains and individual reluctance lies at the heart of the thesis. To understand this resistance and acceptance, researchers have typically turned to technology acceptance models, most prominently the Unified Theory of Acceptance and Use of Technology (UTAUT). These frameworks have been instrumental in explaining uptake of digital tools and consumer technologies. They are, however, ill-suited for SAVs. UTAUT and similar models have grown very complex and lack situational fit to mobility uptake. In the context of SAVs, the issue is not just whether the technology works, but whether people trust it to carry them safely, whether they feel comfortable sharing intimate space with others, and whether it fits their everyday travel practices. This thesis thus seeks to enhance understanding of acceptance of SAVs. Three research questions guide this endeavor: • RQ1: Which psychological and social constructs are necessary and sufficient for acceptance? • RQ2: How do users experience SAVs in real-world pilots? • RQ3: Which strategies may enhance acceptance? These questions are directed at central gaps in the research literature. The vast technology acceptance frameworks dominating the field may be simplified and adapted to the SAV context. Most contemporary research also relies on hypothetical scenarios and survey research, limiting the ecological validity of research. Last, little is known about the mechanisms that shape acceptance. The thesis includes five papers. The first four rely on survey data while the fifth analyzes qualitative interviews. Paper 1 examined public acceptance of a suburban SAV pilot in Ski, Norway, where a small shuttle operated with a safety driver present. Two cross-sectional surveys were conducted with local residents at the beginning and end of the pilot (N=922 and N=608), capturing perceptions of trust, optimism, and willingness to share rides. Paper 2 tested items from UTAUT and MAVA to find room for simplification in measurement of SAV acceptance. It used a national online survey (N=1902), with a split-sample design to conduct exploratory and confirmatory factor analyses. Paper 3 relied on the same dataset but investigated personality measures (Five Factor Model and Social Dominance Orientation). It also introduced a vignette experiment varying driver presence, seat orientation, and passenger ethnicity, to assess whether informational framing could influence acceptance. Paper 4 was performed as a registered report that introduced and tested the SAVA model in a Norwegian cross-sectional survey (N=1250). A second vignette experiment was embedded. Finally, Paper 5 used twelve semi-structured interviews with early users of Ruter’s SAV pilot in Oslo’s Groruddalen. It used thematic analysis to explore how people perceived one of the first applications of SAVs in a public transport setting. Results across the five papers suggest that acceptance of SAVs can be parsimoniously conceptualized as comprising trust, perceived utility, and social comfort, although these factors manifest differently across contexts and methods. Paper 1 showed that mere exposure to an early SAV pilot did not increase optimism or trust. Demographic differences, such as gender and age, operated indirectly through these constructs, highlighting trust as a decisive acceptance factor. Paper 2 demonstrated that acceptance can be captured parsimoniously. A large set of items was reduced to a General Acceptance Factor (GAF), with trust and perceived usefulness alone explaining most of the variance in intention to use. Additional dimensions, such as interpersonal security and sociability, added nuance where the social dynamics of sharing were salient. Paper 3 extended this framework by examining individual differences. Personality traits such as openness and agreeableness predicted higher acceptance, while social dominance orientation and neuroticism were linked to lower acceptance. The vignette experiment, however, found no meaningful effects of framing, suggesting that light informational cues are insufficient to shift attitudes. Paper 4 consolidated these insights in the preregistered SAVA model. Structural equation modeling confirmed that trust, utility, and social comfort are both necessary and sufficient predictors of intention to use. Yet again, framing manipulations had no practical effect, reinforcing the limited power of survey-based interventions. Paper 5 turned to lived experience. Interviews with early SAV users revealed that acceptance depended not only on abstract evaluations but on whether services could be integrated into their everyday mobility practices. Trust was tied to vehicle behavior and institutional legitimacy, utility to meeting local travel needs, and social comfort to the norms and interactions inside the vehicle. Viewed as a whole, the five studies show that acceptance of SAVs can be accurately measured using a parsimonious framework. The thesis shows the value of including real users of SAV services, as they provide nuanced knowledge. It also shows that, while difficult to manipulate in surveys, several characteristics of SAVs and its users may be key in determining acceptance. Theoretically, the thesis demonstrates that large and intricate frameworks such as UTAUT are not well suited to the SAV context. The proliferation of constructs may obscure rather than clarify the mechanisms of acceptance. By contrast, the SAVA model provides a more focused account, showing that a small set of factors is both necessary and sufficient to explain intention to use. At the same time, the thesis highlights that acceptance cannot be reduced to cognitive evaluations alone. The qualitative interviews show how trust, utility, and comfort are lived and negotiated through practices, identities, and mobility needs. This underscores the importance of situating research in the appropriate context. Early pilots do not automatically build trust or optimism. In fact, perceptions may be less malleable than previously assumed. This suggests that exposure alone is not enough, particularly when the technology is deemed immature. Light vignette interventions appear insufficient to overcome hesitations tied to trust, utility, and social dynamics. Instead, interventions may need to be embedded in service design and real-world experience to be effective. The results point to clear levers for increasing acceptance. Building and maintaining trust requires not only reliable technology but also transparent communication and credible institutions. Utility depends on whether SAVs meet everyday mobility needs rather than abstract promises of sustainability. Social comfort hinges on the design of the service, and on fostering an inclusive environment that counteracts the norm vacuum of this novel mode of transport. In sum, the thesis clarifies the core conditions of SAV acceptance, demonstrates the limits of abstract survey approaches, and shows how acceptance is rooted in everyday practices. By combining parsimony at the level of constructs with richness at the level of lived experience, it refines theory while offering policymakers and practitioners concrete pathways for making SAVs a credible part of sustainable mobility futures.

• Sundfør, Hanne Beate; Phillips, Ross Owen & Aasvik, Ole (2026). Evaluering av Statens vegvesens kampanje «Flertallet holder fartsgrensen» : En normbasert tilnærming for å øke fartsoverholdelse. Transportøkonomisk institutt . ISSN 9788248014201. Fulltekst i vitenarkiv Vis sammendrag

  Kampanjen «Flertallet holder fartsgrensen» bygger på Integrert atferdsmodell (IBM) og har hatt mål å øke fartsoverholdelsen og dermed bidra til færre drepte og hardt skadde i trafikken. Evalueringen undersøker om kampanjen har bidratt til endringer i holdninger, normer, opplevd atferdskontroll, atferdsintensjon og fartsatferd i perioden 2019–2025, basert på landsrepresentative spørreundersøkelser og objektive fartsdata. Resultatene viser en samlet utvikling i ønsket retning. Kampanjeeksponering er særlig knyttet til endringer i normative oppfatninger, noe som tyder på at normbaserte virkemidler har hatt gjennomslag. Holdninger til fartsoverholdelse har også styrket seg, men uten tydelig gjennomgående eksponeringseffekt. Intensjon og selvrapportert atferd har forskjøvet seg bort fra de høyeste fartsovertredelsene, og objektive målinger viser økt etterlevelse av fartsgrense 80. Fraværet av kontrollgruppe gjør det vanskelig å fastslå kampanjens effekt. Samtidig gir det samlede mønsteret støtte til at kampanjen kan ha vært en medvirkende faktor i utviklingen som observeres, noe som også er det mest realistiske utbyttet innenfor et slikt evalueringsdesign.

• Jong, Trijntje de & Aasvik, Ole (2024). Sykkelfelt forbi bussholdeplass - En spørreundersøkelse blant myke trafikanter. Transportøkonomisk institutt . ISSN 9788248016250. Fulltekst i vitenarkiv Vis sammendrag

  For å forbedre fremkommelighet for gående, kollektiv-reisende og syklister anbefaler Bymiljøetaten i Oslo (BYM) i dag å føre sykkelfeltet bak holdeplass. Rappor¬ten vurderer to typer bussholdeplasser kombi¬nert med sykkelinfrastruktur: sykkelfelt som opphører ved holde-plass (kantstopp) og sykkelfelt som føres bak holdeplass (bussøy). Prosjektet, gjennomført i oppdrag av BYM og Asplan Viak, undersøker gåendes og syklisters opplev-elser. Data ble samlet fra veikantintervju med til sam¬men 641 syklister og gående på syv holdeplasser i Oslo. Resultatene viser at syklister foretrekker bussøy for funksjonalitet og trygghet, mens busspassasjerer føler seg mindre trygge der. Antall bussavganger påvirker trygghet og tilfredshet negativt. Bussholdeplasser med gjerde hadde en liten positiv effekt på syklisters tilfreds-het, men ble vurdert som mindre trygge. Kvinner og syklister gir generelt lavere trygghetsvurdering på bussholdeplasser i Oslo.

• Aasvik, Ole & Sagberg, Fridulv (2023). Evaluering av den nasjonale oppmerksomhetskampanjen "Takk for oppmerksomheten" - En undersøkelse med fire ulike datainnsamlingsmetoder i perioden 2018 - 2022. Transportøkonomisk institutt . ISSN 9788248020080. Fulltekst i vitenarkiv Vis sammendrag

  I denne rapporten presenterer vi en evaluering av Statens vegvesens kampanje ”Takk for oppmerksom-heten”, som ble gjennomført i perioden 2018-2021. Vi benyttet fire ulike datainnsamlingsmetoder for å følge utviklingen av uoppmerksomhet blant norske bilførere i denne perioden. Resultatene våre er sammensatte. For selvrapportert sekundær¬aktivi¬tet finner vi en svak, men betydelig nedgang. Fra mer objektive datakilder finner vi ingen endring eller en liten økning. Det ser også ut til at typen sekundær-aktivitet har endret seg noe, eksem¬pel¬vis brukes mobiltelefon mindre til samtale i 2022 enn i 2018, men mer til andre ting som naviga¬sjon og musikk. De rapporterte endringene viser styrken til metodetriangu¬lering. Tolkning, konsekvenser og muligheter for fremtidig forskning diskuteres.

• Johansson, Ole Jørgen Aasvik & Rostoft, Marianne Stølan (2023). Omkamp om oppmerksomheten. Transportøkonomisk institutt . ISSN 9788248019374. Fulltekst i vitenarkiv Vis sammendrag

  Sammenhengen mellom uoppmerksomhet blant bilførere og trafikksikkerhet er veldokumentert. I omtrent en tredel av norske dødsulykker er uoppmerksomhet medvirkende årsak. Digitalisering og automatisering i bilindustrien gjør at stadig nye deler av bilføreroppgaven flyttes til digitale flater og store skjermer. Man vet lite om effekten av denne nye teknologien på bilføreres oppmerksomhet. Denne litteraturstudien undersøker nettopp forskning gjort på effekten av nye informasjonssystemer på føreres oppmerksomhet, og dermed på trafikksikkerheten. Særlig fokus er lagt på effekten av skjermer i biler, og tilstøtende temaer. Litteraturen er enda ung, og det er et for tynt grunnlag for å konkludere. Det kan se ut til at større skjermer er bedre enn små, men at det viktigste er hvordan brukergrensesnittene utformes. Problemer med ukontrollert systematisk variasjon blant deltakerne i slike studier diskuteres. Det trengs mer forskning av høy kvalitet på dette temaet. Utviklingsbaner og anbefalinger diskuteres på bakgrunn av funnene.

• Uhlving, Vibeke Milch; Weyde, Kjell Vegard; Hagenzieker, Marjan; Aasvik, Ole & Rostoft, Marianne Stølan (2023). Avanserte førerstøttesystemer og integrerte skjermer - Hvordan påvirker de føreratferd? Transportøkonomisk institutt . ISSN 9788248015192. Fulltekst i vitenarkiv Vis sammendrag

  Avanserte førerstøttesystemer i bil (ADAS) kan bidra til jevnere fart, sikrere avstand til bilen foran, bedret situasjonsforståelse, samt redusert mental belastning i enkelte sammenhenger. På den andre siden kan ADAS øke sjansen for å utføre sekundæroppgaver under kjøring, og dermed redusere fokus på selve kjøringen. ADAS kan også medvirke til økt reaksjonstid, eller manglende eller feil reaksjon, i kritiske situasjoner, fordi føreren tar mindre aktivt del i kjøringen eller har en overdreven tillit til systemet; samt svekkelse av manuelle kjøreferdigheter ved langvarig bruk. Kunnskapen om bruk av ADAS og integrert skjerm i bil er mangelfull. Videre forskning bør fokusere på: eldre førere, bruk og utforming av head-up display (HUD), kjennskap til, bruk (inkludert mental belastning og distraksjon) og opplæring av ADAS, og bruk av stemmestyring. Et opplegg for å studere deler av dette, blir presentert i rapportens siste del.

• Pokorny, Petr; Bjørnskau, Torkel & Aasvik, Ole (2022). Automated shuttles in a residential area - Video observations of interactions with other road users in Ski - Hebekk. Transportøkonomisk institutt . ISSN 9788248019732. Fulltekst i vitenarkiv Vis sammendrag

  Automated shuttles are being tested frequently worldwide. Most such pilots take place in more or less controlled environments or in areas with simple traffic conditions. This report provides results from a unique evaluation of the performance of the shuttles in a more complex urban environment. The operation of the shuttles in the residential area Hebekk in Ski has been investigated using external video observations under real traffic conditions. Among the most concerning findings were low willingness of car drivers to give way to the shuttles at right-hand priority intersections, many inade¬quate reactions of the shuttles at intersections and the inability to manage the interactions with pedestrians walking along road sides. Such know¬ledge can be utilized in other pilots with automated vehicles.

• Fyhri, Aslak; Johansson, Ole & Hesjevoll, Ingeborg Storesund (2021). Ny sykkelveivisning i Oslo - Før- og etterundersøkelse av forsøksstrekningen «Rute 2». Transportøkonomisk institutt . ISSN 9788248023463. Fulltekst i vitenarkiv Vis sammendrag

  Oslo kommune har testet ut nye prinsipper for sykkelveivisning på en strekning vest i Oslo. Gjennom et felteksperiment med bruk av intervjuer, blikksporing og et GoPro-kamera har vi undersøkt effekten av tiltaket på rutevalg og trafikksikkerhet (distraksjoner). Det nye systemet for oppmerking førte til at syklistene endret rutevalg. Deltagerne opplevde det nye systemet som en forbedring. De følte større grad av kontroll og oversikt etter at den nye skiltingen og oppmerkingen kom. Vi brukte maskinlæring til å gjennomføre analyser av om den nye oppmerkingen førte til at syklistene ble mindre oppmerksomme på andre trafikanter. Denne viste at det ikke var noen endring. Kvalitative analyser av blikksporingen og folks svar på intervjuene tydet også på at tiltaket heller var en forbedring enn en trussel for trafikksikkerheten.

• Johansson, Ole Jørgen & Bjørnskau, Torkel (2020). Fotgjengeres oppfatninger av drift og vedlikehold. Resultater fra en spørreundersøkelse i ni byområder. Transportøkonomisk institutt . ISSN 9788248017325. Fulltekst i vitenarkiv Vis sammendrag

  Nullvekstmålet tilsier at framtidig vekst i persontrafikken i byer og tettsteder skal tas med gang-, sykkel- og kollektivtrafikk. God drift og godt vedlikehold av fortau, gang- og sykkelveger og sykkelfelt er viktig for å få til dette. Rapporten viser resultatene fra en spørreundersøkelse til 2745 fotgjengere i ni byområder om deres oppfatning av drift og vedlikehold for gange. Resultatene viser at kvinner er mer bekymret for vanskelige føreforhold enn menn er, og dette gjelder særlig om vinteren når forholdene er vanskeligst. Det er særlig de eldste kvinnene (> 60 år) som synes føreforholdene om vinteren kan være vanskelige og som opplever utilstrekkelig vinterdrift og vintervedlikehold. Vi finner at dårlig drift og vedlikehold kan ha store konsekvenser for opplevelse, rutevalg og transportmiddelvalg. Hull i vegen og brøytekanter er blant de største problemene for fotgjengere. Resultatene tyder på at bedre drift og vedlikehold kan føre til at flere vil velge å gå.

• Johansson, Ole & Bjørnskau, Torkel (2020). Fotgjengeres oppfatninger av drift og vedlikehold. Resultater fra en spørreundersøkelse i ni byområder. Transportøkonomisk institutt . ISSN 9788248017325. Fulltekst i vitenarkiv Vis sammendrag

  Nullvekstmålet tilsier at framtidig vekst i persontrafikken i byer og tettsteder skal tas med gang-, sykkel- og kollektivtrafikk. God drift og godt vedlikehold av fortau, gang- og sykkelveger og sykkelfelt er viktig for å få til dette. Rapporten viser resultatene fra en spørreundersøkelse til 2745 fotgjengere i ni byområder om deres oppfatning av drift og vedlikehold for gange. Resultatene viser at kvinner er mer bekymret for vanskelige føreforhold enn menn er, og dette gjelder særlig om vinteren når forholdene er vanskeligst. Det er særlig de eldste kvinnene (> 60 år) som synes føreforholdene om vinteren kan være vanskelige og som opplever utilstrekkelig vinterdrift og vintervedlikehold. Vi finner at dårlig drift og vedlikehold kan ha store konsekvenser for opplevelse, rutevalg og transportmiddelvalg. Hull i vegen og brøytekanter er blant de største problemene for fotgjengere. Resultatene tyder på at bedre drift og vedlikehold kan føre til at flere vil velge å gå.

• Bjørnskau, Torkel; Johansson, Ole Jørgen; Pokorny, Petr & Skender, Belma (2020). Publikums reaksjoner på selvgående driftsmaskin i Kongsberg. Transportøkonomisk institutt . ISSN 9788248023197. Fulltekst i vitenarkiv Vis sammendrag

  I Statens vegvesens FoU-program BEVEGELSE prøves det ut ulike tiltak for å forbedre drift og vedlikehold av vegnettet. Ett slikt tiltak er en selvgående driftsmaskin som rengjør vegdekket. På Kongsberg ble en slik driftsmaskin testet i gågata i september 2020. Videoregistreringer viser at maskinen stanset om det var trafikanter, parkerte varebiler eller andre objekter i veien for den. Den reagerte i liten grad eller ikke i det hele tatt på objekter eller personer på siden eller bak. Maskinen fant stort sett tilbake til sin vanlige rute etter at objektene var passert. Vi observerte ingen farlige situasjoner. Feltintervjuer viser at publikum oppfatter at maskinen er trygg, og de er stort sett positive til at automatiske driftsmaskiner testes og tas i bruk. Testen i gågata i Kongsberg tyder på at slike selvgående driftsmaskiner vil kunne operere uten store problemer i slike områder.

• Rynning, Maja Karoline; Hagen, Oddrun Helen; Johansson, Ole & Bjørnskau, Torkel (2020). Syklisters, gåendes og rullestolbrukeres vurdering av drift og vedlikehold. Gruppeintervjuer med ulike trafikantgrupper i byområdene Kristiansand, Oslo, Stavanger, Trondheim. Transportøkonomisk institutt . ISSN 9788248020882. Fulltekst i vitenarkiv Vis sammendrag

  For å nå målsetninger om at flere skal gå og sykle mer trengs kunnskap om hvordan gående, syklister og rullestolbrukere opplever drift og vedlikehold av gang- og sykkelarealer og hvordan dette påvirker deres reiseatferd. Som en del av Statens vegvesens FoU-prosjektet BEVEGELSE har vi gjennomført gruppeintervjuer blant disse brukergruppene i Kristiansand, Oslo, Stavanger og Trondheim. Vi finner at drift og vedlikehold kan påvirke valg om å reise, reisemiddelvalg, samt fremkommelighet og tilgjengelighet. Lokalt klima og geografisk kontekst påvirker opplevelsen av og behov for drift og vedlikehold. Deltakerne er stort sett fornøyd med vinterdrift lokalt, men varierende forhold skaper uforutsigbarhet og utrygghet. Føreforhold vinterstid påvirker særlig fremkommelighet og valg om å reise blant seniorer og rullestolbrukere. Om sommeren er det først og fremst ujevnt dekke og hull i asfalten som skaper problemer, særlig for seniorer og rullestolbrukere. Da flere brukergrupper er underrepresenterte i disse og tidligere undersøkelser anbefaler vi et særskilt fokus på disse videre.

• Johansson, Ole & Bjørnskau, Torkel (2020). Syklisters oppfatninger av drift og vedlikehold. Resultater fra en spørreundersøkelse i ni byområder. Transportøkonomisk institutt . ISSN 9788248014089. Fulltekst i vitenarkiv Vis sammendrag

  Nullvekstmålet tilsier at framtidig vekst i persontrafikken i byer og tettsteder skal tas med gang-, sykkel- og kollektivtrafikk. God drift og godt vedlikehold av fortau, gang- og sykkelveger og sykkelfelt er viktig for å få til dette. Rapporten viser resultatene fra en spørreundersøkelse til 2555 syklister i ni byområder om deres oppfatning av drift og vedlikehold for sykling. Om sommeren oppleves hull og ujevnheter samt sand, grus og glasskår på asfalten som problemer. Høye fortauskanter er også et problem for en del. Om vinteren mener mange at det brøytes for dårlig på fortau og sykkelveger, men meningene er mer delt når det gjelder strøing og salting. Syklistene fra Trondheim, Bergen og Tromsø er minst fornøyd med drift og vedlikehold; syklistene fra Kristiansand, Rogaland og Kongsberg er mest fornøyde. Kvinner, og særlig de over 60 år, er mer bekymret for vanskelige føreforhold enn menn er, spesielt om vinteren. Resultatene tyder på at bedre drift og vedlikehold kan føre til at flere vil velge å sykle.

• Fyhri, Aslak; Sagberg, Fridulv; Bjørnskau, Torkel; Johansson, Ole & Karlsen, Katrine (2020). SykkelPiloter: Evaluering av tiltaket «sharrows». Transportøkonomisk institutt . ISSN 9788248023098. Fulltekst i vitenarkiv Vis sammendrag

  «Sharrows» er oppmerking i veibanen med pil og sykkelsymbol for å få flere syklister til å sykle i veibanen i stedet for på fortauet. Tiltaket er testet ut i andre land, men siden Norge er et av få land hvor sykling er tillatt på fortau, er det interessent å undersøke effekten i en norsk kontekst. TØI har evaluert tiltaket gjennom før- og etterundersøkelser i Horten og Lillehammer. Videoregistreringer viser en økning i andelen syklister som velger å sykle i veibanen. Intervjuer med trafikanter viser at både gående og syklende opplever at gatene fungerer bedre med dette tiltaket. Blant bilister er det en tendens til at flere opplever å bli hindret av andre trafikanter. Totalt sett ser oppmerking med «sharrows» ut til å ha den tilsiktede virkningen.

• Fyhri, Aslak; Sagberg, Fridulv; Bjørnskau, Torkel & Aasvik, Ole (2020). Sykkelpilot – Sykkelgate med begrenset biltrafikk i Porsgrunn. Transportøkonomisk institutt . ISSN 9788248023111. Fulltekst i vitenarkiv Vis sammendrag

  Sykkelgate med begrenset biltrafikk er et skilttiltak som testes ut for å legge til rette for sykling. TØI har evaluert dette tiltaket gjennom før- og etterundersøkelser i Porsgrunn. Videoregistreringer viser at framkommeligheten er rimelig bra for syklistene. Forskjellene i fart mellom før- og etterundersøkelsen er ubetydelig og ligger innenfor feilmarginen i fartsmålingene. Feltintervjuer tyder ikke på at det er store problemer for syklister i Storgata. Imidlertid er det en betydelig andel som svarer at de i noen grad blir hindret av andre trafikanter, først og fremst av kjørende biler, og både syklende og gående svarte i større grad i etterundersøkelsen at de ble hindret av andre syklende og gående. Det var relativt små forskjeller mellom før- og etterundersøkelsen. Vurderingene av hvor godt det er å sykle, var litt mer positive i etterundersøkelsen, og en større andel begrunnet valget av sykkelrute med «bra infrastruktur» og «at det er trivelig» i etterundersøkelsen.

• Sagberg, Fridulv & Johansson, Ole (2019). Evaluering av føreropplæring for moped og lett motorsykkel. Sluttrapport. Transportøkonomisk institutt . ISSN 9788248022664. Fulltekst i vitenarkiv Vis sammendrag

  Læreplanen for føreropplæring for moped og lett motorsykkel ble endret i 2017, bl.a. ved at det ble innført et nytt sikkerhetskurs i trafikk. I denne rapporten presenteres en evaluering av endringen. Analyser av registerdata viser at et stort flertall tar førerkort så snart de når minstealderen på 16 år. Gjennomsnittlig varighet av opplæringsperioden har imidlertid økt etter endringen. Spørreundersøkelser før og etter endringen viser en liten økning i antall frivillige kjøretimer i tillegg til den obligatoriske undervisningen. Spørreundersøkelsene viste jevnt over positive holdninger til trafikksikkerhet og lav forekomst av risikoatferd, med unntak av høy fart og trimming av moped. Imidlertid har andelen førere som eier eller kjører trimmet moped gått ned etter endringen; likevel er det fortsatt slik at mer enn hver femte mopedfører eier en trimmet moped. Det er ingen indikasjoner på nedgang i ulykkesinnblanding etter innføring av det nye sikkerhetskurset. Evalueringsresultatene kan være påvirket av endringer i førerpopulasjonen, da det har vært en stor nedgang i bestanden både av mopeder og lette motorsykler de siste par årene, samt en kraftig nedgang i andelen ungdom som tar førerkort for moped.

• Johansson, Ole J. & Bjørnskau, Torkel (2018). Evaluering av valgfaget trafikk. Transportøkonomisk institutt . ISSN 9788248021797. Fulltekst i vitenarkiv Vis sammendrag

  Valgfaget trafikk fikk egen læreplan i 2013, og har siden blitt tilbud på ungdomsskoler over hele landet. Hvert år tar ca. 5% av elevene valgfaget, mange med det mål å skaffe seg trafikalt grunnkurs. Trygg Trafikk ønsket å få belyst hvordan intensjonen med valgfaget trafikk gjennomføres i praksis. For å undersøke dette har vi brukt tre datakilder. Den ene kilden var en spørreundersøkelse blant 1177 elever som tok valgfaget, mens den andre var en spørreundersøkelse til 128 lærere i valgfaget. I tillegg brukte vi data fra en tidligere undersøkelse. Svarene tegner et positivt bilde av valgfaget trafikk. De fleste elevene rapporterer at de gleder seg til valgfaget, og dette støttes av lærerne som rapporterer at elevene er motiverte og liker faget. Svarene tyder på at elevene utvikler gode holdninger til trafikksikkerhet gjennom valgfaget trafikk. Vi finner ikke forskjeller i holdninger hos nyutdannete førere av moped og lett mc mellom de som har tatt trafikalt grunnkurs i grunnskolen gjennom valgfaget trafikk og de som har tatt det på trafikkskole. Nesten alle elevene sier at en viktig grunn til å velge valgfaget trafikk er muligheten for å gjennomføre trafikalt grunnkurs som en del av valgfaget. Valgfaget trafikk inneholder mange elementer som er nedfelt i Trygg Trafikks modell for atferdspåvirkning og som er dokumentert å kunne påvirke atferd, og både elever og lærere mener at elevene blir sikrere i trafikken gjennom undervisningen i valgfaget trafikk.

• Sagberg, Fridulv & Johansson, Ole Jørgen (2018). Evaluering av føreropplæring for moped og lett motorsykkel. Førundersøkelse. Transportøkonomisk institutt . ISSN 9788248021155. Fulltekst i vitenarkiv Vis sammendrag

  Læreplanen for føreropplæring for moped og lett motorsykkel ble endret i 2017, og i denne rapporten presenteres en førundersøkelse som grunnlag for å evaluere endringen i en etterundersøkelse om 3-5 år. Gjennomsnittsalder for fullført obligatorisk opplæring for moped er ca. 15 ½ år og for lett motorsykkel ca. 16 år. Dette betyr at de fleste tar førerkort så snart de når minstealderen på 16 år. En spørreundersøkelse blant ca. 800 mopedførere og 1100 førere av lett motor-sykkel som tok førerkort i 2016 viser at bare 15 % av mopedførerne tok mer enn to kjøretimer utover obligatorisk undervisning, mot 59 % av førerne av lett motorsykkel. Spørreundersøkelsen viste positive holdninger til trafikksikkerhet og lav forekomst av risikoatferd, unntatt høy fart og trimming av moped. Nesten en av tre mopedførere eier en trimmet moped. Førerne av lett motorsykkel er imidlertid mer opptatt av høy fart enn mopedførerne. Dette kan ha sammenheng med høyere andel menn blant førerne av lett motorsykkel. Analyser av ulykkesdata viser at antall ulykker per kjøretøy har gått vesentlig ned siden 2004 både for moped og lett motorsykkel. Imidlertid er så mye som 22 % av mopedførerne og 27 % av førerne av lett motorsykkel innblandet i selvrapporterte uhell det første året etter førerprøven.

• Fyhri, Aslak & Johansson, Ole J. (2018). Miniscenario: Økt omfang av elsykler. Transportøkonomisk institutt . ISSN 9788248021308. Fulltekst i vitenarkiv Vis sammendrag

  Elsykkelsalget har økt kraftig i Norge i de siste årene. Denne rapporten undersøker om dette vil medføre en økt risiko for sykkelulykker, og hva som er risikofaktorer for elsykler. Noen utenlandske studier har pekt på at elsykler har høyere fart, og høyere risiko, særlig for eldre og for kvinner, men flertallet av studiene finner ingen økt risiko for elsykler. Vi gjennomførte en spørreundersøkelse blant 6237 personer i 9 norske byer om sykkelbruk og om man har hatt uhell med sykkel, samt en oppfølgingsundersøkelse blant 390 respondenter som hadde hatt et uhell med sykkel. Resultatene fra undersøkelsen tyder ikke på at elsykler har en høyere ulykkesrisiko enn øvrige sykler. Kvinner, særlig eldre, var overrepresenterte i elsykkeluhellene, men dette kan skyldes økt sykkelbruk, så vi kan ikke konkludere at de har høyere risiko. Det var flere balanserelaterte uhell blant elsyklister. Konklusjon: risikoen for syklister vil ikke øke som følge av flere elsykler.

• Johansson, Ole J. & Milch, Vibeke (2018). «Det er helt klart ikke et regnestykke» - Evaluering av gjennomføringen av praktisk førerprøve for personbil. Transportøkonomisk institutt . ISSN 9788248021995. Fulltekst i vitenarkiv Vis sammendrag

  I dette prosjektet har vi evaluert gjennomføringen av den praktiske førerprøven for personbil og hvorvidt dagens praksis samsvarer med prinsippene i opplæringsmodellen, samt nasjonale og internasjonale bestemmelser. For å gjøre dette, ble alle relevante dokumenter gjennomgått. I tillegg ble det gjennomført observasjoner av førerprøvesituasjoner, to gruppeintervjuer med sensorer og en spørreundersøkelse blant både sensorer (n = 77) og trafikklærere (n = 288). Resultatene indikerer at førerprøven i hovedsak blir gjennomført i tråd med lovverk, retningslinjer og krav, og at sensorene er godt fornøyde med opplæringen de har i å foreta helhetlige og skjønnsmessige vurderinger. Likevel tyder resultatene på at enkelte forhold kan forbedres. Den administrative prosessen kan effektiviseres for å frigjøre tid i sensorenes hverdag. Videre kan man se nærmere på dagens praksis når det gjelder å sikre et felles språk mellom kandidat og sensor. Det kan også være grunn til å undersøke problemstillinger omkring habilitet og sensors tilbakemeldinger etter endt førerprøve.

• Bjørnskau, Torkel; Hagen, Oddrun Helen & Johansson, Ole Jørgen (2017). Sykling i gågater. Trafikkomfang, samhandling og konflikter mellom syklister og fotgjengere i Torggata og Brugata i Oslo. Transportøkonomisk institutt . ISSN 9788248020738. Fulltekst i vitenarkiv Vis sammendrag

  Sykling i gågater er tillatt i Norge i motsetning til i de fleste andre europeiske land. Hvordan samhandlingen mellom syklister og fotgjengere foregår i slike gater vet man lite om. Ved hjelp av videoregistreringer ble antall fotgjengere og syklister i Torggata og Brugata i Oslo kartlagt på en typisk hverdag og en typisk lørdag i sommerhalvåret. I tillegg ble syklistenes fart målt, og vi registrerte interaksjoner og konflikter mellom syklister og fotgjengere. Resultatene viser at det er flere fotgjenger og flere syklister i Torggata enn i Brugata. Farten på syklistene er høyest i Torggata i retning mot Youngstorget: 19 km/t om morgen og 14 km/t om ettermiddagen. I den andre retningen, og i Brugata er den ca. 17 km/t om morgenen og 12 km/t om ettermiddagen. Det er ganske mange som sykler i disse gatene, og dermed mange interaksjoner mellom syklister og fotgjengere. Det er likevel ganske få konflikter og andelen konflikter (i forhold til antall interaksjoner) er lav, ca. 0,3 – 0,4 prosent.

• Johansson, Ole Jørgen (2017). “Maybe I will just send a Quick Text…” Two Studies to Reduce and Explain Drivers’ Distractions. Universitetet i Oslo. Fulltekst i vitenarkiv Vis sammendrag

  Many people use cars all over the world. Since the introduction of cars, the number of accidents has steadily decreased in Norway. But traffic accidents are still one of the most common causes of death for adolescents worldwide. Many of these accidents involve passenger cars and distracted driving. While there are many campaigns to improve safety in traffic, little research has looked at distractions. A recent report has investigated the occurrence and damage of distractions, and one article has looked at what predicts baseline differences in levels of distracted driving. However, no one has tested an intervention to decrease distracted behavior in traffic. Variables suggested by the Theory of Planned Behavior, personality traits, and demographic variables show utility in similar contexts and are all tested in this project. I conducted two randomized studies to investigate the nature of distractions in traffic, what factors predict baseline levels of distractions, and to test an intervention to reduce distractions. Both studies feature randomly assigned intervention and control groups. The first used a high school sample (n = 1100) from all over Norway as a part of a larger attitudinal campaign, while the second had a more general sample (n = 414). Both tested digital versions of implementation intentions designed as volitional help sheets and were recruited via email. The results from both studies suggest that there are some robust differences between people in how much they are distracted in everyday life, while some variables need further research. The first study suffered great attrition, which rendered any test of the intervention impossible. The second study had more statistical power, but failed to uncover any effects of the intervention. Reasons for this are discussed, along with points on the efficacy of digital interventions, the design of the volitional help sheets, and the design of the study. Notwithstanding the ineffectual interventions, these studies contain novel and important information about baseline differences in distractive behavior. These results may further impact future behavior change interventions and inform future research.

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