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  • 1.
    Andersson, Evert
    et al.
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Berg, Mats
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Nelldal, Bo-Lennart
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    TOSCA. Rail freight transport: Techno-economic analysis of energy and greenhouse gas reductions2011Report (Other academic)
    Abstract [en]

    In Stage 1 of the EU/FP7-funded project TOSCA (Technology Opportunities and Strategies toward Climate-friendly trAnsport) the techno-economical feasibility of different technolo-gies and means to reduce greenhouse gas (GHG) emissions is being analysed for different modes of transport. This is made over the long-term perspective until 2050, with 2009 as the reference year. This is the report on the rail freight transport market, applicable to the European Union (EU-27).The analysis presented in this report estimates that a number of efficient technologies and means are available, individually and in combination, to significantly reduce energy use and the resulting GHG emissions on the rail freight market until 2050. The analysis has considered the following technologies and means:

    – heavy freight trains (high payload capacity per metre of train as well as longer trains)

    – eco-driving, including traffic flow management

    – energy recovery

    – high-efficiency machinery in locomotives and electric supply

    – low air drag

    – incremental improvements, in particular reduced tare mass of wagons.

    Despite anticipated higher train speeds in most future train operations the above-mentioned technologies and means have, according to the analysis, the potential to reduce the average energy use per net-tonne-km (tkm) of payload by 40–50 % until 2050. As a consequence also the direct and indirect GHG emissions will be reduced. Energy use and GHG emissions are measured per net-tonne-km, assuming representative load factors in different operations.

  • 2.
    Andersson, Evert
    et al.
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Berg, Mats
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Nelldal, Bo-Lennart
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    TOSCA. Rail passenger transport: Techno-economic analysis of energy and greenhouse gas reductions2011Report (Other academic)
    Abstract [en]

    In Stage 1 of the EU/FP7-funded project TOSCA (Technology Opportunities and Strategies toward Climate-friendly trAnsport) the techno-economical feasibility of different technologies and means to reduce greenhouse gas (GHG) emissions is being analysed for the different modes of transport. This is made in the long-term perspective until 2050, with 2009 as the reference year. This is the report on rail passenger transport, applicable to the European Union (EU-27).The present report has been subject to review among railway experts, representing train suppliers, railway operators as well as academia. They have also responded to a questionnaire. Further, a workshop was held, where the report with assumptions and results was discussed.In the analysis presented in this report it is estimated that a number of efficient improvements that, individually and in combination, are available in order to significantly reduce energy use and the resulting GHG emissions on the rail passenger market until 2050. The analysis has considered different technologies and means:

    – low air drag

    – low train mass

    – energy recovery

    – eco-driving, including traffic flow management

    – space efficiency in trains (increasing payload per metre of train)

    – incremental improvements of energy efficiency, in particular reduced losses.

    Despite anticipated higher average train speeds in the future these combined approaches will, according to the analysis, have the potential to reduce the average specific energy use per passenger-km (pkm) in the order of 45–50 % in the very long term until 2050. As a consequ-ence also the direct and indirect GHG emissions will be reduced. The highest reductions are possible in city and regional rail operations. Reductions are more limited in high-speed opera-tions, because of the advanced technologies already applied. However, high-speed rail has today a comparatively low energy use per passenger-km, partly due to its high average load factor. To be consistent with other work packages of TOSCA, energy use and GHG emissions are measured per passenger-km, assuming representative load factors in different operations.

  • 3.
    Andersson, Evert
    et al.
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport planning, economics and engineering.
    Stichel, Sebastian
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles.
    Bustad, Tohmmy
    Trafikverket.
    Henrik, Tengstrand
    Bombardier Transportation.
    Green Train: concept and technology overview2014In: International Journal of Rail Transportation, ISSN 2324-8386, Vol. 2, no 1, p. 2-16Article in journal (Refereed)
    Abstract [en]

    Green Train (in Swedish, Gröna Tåget) is a research, development and demonstrationprogramme with the overall objective to define an economical, flexible and environmentallyfriendly train concept. The objective is also to develop technology for futurehigh-speed trains for the northern European market, particularly for Scandinavia. Mostof the technology developed is also applicable to other world markets, as well as toslower trains. The programme has covered many important areas, including economy,capacity and market aspects, conceptual design, traveller attractiveness and interiors,travel time, energy efficiency and noise, winter performance, track friendliness and carbody tilt, aerodynamics, electric propulsion and current collection. The programme hasconducted fundamental analysis and research on the different issues as well as designand testing of new technologies. A number of crucial technologies have undergoneperformance and type testing both in lab and on a test train. Experience feedback wasachieved in commercial train service during the period 2006−2013 including harshwinters. This paper summarises a great deal of research and development that has beenperformed in the Green Train programme.

  • 4.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics (closed 20110301), Traffic and Logistics (closed 20110301). KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Anläggningskostnader för järnvägar i Sverige 1989-20092009Report (Other academic)
  • 5.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport planning, economics and engineering.
    Design speed for new high-speed lines2014In: Journal of Rail Transport Planning and Management, ISSN 2210-9706, Vol. 4, no 3, p. 59-69Article in journal (Refereed)
    Abstract [en]

    There are examples where the design speed of new high-speed lines has been based more on performance of present technology than on optimisation of the cost-benefit outcome considering future needs. A model for optimising the design speed, or intended dimensional speed, for new high-speed lines to attain more cost-efficient planning is presented in this paper. This model, HSLdim, includes a travel demand sub-model where the dependent variable is commercial speed, and design speed dependent infrastructure cost and train operating cost sub-models, adapted for fast optimisation. Some aspects of a proposed high-speed network in Sweden have been analysed. The average speed should be as high as possible to maximise benefits. The optimal design speed for the Swedish case was found to be 325-350. km/h depending on the share of ballastless track, which has a significant influence on the construction costs. This is in line with international experience but somewhat higher than the planned design speed of 320. km/h. To summarise, the paper gives an example that analysis could increase the socio-economic output by optimising the design speed in a CBA to take future needs into consideration in new high-speed rail projects.

  • 6.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    En systemsyn på kapacitet: Hur kan man använda bankapaciteten på ett marknadsmässigt sätt?2012Conference paper (Other academic)
  • 7.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Godstrafik på järnväg - åtgärder för ökad kapacitet på lång sikt2013Report (Other (popular science, discussion, etc.))
    Abstract [sv]

    De viktigaste slutsatserna av analysen

    • Persontrafiken på järnväg bedöms öka så mycket till 2030 och 2050 att godstrafiken i framtiden får färre tåglägen, särskilt dagtid
    • De största investeringarna ligger i att med infrastrukturåtgärder minska dagens och framtida tillkommande kapacitetsproblem
    • Standardfaktorer, som högre axellaster och större bärighet (meterlast), större lastprofil och längre och tyngre godståg är väsentliga för att öka effektiviteten och minska energiförbrukning och transportkostnaderna
    • För att klara ytterligare godstrafik utöver basprognosen (+50 % respektive +100 %) krävs tillkommande investeringar som bedöms till 46-54 miljarder kr under perioden 2015-2050
    • De tillkommande investeringarna (för +50 % respektive +100 % ökad godstrafik) omfattar främst förlängda mötes- och förbigångsspår och bangårdar för 1000 m respektive 2x1000 m tåglängd samt vissa dubbelspårsetapper
    • Bedömningarna visar att de extra långa godstågen (2x1000 m) ger mest kapacitet per investerad krona och att det vid fullständig utbyggnad skulle finnas kapacitet för mer än 100 % ökning av transportkapaciteten
    • Dagens svenska standard med upp till 750 m tåglängd är sannolikt kortare än optimal godstågslängd och skulle behöva omprövas till förmån för längre godståg.
  • 8.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Green train. Basis for a Scandinavian high-speed train concept. Final report, part A2012Report (Other academic)
    Abstract [en]

    The Green Train (in Swedish ‖Gröna Tåget‖) is a high-speed train concept, that is economical, environmentally friendly and attractive to travellers. It is suited to specific Nordic conditions with a harsh winter climate, often varying demand and mixed passenger and freight operations on non-perfect track. The main proposal is a train for speeds up to 250 km/h equipped with carbody tilt for short travelling times on electrified mainlines. The concept is intended to be a flexible platform for long-distance and fast regional passenger trains, interoperable in Scandinavia, i.e. Denmark, Norway and Sweden.

    The Gröna Tåget programme delivers a collection of ideas, proposals and technical solutions for rail operators, infrastructure managers and industry. This is part A of the final report, dealing with market, economy and service aspects, with an emphasis on the areas where research has been done within the Gröna Tåget research and development programme.

    Passenger valuations and economy in train traffic exposed to competition are controlling factors in the design of the train concept. One important measure to achieve better economy in the train traffic with 15% lower total costs and the possibility to reduce fares is to use wide-bodied trains that can accommodate more seats with good comfort. Travel on some studied routes in Sweden may increase by 30% compared to today’sexpress trains through shorter travelling times, lower fares and more direct connections, which are possible with shorter, flexible trainsets.

    Gröna Tåget will be designed to give good punctuality even during peak load periods. Doors, interior design, luggage handling and vestibules with lifts for disabled travellers must be dimensioned for full trains. A well-considered design reduces dwell times and delays.

    Capacity utilisation on the lines increases with greater speed differences between express trains and slower trains in mixed traffic. Punctual stops and skip-stop operation for regional trains are a few of the measures that compensate for the increase in capacity utilisation and reduce disruptions.

  • 9.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Gröna tåget: Ett attraktivt snabbtågskoncept2011Conference paper (Other academic)
  • 10.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Gröna Tåget för mer attraktiv tågtrafik2012Conference paper (Other academic)
  • 11.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Gröna Tåget [groe:na 'tɔ:gɛt]: to make train travel more attractive2012Conference paper (Other academic)
  • 12.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Gröna Tåget: Resande, ekonomi och tågkoncept2012Conference paper (Other academic)
  • 13.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Gröna tåget: Resande och trafik2011Conference paper (Other academic)
  • 14.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Gröna Tåget: Successiv utveckling Oslo–Stockholm med nytt snabbtågskoncept2012Conference paper (Refereed)
  • 15.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Hur kan man öka regionalt tågresande?: Tre svenska exempel på framgångsrika utbudsfaktorer2012Conference paper (Refereed)
  • 16.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Höghastighetsbanor: Potential för Sverige2012Conference paper (Other academic)
  • 17.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Höghastighetsbanor: Snabba tåg och separerad trafik i Sverige2012Conference paper (Refereed)
  • 18.
    Fröidh, Oskar
    KTH, Superseded Departments, Infrastructure.
    Introduction of regional high speed trains: A study of the effects of the Svealand line on the travel market, travel behaviour and accessibility2003Doctoral thesis, monograph (Other scientific)
    Abstract [en]

    The Svealand line opened in 1997 and the services areoperated with regional high speed trains. While the Svealandline was being built, the slow trains that had been inoperation on the old railway between Eskilstuna and Stockholm(a distance of 115 km) were replaced by buses with a highfrequency of service.

    In a case study of the effects of regional high speed trainservices, field surveys were made of residents and publictransport passengers along the line, and in a reference centreof population, before and after the Svealand line opened.Changes in knowledge, valuations and travel behaviour have beenanalysed, as have changes in accessibility. The supply and thedemand for regional journeys by car, bus and train have alsobeen examined.

    The results show that the Svealand line has meant anincrease of up to seven times in regional travel by railcompared to the old railway between Eskilstuna and Stockholm,and the market share has risen from 6% to 30%. Those who travelmost are people who have access to a car at times. Habitualmotorists, on the other hand, account for the largest increasein travel by public transport. In areas close to the railwaystations in Strängnäs and Eskilstuna new patterns ofcar ownership, travel behaviour, choice of transport mode andchoice of destination have been found since the regional highspeed trains began operating on the Svealand line. Commuting towork has also shown a marked increase. Travelling times arevalued highly and especially motorists value the high speedtrain mode of transport highly. Poorer train services and busservices are not attractive to motorists other than as areserve alternative to their own cars.

    A general conclusion is that the regional high speed trainservices have had a major impact on the travel market, travelbehaviour and accessibility. The improved accessibility toStockholm in particular is especially noticeable amongresidents close to the railway stations.

    Keywords:The Svealand line, high speed trains, regionaltravel, travel behaviour, choice of transport mode,accessibility

  • 19.
    Fröidh, Oskar
    KTH, Superseded Departments, Infrastructure.
    Introduktion av regionala snabbtåg: En studie av Svealandsbanans påverkan på resemarknaden, resbeteende och tillgänglighet2003Report (Other academic)
    Abstract [sv]

    Svealandsbanan öppnades för trafik 1997 och trafikeras av regionala snabbtåg. Medan Svealandsbanan byggdes ersattes de långsamma tågen som rullade på den gamla järnvägen mellan Eskilstuna och Stockholm (115 km) av buss­trafik med hög turtäthet.

    I en fallstudie om effekterna av regional snabbtågstrafik har intervjuundersökningar av boende och kollektivresenärer längs banan, och i en referensort, genomförts före och efter Svealandsbanans trafikstart. Förändringar i kunskap, värderingar och resbeteende har analyserats, liksom förändringar i tillgänglighet. Även utbudet och efterfrågan på regionala resor med bil, buss och tåg har undersökts.

    Resultaten visar att Svealandsbanan har medfört upp till sju gånger ökat regionalt tågresande jämfört med den gamla järnvägen mellan Eskilstuna och Stockholm, och marknadsandelen har ökat från 6% till 30%. De som reser mest är människor med tillgång till bil ibland. Vanebilister har däremot ökat sitt kollektivresande mest. I områdena nära järnvägsstationerna i Strängnäs och Eskilstuna har konstaterats förändrat bilinnehav, resbeteende, färdmedelsval och målpunktsval sedan de regionala snabbtågen började trafikera Svealandsbanan. Arbetspendlingen har också ökat kraftigt. Värderingarna av restiden är höga, och särskilt bilister värderar också färdmedlet snabbtåg högt. Sämre tågtrafik och busstrafik attraherar inte bilister annat än som reserv till den egna bilen.

    En sammanfattande slutsats är att den regionala snabbtågstrafiken har gett stora effekter på resemarknaden, resbeteende och tillgänglighet. Den förbättrade tillgängligheten till framför allt Stockholm märks särskilt för boende i närheten av järnvägsstationerna.

  • 20.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Järnvägens utvecklingspotential och konsekvenser för berörda kommuner2016Conference paper (Other (popular science, discussion, etc.))
    Abstract [sv]

    Utvecklingslinjer i godstrafiken:

    • Avreglering och borttagande av organisatoriska hinder inom Europa• Effektivisering av basindustrins transporter och utveckling av nya produkter för högvärdigt gods• Utveckling av kombinerade transporter järnväg – lastbil och järnväg – sjöfart• Anpassning av priserna på transporter till verklig kostnad för miljö, olyckor och trängsel (internalisering av externa effekter)

    Punktlighet och kapacitet för godstrafik på järnväg viktigt

    Utveckla morgondagens persontrafik:

    Utbudsfaktorer (annonseras i tidtabellen)

    •Kortare restider•Flera direktförbindelser•Högre turtäthet•Lägre biljettpriser

    Kvalitetsfaktorer (viktiga ospecificerade förutsättningar)

    •Punktlighet och regularitet•Trygghet och säkerhet•Renhållning, städning•Service och användarvänlighet (enkelhet)

    Kan förarlös tågdrift bidra till mer attraktiv tågtrafik?

  • 21.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Kapacitet i nätverk – möjligheter med NEMO2016Conference paper (Other academic)
    Abstract [sv]

    Etapp 1, implementering

    Utveckla metod för att analysera bankapacitet i nätverk som strategiskt planeringsverktyg

    •Förbättrad transportkvalitet•Kostnadseffektiva produktionsupplägg i godstrafiken

    → Möjliggör ökning av godstransporterna på järnväg

    Möjliga analyser:

    •Optimering vid omstrukturering av vagnslasttrafiken •Bättre kapacitetsutnyttjande i järnvägsnätet som helhet •Effekter av differentierade och styrande banavgifter (kapacitetsdelen) •Järnvägsnätets standard (tillåten tåglängd, axellast och lastprofil) •Sårbarhetsaspekter (trafikavbrott) •Miljöeffekt av varje alternativ beträffande emissioner för tågtrafiken •Underlag för strategiska infrastrukturinvesteringar.

  • 22.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Market effects of regional high-speed trains on the Svealand line2005In: Journal of Transport Geography, ISSN 0966-6923, E-ISSN 1873-1236, Vol. 13, no 4, p. 352-361Article in journal (Refereed)
    Abstract [en]

    When the Svealand line in Sweden opened in 1997, it replaced an older railway line between Eskilstuna and Stockholm (a distance of 115 km). Service on the Svealand line is operated with regional high-speed trains. In a case study of the effects of regional high-speed train services, changes in knowledge, valuations and travel behaviour have been analysed. The Svealand line has sparked an increase in regional rail travel of up to seven times compared to the old railway between Eskilstuna and Stockholm. Additionally, the market share has risen from 6% to 30%. Travelling times are valued highly and motorists, particularly, place great value on the high-speed train mode of transport.

    A general conclusion is that regional high-speed train services have had a major impact on the travel market and on travel behaviour. The improved accessibility to Stockholm, in particular, is especially noticeable among residents living close to the railway stations.

  • 23.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Miljövänlig tågtrafik som alternativ till bilen främjar regional utveckling2000In: Trafik, miljö och tillväxt. Går det ihop?, Naturvårdsverket, Stockholm , 2000Chapter in book (Refereed)
  • 24.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Modeling optimal design speed for new high-speed lines2012Conference paper (Refereed)
  • 25.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics (closed 20110301), Traffic and Logistics (closed 20110301). KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Modelling operational costs of a future high-speed train2006In: Conference proceedings to CIT 2006 conference, 2006Conference paper (Refereed)
    Abstract [en]

    In the Swedish Green Train research project, a model for calculation of operational costs has been developed. The model is intended as a tool for making a new high-speed train concept efficient and economically feasible. Some results indicate that seating density, i.e. the number of seats per metre of train length, is one of the most important factors to achieve economic train operation. The load factor needs to be high. However, to select service and comfort levels and other supply factors, travel demand and passengers’ willingness to pay also need to be considered.

  • 26.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Nytt liv med järnvägen: Särtryck ur Järnvägen 150 år2006Report (Other academic)
  • 27.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Optimising design speed for new high-speed lines2013Conference paper (Refereed)
    Abstract [en]

    Planning of new high-speed lines requires careful consideration of future market possibilities. The trains' top speed has a strong correlation with travelling times and high speeds are desirable to attract time-sensitive passengers. There are examples where the design speed has been based more on performance...

  • 28.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Perifera stationer: resenärernas värderingar av stationslokaliseringen2017In: / [ed] VTI, 2017Conference paper (Other academic)
    Abstract [sv]

    Projektets syfte:

    •Att förstå och komplettera de kända effektsambanden av lokalisering av nya järnvägsstationer med kunskap som bidrar till mer långsiktigt hållbar samhällsutveckling.

    •Att finna stöd för åtgärder som bryggar över gapet mellan planeringen i praktiken och bästa kunskap (”genomförandeunderskottet”).

    •Att ge underlag för fortsatt planering av nya stationer för regionalt och interregionalt tågresande, särskilt med tanke på nya stambanor.

    Några preliminära slutsater:

    •Längre anslutningsresor till perifera än till urbana stationer (median 3 km längre, medel 4 km längre)

    •Färdmedelsval skiljer vid anslutningsresor till urbana jmf perifera stationer (speciellt till fots/med bil)

    •Trygghet viktigt för de flesta resenärer, enskilda stationer avviker men ingen skillnad mellan urbana och perifera

    •Hög värdering av god turtäthet i anslutande lokaltrafik och bemannade stationer (men relativt dyra åtgärder)

  • 29.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Perspectives for a future high-speed train in the Swedish domestic travel market2008In: Journal of Transport Geography, ISSN 0966-6923, E-ISSN 1873-1236, Vol. 16, no 4, p. 268-277Article in journal (Refereed)
    Abstract [en]

    Gröna tåget (the Green Train) is a research and development project with the aim to develop a high-speed tilting train concept for the Swedish and Nordic markets. Competition with other modes needs to be evaluated, especially as regards travelling times and fares, with special attention paid to domestic airlines.

    For new trains, gains in travelling times and lower operational costs can be expected. Model calculations of operational costs for domestic air stages and high-speed trains, respectively, show that high-speed trains have lower costs per available seat kilometer. Train operators can meet competition with fares from coaches and air carriers provided they introduce yield management. The primary competition is about travelling times. Gröna tåget would increase the train’s attractiveness and win over some travel from airlines.

  • 30.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Regional tågtrafik: kollektivtrafik som når längre2012Conference paper (Refereed)
  • 31.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Resande och trafik med Gröna tåget2010Report (Other academic)
  • 32.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Svealandsbanan. En studie av efterfrågan före och efter etableringen av ett nytt tågsystem mellan Stockholm och Eskilstuna1999Report (Other academic)
  • 33.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Svealandsbanan: tågtrafik där den efterfrågas2012Conference paper (Refereed)
  • 34.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Svealandsbanan: Tågtrafik som bidrar till regional utveckling2003In: Vid vägs ände?, Järnvägsforum and Banverket, Stockholm , 2003Chapter in book (Refereed)
  • 35.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    The 'Gröna Tåget' project: An activity approach for information communication technologies2009In: Green and ITS: an overview of innovations for a sustainable transport system in Stockholm, Sundbyberg: Sweco , 2009Chapter in book (Refereed)
  • 36.
    Fröidh, Oskar
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    The Svealand line. A study of travel demand before and after introduction of new services between Stockholm and Eskilstuna1999Report (Other academic)
  • 37.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Adolphson, Marcus
    KTH, School of Architecture and the Built Environment (ABE), Urban Planning and Environment.
    Jonsson, Daniel
    KTH, School of Architecture and the Built Environment (ABE), Urban Planning and Environment, System Analysis and Economics.
    Andersson, Josef
    KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Transport Planning, Economics and Engineering.
    Lokalisering av järnvägsstationer – effekter för samhällsplanering, resande och tillgänglighet2018Report (Other academic)
    Abstract [sv]

    14 ny- eller ombyggda stationer för i första hand fjärrtrafik och långväga regionaltrafik med sedan 1990 kraftigt förbättrat tågutbud har valts ut i studien: Från söder till norr Malmö Hyllie, Triangeln och Malmö C, Laholm, Flemingsberg, Södertälje syd, Läggesta, Strängnäs, Eskilstuna C, Bålsta, Uppsala C, Söderhamn, Umeå Ö och Umeå C. Analysen omfattar tre huvuddelar: Dels 1) en analys av avresande tågresenärers resvanor och värderingar, dels 2) en morfologisk studie över samhällsstrukturens förändringar 1993–2013 och kommunernas översiktsplaner, och för stationerna i Mälardalen dels 3) en modellanalys av förändringar i trafik och tillgänglighet vid alternativ lokalisering.

    Sammanfattningsvis tyder studien på att valet av lokalisering av nya stationer får effekter för samhället när det gäller samhällsstruktur, resenärernas nöjdhet, resvanor och färdmedelsval och tillgänglighet till arbetsplatser och service, vilket påverkar järnvägssystemets attraktivitet och därmed reseefterfrågan. Centralt eller urbant lokaliserade stationer framstår därmed som mer attraktiva och bättre ur systemsynpunkt än perifert lokaliserade stationer.

    Anledningen till att perifera stationer tillkommer är dock att man vill minska anläggningskostnaderna eller intrång i redan bebyggd miljö jämfört med en urban lokalisering. När detta blir aktuellt är det viktigt med bra anslutande kollektivtrafik och andra stödjande strategier för bland annat exploatering. Föreliggande studie tillför dock argument att värdera de positiva effekterna av en urbant lokaliserad station högre än idag.

    Vi har identifierat möjligheter att vidareutveckla metoderna för att utvärdera effekterna av stationslokalisering inom fler områden. Det går också införa analyserna i lokaliseringsutredningar för att förbättra beslutsunderlaget i framtida val av stationslokalisering.

  • 38.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Andersson, Evert
    Gröna Tåget – för morgondagens resenärer2009Other (Other (popular science, discussion, etc.))
  • 39.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Andersson, Evert
    Gröna Tåget. Trains for tomorrow's travellers2010Other (Other (popular science, discussion, etc.))
  • 40.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Byström, C.
    Competition on the tracks - Passengers' response to deregulation of interregional rail services2013In: Transportation Research Part A: Policy and Practice, ISSN 0965-8564, E-ISSN 1879-2375, Vol. 56, p. 1-10Article in journal (Refereed)
    Abstract [en]

    On the West Coast Line (WCL) in Sweden, de facto competition in interregional rail travel has been in effect since 2009. While the Öresund trains are subsidized by regional authorities, SJ runs interregional services on a commercial basis in parallel. How do passengers' valuations affect demand?This paper presents the findings of a study conducted to examine the newly deregulated market for train journeys and travelers' preferences as regards two different train operators and several service levels. A stated choice study was conducted among existing train travelers, and a multinomial logit model structure was applied in the study to examine the benefits derived from choosing a specific train. The models are estimated on segments of the train travelers in order to investigate how the preferences differ among different categories of travelers. In addition, more questions were asked on the supply to provide better understanding of the effects.The findings show that fares and short travel times are important factors for interregional passengers (more than 100. km) when they choose an operator on the WCL. Frequency of departures is also important but seems to be less significant when respondents are asked about suitable departure times. However, the importance of traveling time and comfort increases with longer journeys, which gives advantages for the commercial operator (SJ) over Öresund trains. Moreover, well-known SJ was ranked higher than Öresund trains by all passengers except a group of particularly price-sensitive travelers.This case shows that operators together have achieved a better supply and a widened travel market for interregional journeys and also that segmentation has occurred between price-sensitive and time-sensitive passengers.

  • 41.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Byström, Camilla
    Interregional tågtrafik i konkurrens på Västkustbanan2012Report (Other academic)
    Abstract [en]

    On the West Coast Line between Gothenburg and Malmö–Copenhagen, Öresund trains (Öresundståg) and SJ have operated traffic that competes for interregional travellers (journeys longer than 100 km). Since Öresund trains was granted its own traffic operation rights in 2009, the number of departures have increased by 50% and interregional travel by 40%. Train traffic has taken market shares from long-distance coach and air travel and SJ’s new Intercity trains also won over travellers from the Öresund trains to begin with.

    With the two operators, travellers have been segmented in such a way that Öresund trains primarily attracts those who value higher frequency of service and lower fares, while SJ takes those customers who value journey time, comfort and on-board service higher. SJ’s more established brand is also valued higher by most travellers, in the same way as the X 2000 trains are valued higher than the Öresund train units.

    Train paths have been distributed without problem in the train planning process and any conflicts that have arisen have been resolved during the coordination phase. SJ has, however, discontinued all its long-distance traffic on the West Coast Line from April 2012 due to poor economy, in which a lack of suitable vehicles and too long journey times in relation to the car on the parallel motorway have been contributing factors.

  • 42.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Ceccato, Vania
    KTH, School of Architecture and the Built Environment (ABE), Urban Planning and Environment, Urban and Regional Studies.
    Determinants of passengers’ perceived security at railway stations2017Conference paper (Other academic)
    Abstract [en]

    A survey has been performed on departing middle- and long-distance train passengers on a selection of 14 since 1990 new or rebuilt railway stations in Sweden. The passengers’ rating of security was one of the questions included in the survey, which dealt with several aspects on localization of the station. A linear regression analysis (OLS) revealed that the Perceived Station Security (PSS) Index is explained by a number of physical factors in the station environment. Individual or socio-economic factors are however too vague to be significant. The model is significant but the model fit is low and the results should be interpreted as preliminary. Examples of environmental factors that increase the PSS are if the station has built-in stairs between station building and platforms and if there is a café or restaurant with seating in the station, while reconstruction in progress decreases the PSS. The distance to the city or local centre has an effect, and peripheral stations in general have a lower PSS than centrally located.

  • 43.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Jansson, Kjell
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Kottenhoff, Karl
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Kollektivtrafik värd priset för integrerad arbetsmarknad, fallstudie Mälardalen2007Report (Other academic)
  • 44.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Jansson, Torleif
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics (closed 20110301), Traffic and Logistics (closed 20110301). KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Kapacitetsanalys av två principutfomningar av bansystemet på Ostlänken2005Report (Other academic)
  • 45.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Kottenhoff, Karl
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Do regional and interregional travelers prefer trains or buses? - Evidence from Blekinge, Sweden2012Report (Other academic)
  • 46.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics (closed 20110301), Traffic and Logistics (closed 20110301). KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Kottenhoff, Karl
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics (closed 20110301), Traffic and Logistics (closed 20110301). KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Resandet längs Blekinge kustbana före, under och efter elektrifieringen2009Report (Other academic)
  • 47.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Kottenhoff, Karl
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Andersson, Evert
    KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles.
    Green Train concept and interior design2014In: International Journal of Rail Transportation, ISSN 2324-8378, Vol. 2, no 1, p. 28-39Article in journal (Refereed)
    Abstract [en]

    In the Green Train research programme, the objective is to develop an attractive trainconcept in the form of a concept proposal based on economic assessments. Green Trainis to be an attractive express train for both business and leisure-time travellers. Highstandards of comfort can be motivated by passengers’ willingness to pay. One fundamentalidea is the wide carbody for services in Scandinavia to achieve lower total costsfor train traffic than a carbody with a normal, quite narrow European continentalprofile. The trains are thereby made shorter and 2 + 3 seating arrangements areoptimised for optimal comfort. Another principle is that the train must be designedto allow punctual station stops, also during periods of peak load. Boarding andalighting must take place within very tight margins, which means that doors, entrancesand luggage racks must be in well-considered locations and correctly dimensioned.

  • 48.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Kottenhoff, Karl
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Warg, Jennifer
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics.
    Green Train: Comfort evaluation of active secondary suspension2013Report (Other academic)
    Abstract [en]

    One of the ideas selected for development in the Green Train research and development programme is active secondary suspension. Bombardier Transportation, Sweden, has with support of KTH designed and tested both active lateral suspension (ALS) and active vertical suspension (AVS) that can improve the ride comfort and make higher speeds possible on existing tracks. The two active suspension systems were evaluated with passengers to allow KTH Railway Group to capture their perceived differences in ride comfort.

    Our conclusion is that active secondary suspension (ALS/AVS) improves perceived comfort and makes it easier for passengers to move about the train while it is motion while an increase in speed (from category B to category C) has an opposite effect of approximately the same magnitude. This shows that active secondary suspension can contribute to permitting higher speeds on conventional lines with imperfect track geometry.

    The higher uncompensated lateral force on bends resulting from higher speeds (category C), however, makes it significantly more difficult to move about the train for travellers with reduced mobility and this needs to be taken into consideration.

  • 49.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics (closed 20110301), Traffic and Logistics (closed 20110301). KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Lindfeldt, Olov
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics (closed 20110301), Traffic and Logistics (closed 20110301). KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Svealandsbanans första 10 år: erfarenheter för framtiden av tågtrafiken och resandet2008Report (Other academic)
  • 50.
    Fröidh, Oskar
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Lindfeldt, Olov
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Nelldal, Bo-Lennart
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Traffic and Logistics. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.
    Framtida marknad, tågtrafik och kapacitet inom Stockholms Central2005Book (Refereed)
12 1 - 50 of 73
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