Birgitta Berglund, porträtt. Foto: ORASIS 2009

Birgitta M Berglund

Professor emerita

Visa sidan på svenska
Works at Department of Psychology
Visiting address Frescati hagväg 14
Room 264
Postal address Psykologiska institutionen 106 91 Stockholm


A selection from Stockholm University publication database
  • 2016. Catherine Sundling (et al.). European Journal of Ageing 13 (1), 75-83

    Older people’s travel behaviour is affected by negative or positive critical incidents in the public transport environment. With the objective of identifying such inci- dents during whole trips and examining how travel beha- viour had changed, we have conducted in-depth interviews with 30 participants aged 65–91 years in the County of Stockholm, Sweden. Out of 469 incidents identified, 77 were reported to have resulted in travel behaviour change, 67 of them in a negative way. Most critical incidents were encountered in the physical environment on-board vehicles and at stations/stops as well as in pricing/ticketing. The findings show that more personal assistance, better driving behaviour, and swift maintenance of elevators and escala- tors are key facilitators that would improve predictability in travelling and enhance vulnerable older travellers’ feeling of security. The results demonstrate the benefit of involving different groups of end users in future planning and design, such that transport systems would meet the various needs of its end users.

  • 2015. Catherine Sundling (et al.). Measurement 72, 96-101

    Public transport mobility is restricted for the vulnerable travelers, e.g., those with functional limitations. By removing barriers, a more flexible and independent travel behavior is accomplished. For whole-trip traveling, we model accessibility as a three-way reciprocal relationship among travelers' functional ability, barriers met and resulting travel behaviors. For every journey and destination, an accessibility measure is constructed from all barriers' weights and the probabilities of encountering each of them in traveling to specific destinations. The accessibility to whole-trip traveling is then modeled by travelers' individual weightings of sets of barriers and the probabilities of encountering them. By using specific reference values, as in master scaling, we estimate the measurement error for each participant's perceived effort to overcome a certain barrier, and thus obtain a calibrated measure of accessibility. We conclude that customized abatement procedures must accomplish better accessibility for all, especially for the vulnerable travelers.

  • 2014. Catherine Sundling (et al.). International Journal of Environmental Research and Public Health 11 (12), 12938-12968

    Elderly persons’ perceived accessibility to railway traveling depends on their functional limitations/diseases, their functional abilities and their travel behaviors in interaction with the barriers encountered during whole trips. A survey was conducted on a random sample of 1000 city residents (65–85 years old; 57% response rate). The travels were perceived least accessible by respondents with severely reduced functional ability and by those with more than one functional limitation/disease (e.g., restricted mobility and chronic pain). Those who traveled “often”, perceived the accessibility to be better than those who traveled less frequently. For travelers with high functional ability, the main barriers to more frequent traveling were travel costs and low punctuality. For those with low functional ability, one’s own health was reported to be the main barrier. Our results clarify the links among existing functional limitations/functional abilities, the barriers encountered, the travel behavior, and the overall accessibility to traveling. By operationalizing the whole-trip concept as a chain of events, we deliver practical knowledge on vulnerable groups for decision-making to improve the transport environment for all.

  • 2013. Jenny Selander (et al.). 42nd International Congress and Exposition on Noise Control Engineering

    The Swedish guideline value for aircraft noise of 70 dB LAmax (time-weighting Slow) is intended to protect residential outdoor living spaces, such as balconies, patios and terraces. To provide empirical foundation for a revision of this policy, a questionnaire study was conducted among residents living close to seven Swedish airports. The questionnaire included questions on aircraft noise annoyance as experienced the dwelling’s outdoor living space. About 3100 persons answered the questionnaire (response rate 65%). Annoyance responses were linked to aircraft noise exposure, LAmax and Lden, calculated  using the Integrated Noise Model (INM 7.0). A consistent relationship was found between, on the one hand, the number of aircraft events ≥ 70 dB LAmax, and, on the other hand, the proportion of residents annoyed by aircraft noise at their outdoor living space. The proportion of annoyed residents increased rapidly from exposures greater than 3-5 events per day and evening. The same trend was found for activity disturbances at outdoor living spaces, in particular for disturbances related to speech communication, such as conversatiobn or radio listening. In the present sutdy, a large majority of residents exposed to 3-5 aircraft events ≥ 70 dB LAmax were exposed to less than 50 dB Lden (outdoor at the façade), which suggest that Lden-guideline-values exceeding 50 dB may not protect against noise annoyance at outdoor living spaces.

  • Article Feeling Small
    2013. Lisa Skedung (et al.). Scientific Reports 3, 2617

    The human finger is exquisitely sensitive in perceiving different materials, but the question remains as to what length scales are capable of being distinguished in active touch. We combine material science with psychophysics to manufacture and haptically explore a series of topographically patterned surfaces of controlled wavelength, but identical chemistry. Strain-induced surface wrinkling and subsequent templating produced 16 surfaces with wrinkle wavelengths ranging from 300 nm to 90 mu m and amplitudes between 7 nm and 4.5 mu m. Perceived similarities of these surfaces (and two blanks) were pairwise scaled by participants, and interdistances among all stimuli were determined by individual differences scaling (INDSCAL). The tactile space thus generated and its two perceptual dimensions were directly linked to surface physical properties - the finger friction coefficient and the wrinkle wavelength. Finally, the lowest amplitude of the wrinkles so distinguished was approximately 10 nm, demonstrating that human tactile discrimination extends to the nanoscale.

Show all publications by Birgitta M Berglund at Stockholm University

Last updated: November 30, 2018

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