Denna handlingsplan är framtagen inom projektet Regional samverkan kring vätgas som finansieras av Klimatledande Processindustri där Västsvenska Kemi- och Materialklustret ingår. Handlingsplanen utgår från det geografiska område i och i närheten av Göteborg, Stenungsund och Lysekil, det område där kemi- och raffinaderiindustrierna på västkusten är verksamma. Handlingsplanen innehåller prioriterade frågeställningar och aktiviteter att utföra i närtid och är framtagen av RISE i samarbete med Borealis, Chalmers, Göteborg Energi, Göteborgs Hamn, Inovyn, Linde Gas, Liquid Wind, Nordion Energi, Perstorp, Preem, St1, Uniper samt Vattenfall. Syftet med projektet är att skapa samverkan kring vätgasrelaterade frågor baserat på identifierade behov hos nyckelaktörer i regionen. Projektet ska även identifiera vilka former för samverkan som på bästa sätt kan underlätta och påskynda omställningen till ett klimatneutralt samhälle, givet regionens specifika utmaningar och möjligheter kopplat till vätgas.

Development of a standard for purifying storm water Many of the technical solutions for stormwater treatment available on the market are often marketed with reference to high purification potential and low maintenance needs. However, there have rarely been independent tests or evaluations that prove the actual performance of the technics. It is a complex decision for the end user to choose the right technology and/or manufacturer for a particular application and purpose, while ensuring long-term functionality. At present, there is no Swedish standard, but many clients of stormwater technology refer instead to the Swedish Water and Wastewater Association's publications or to their own example collections for stormwater measures and design criteria that should apply to construction. Other countries, like The United States, Germany and the United Kingdom national standards for testing and evaluating the degree of purification of prefabricated stormwater solutions exists since a number of years. Since 2018, RISE has worked for the development of a Swedish standard together with a number of actors in the industry and with financial support from the Swedish Environmental Protection Agency (Stenvall & Sörelius (2021), Klingberg & Kusoffsky (2021) and Dahlberg, etc. (2022)). In this project (November 2023), RISE, with the support of the Swedish Environmental Protection Agency, together with Luleå University of Technology and GS Water Forum, has further developed the Swedish proposal for a National standard. The plan is to further test the standard in a German test facility by spring 2024. In order to provide the greatest possible market advantage for manufacturers who test their products according to the standard, the Swedish proposal has taken the German original into account. This is to ensure, as far as possible, that a supplier/manufacturer who has tested its product according to the standard will be able to gain access to both the German and the Swedish market. The work has also been carried out with the support of the Swedish Institute for Standards (SIS) to pave the way for the establishment of a Swedish Standard (SS) in 2024. This process will be initiated after the proposed test method has been evaluated in Germany.

Smart monitoring of cattle on pasture According to the Swedish Board of Agriculture, meadows and pastures have decreased by hundreds of thousands of hectares in Sweden over the past hundred years. Valuable pastures can be located far from the farm, which means that the farmer chooses not to use it as it means long transport distances for daily supervision and monitoring of the animals. The problem has become more common with the structural change towards fewer and larger farms that has taken place in agriculture in recent decades. Farmers can, when the pasture is far from the farm, hire people who live closer to the pasture for the day-to-day care of the animals. However, counting the animals can be a task that is difficult to maintain, as it can be difficult even for an experienced zookeeper, especially if it is a larger group of animals and hilly terrain. If this step is handled automatically, it will be easier for the farmer to hire another person for the daily care of the animals and thus the possibility of using hard-to-reach pasture is increased. The project focused on finding low-cost and smart technical solutions to facilitate the tracking of animals, with the aim of developing a monitoring system for cattle on pasture to ensure that the animals are counted as part of a farmer’s daily supervision. The monitoring system that has been developed uses satellite communication to send the position of the animals up to four times a day to a mobile app, which gives the farmers an indication that all the animals have moved. In addition, the farmer receives alarms via email if the animals have too little activity or have moved outside of their designated pasture. Based on the experience from the field trials that were carried out, and from feedback from the farmers who participated in the project, it is concluded that the monitoring system can facilitate the monitoring of animals on pasture and at the same time be economically viable for a farmer. However, there is an opportunity to further develop the monitoring system to add functions such as water and electrical fence monitoring, which would make it possible to handle even more of the daily supervision digitally and only have manual supervision a few times a week.

I ett forskningsprojekt som kommer avslutas vid årsskiftet har framtidens multifunktionella glasytor för solceller utvecklats. Antireflektiva, UV-skyddande, fotokatalytiska och lättrengörliga glasytor är egenskaperna som glasytorna kommer att få. Forskningsidén baseras på tidigare kunskap ifrån forskning vid RISE, Uppsala universitet och KTH och förväntas leda till effektiva solceller med längre livslängd.

I ett nyligen avslutat forskningsprojekt har Absolicon Solar Collector tillsammans med RISE Research Institutes of Sweden och Umeå universitet utvecklat en ny toppmodern antireflektiv beläggning som kan göra Absolicons solfångare än mer effektiva. Nu siktar man på ett nytt projekt för att skala upp metoden.

Glas är ett material med många tilltalande egenskaper vilket har medfört att det har ett stort antal användningsområden. Trots detta har materialet studerats förhållandevis lite och nu behövs en ny generation forskare som utmanar egenskaperna. Exempelvis den att glaset i vissa applikationer kan vara sprött och medföra att ”skadat” glas kan gå sönder vid liten belastning, något de flesta människor förmodligen upplevt någon gång. Ett faktum som till viss del begränsar tillämpningen och gör att glas har behövt vara ”onödigt” tjockt. Starkare och tåligare glas är och förblir därför ett viktigt forskningsområde.

Det finns ett flertal utmaningar kopplat till att hantera dagvatten i den urbana miljön. Dagvatten från urbana områden är en källa till föroreningar och för att förbättra vattenkvaliteten i recipienten krävs att dagvatten från förorenade ytor renas. Vidare väntas klimatförändringarna leda till ökade nederbördsmängder, kraftigare och mer frekvent förekommande skyfall, men även mer intensiva och mer frekvent förekommande värmeböljor. Detta ställer ökade krav på att den urbana miljön ska vara motståndskraftig och kunna hantera extrema väderhändelser. Cirka 70 % av våra städer består av kvartersmark, kvartersmarken har därmed stor potential att bidra med ytor för lokala dagvattenanläggningar som kan fördröja och rena dagvatten. Många kommuner arbetar aktivt med dagvattenfrågor både på strategisk nivå och i enskilda projekt men att hantera dagvattenfrågan i samhällsbyggnadsprocessen är utmanande. I synnerhet på kvartersmark där lagstiftningen inte medger tydlig kravställning. Syftet med denna rapport är att samla erfarenheter från kommuner och kommunala bostadsbolag som arbetat aktivt med dagvattenfrågor, för att identifiera framgångsfaktorer för hantering av dagvatten. Framgångsfaktorer har identifierats för det generella arbetet med dagvatten, men också med särskilt fokus på dagvattenhantering på kvartersmark. Inom ramen för projektet har intervjuer genomförts med de kommunala bostadsbolagen Uppsalahem och Stockholmshem, samt med Uppsala kommun, Stockholm stad, och Stockholm Vatten och Avfall. Två områden i Uppsala har också studerats i närmare detalj för att samla erfarenheter. Framgångsfaktorer har sammanställts utifrån samhällbyggnadsprocessens olika skeden, från idéstadie till förvaltning av färdiga lösningar. De största utmaningarna som identifierats är lagstiftningen som begränsar möjligheten till kravställning, samordningen mellan aktörer och skeden, och kunskapen om dagvattenfrågor. Exempel på framgångsfaktorer i tidiga skeden är att ha ett helhetsperspektiv och att eftersträva en tydlig kravställning där möjligt. Det är viktigt att dagvattenfrågan utreds ur ett helhetsperspektiv för att säkerställa att detaljplanen skapar de förutsättningar som krävs för rätt hantering av dagvattnet. Uppsala och Stockholms kommun har båda tagit fram riktlinjer som de tillämpar i detaljplaneringen kring hur stora mängder dagvatten som ska fördröjas på kvartersmark. Man använder sig även av kravställning i markanvisningsavtal och i bygglovsprocessen. Exempel på framgångsfaktorer i senare skeden är att integrera flera perspektiv och eftersträva robusta multifunktionella åtgärder, samt att ha ett nära samarbete mellan projekteringsskede och förvaltning. Genom att samordna teknikområden kan bra helhetslösningar skapas. Förvaltningens perspektiv bör inkluderas vid utformning av åtgärderna för att säkerställa att det som byggs fungerar även på lång sikt. I förvaltningsskedet uppstår utmaningar med resurssättning och drift, utmaningar som bland annat kan underlättas av en tydlig överlämning och skötselinstruktioner.

I detta uppdrag undersöker vi kemiska tillsatser i plaster som försvårar eller utgör hinder för återvinning av materialet. I denna rapport avser kemiska tillsatser additiv som medvetet introducerats i produkten eller materialet, och det är dessa kemiska ämnens natur som avgör problematiken ur återvinningssynpunkt. Vi fokuserar på byggsektorn eftersom denna sektor använder stora mängder plast av hög kvalité. Trots detta är återvinningsgraden för plast låg och potentialen att öka återvinningsgraden är därmed stor. Ett materials potential för återvinning bestäms av flera faktorer, varav kemikalieinnehåll är en. Det är viktigt att tänka på vilken eller vilka produkter plasten är lämplig att återvinnas till, och hänsyn måste alltid tas till gällande kemikalielagstiftning för just de produkttyperna. Kemiska ämnen som kan vara skadliga för människan och/eller miljön är särskilt viktiga att utreda, men det finns också andra tillsatser i material och produkter som försvårar återvinningsprocessen eller påverkar kvalitén på den återvunna plasten negativt så att marknaden för det återvunna materialet blir begränsad. Ytterligare en faktor att ta i beaktande är hur exponeringen för kemikalierna ser ut, om de är bundna i plasten eller kan emitteras och utsätta människor och miljön för direkta risker. De stora kategorierna i denna kartläggning har varit golv, rör och rördelar, kablar, profiler och lister, isoleringsmaterial, samt tätningsskikt. För dessa produktgrupper dominerar polymertyperna PVC, PE av olika densitetsgrad och comonomer-innehåll, PP (homo- och copolymer), PS och PUR. Då härdplaster, där även PUR ingår, förekommer i form av lacker, adhesiv och ytbeläggningar i byggprodukter behandlas dessa också övergripande. Många materialströmmar finns tillgängliga för återvinning inom kategorin byggplast generellt sett, men möjligheterna och incitamenten att sortera ut dessa i sina ursprungliga fraktioner är låg. Detta beror antingen på att efterfrågan på mekaniskt återvunnet material i dessa produktkategorier inte är stor nog, som för PEX och vissa typer av rör, eller på att volymerna är för låga för lönsamhet. Ett exempel på det sistnämnda är profiler och lister av PVC där etablerad cirkulär återvinning finns ute i Europa, men produktkategorin är för liten i Sverige för att drivkraften ska uppstå. Eftersom flera av de polymermaterial och produkter vi kartlagt i denna rapport har en historisk användning av idag reglerade, eller till och med förbjudna kemiska ämnen, kompliceras återvinningen av byggplast i att de inkommande avfallsströmmarna är av mycket varierande ålder. För att möjliggöra en högre återvinningsgrad och bättre kvalitet krävs därför utökad och mer noggrann sortering så att problematiska, och i vissa fall hälso- och miljöfarliga, innehållsämnen inte följer med i den mekaniska återvinningen, men inte heller så att kvalitativa fraktioner av en viss produkt- och polymertyp avvisas från återvinning av säkerhetsskäl. Ett axplock av problematiska tillsatser är tungmetallstabilisatorer och mjukgörare i produkter av PVC, flamskyddsmedel i isolering av EPS och XPS, samt silanförnätad PEX som innehåller tennkatalysator. Kontaminering i form av härdplastrester, felsorterad PEX i PE-recyklat, samt tejper och fogar på tätskikt utgör de mer oavsiktliga, fysiska hindren för kvalitetsmässig återvinning tillsammans med faktumet att en stor del av kablar och rör helt enkelt inte utvinns ur marken efter sin användningstid. Sammanfattningsvis skulle fler fraktioner av byggplast kunna återvinnas mekaniskt genom att stärka infrastrukturen kring insamling och sortering, men för detta krävs ökad efterfrågan och långsiktig lönsamhet. Kemiska återvinningsmetoder seglar upp som en möjlig lösning för flera av de hinder som identifieras i denna studie, till exempel tvärbundna material, material med hög andel fyllmedel, eller för avskiljning av oönskade tillsatser likt tungmetaller och ftalater. Kartläggningen av detta område får därför ses som en intressant frågeställning för ytterligare arbete.

Construction products are the second largest area of use for plastic after packaging. The construction industry also uses a large amount of plastic packaging, but only a small part of the plastic waste from this industry is recycled. From 2020, according to law, all plastic from construction and demolition must be sorted out separately into at least one fraction, but in order to achieve a more sustainable use of plastic as well as increased and qualitative material recycling, the plastic needs to be sorted into several fractions and collected so that the material can be recycled and used in new products. The project CirEm stage 2 ("A circular system for packaging plastic from the construction industry stage 2") is financed by the Swedish Energy Agency within the framework of the innovation program RE:Source and carried out by Chalmers Industriteknik and RISE together with 14 project participants in the form of construction companies, sellers of construction products, waste contractors, recyclers, plastic producers, property owners, architects, branch organizations and IT companies. The goal of the project is to develop and test an efficient collection and recycling system for plastic packaging from the construction industry. The project has investigated and identified opportunities and challenges with collecting and recycling plastic packaging waste and other soft plastics from construction sites and sellers of construction products. Through various collection trials, the project has shown how the waste should be sorted at the source in order to improve the quality of the secondary plastic raw material. Experiments where secondary plastic raw material has been produced and then used in product manufacturing have shown how such collected plastic can find different areas of use. The transparent plastic could, for example, be used for plastic hoods and the colored one for wood cover film and sacks. The project has shown that it works well to produce high-quality plastic products based on secondary plastic raw material from plastic packaging, but that the quality aspect is closely related to how the plastic waste is collected and handled. There are therefore good opportunities to achieve high value retention, but in order to create an effective collection and recycling system for plastic packaging and other soft plastics from the construction industry, it is still necessary to work on improving sorting at the source and to increase awareness of the possibilities for recycling. A challenge in this context is that waste generators do not currently see sufficient financial incentives to sort plastic packaging and other soft plastics into more than one fraction. The cost picture for those who are responsible for the waste therefore needs to change in order to create greater driving forces for increased sorting and thus higher value retention.

RISE has previously studied alternative fuels, such as batteries and gaseous fuels including liquid and compressed hydrogen (GH2). Each fuel has its unique risks. Liquid hydrogen (LH2) is a cryogenic fluid and is thus stored in cooled liquid form, which entails specific risks. The purpose of this report is to, based on the current state of research, map the risks of hydrogen in underground facilities in relation to conventional fuels and investigate which technical measures can be taken to reduce the risks. Unlike diesel, hydrogen (and for instance methane or gasoline) has such a low flash point that an emission can be ignited at normal temperature by a small ignition source. Hydrogen is also very buoyant, with strong diffusion and dispersion characteristics, accordingly it accumulates at high points in a subsurface environment. Hydrogen requires very low energy to ignite at or near stoichiometric mixing with air at around 30%. The lower flammability limit is, compared to other flammable fuel/air mixtures high at around 4%, which means that many smaller releases in ventilated spaces will be too lean. Explosions would require a higher hydrogen concentration, above 8% or more. In subsurface environments, containment contributes to a higher increase in pressure, as well as an increased risk of explosion for both GH2 and LH2. The handling of hydrogen underground can therefore be seen as problematic. When it comes to hydrogen as a vehicle fuel, however, there are safety measures to achieve equivalent safety with conventional vehicles. For example, the shut-off valve (mandatory in regulation) on each tank that reduces the risk of leakage, and through the development of explosion-free composite tanks (not mandatory in regulation) in the event of fire that provide a less dangerous fire scenario than a diesel or gasoline tank in case of fire. When it finally comes to transporting hydrogen, pipelines are the long-term sustainable (and safe) alternative. Transport of compressed hydrogen gives a low amount of gas per trailer and entails relatively higher risks than CNG underground, for example in tunnels. The usage of liquid hydrogen, so far, has an impressive safety record, events like BLEVE or fireballs appear to be rare. The transport of liquid hydrogen provides a larger amount of hydrogen per trailer (than for compressed hydrogen) with a relatively lower risk than, for example, LNG in the open, but a slightly higher risk for explosion of accumulated gas compared to GH2 in enclosed spaces. The safety requirements for transport of compressed hydrogen are less stringent than for road vehicles, e.g., with regard to shut-off valves and melt-fuses and could be improved. Several risk mitigation measures for tunnels and other underground facilities have been identified.

This document describes the Table & Swirl method, which is a quick visualization method for aspects of circular material streams. Use the method to structure and visualize information to understand and share aspects of material streams in a circular economy. It is a time efficient way to start interesting discussions on any topic related to a circular material stream. The method is built around the Table, a tool to in a structured way gather information and the Swirl, which provides quick visualization.

The feedback from our test workshops and end-users were: • ”An eye opener!” • ”First, I thought the model was too simple, then I realized how quickly we got into interesting discussions.”

This method was developed in the year 2023 by the Research Institute of Sweden (RISE) and Luleå University of Technology (LTU) in the joint project “Feasibility study: Five circular material streams for batteries“, which was financed by Energimyndigheten, the Swedish Energy Agency.

This study was performed by RISE Research Institutes of Sweden on behalf of Volvo Trucks. RISE Research Institutes of Sweden was requested to conduct a study regarding the differences between fires in conventional internal combustion engine (ICE) trucks and electric trucks. A set of guiding questions (see section Aim) were given by Volvo Trucks and in this report these questions have been answered. The questions have been answered by performing literature searches and through previous knowledge of RISE. However, for some questions, due to scarcity of data on electric truck fires, knowledge regarding electric passenger cars has been used. In addition, contact has been made with fire and rescue services around the world (Australia, UK, USA, Sweden and Finland) to collect their views on management of fires in electric vehicles (EVs). The main conclusions are: • Data on electric truck fires are scarce due to the low number of vehicles as well as the low number of fire incidents. Available data show that battery electric passenger vehicle fires are less common than ICE vehicle fires, but that the risks are different. The main differences are that battery fires tends to be harder to extinguish than fires in ICE vehicles and that there is a risk of accumulation of flammable gases, especially in enclosed spaces, upon thermal runaway. • Lithium iron phosphate (LFP) type cells, in comparison with nickel-based type cells (such as lithium nickel manganese cobalt oxide (NMC) and lithium nickel cobalt aluminium oxide (NCA)), have a higher thermal runaway onset temperature, a slower temperature increase rate, a lower maximum temperature as well as a lower gas production in total amount. However, the specific total gas production (L Ah-1) can sometimes be higher for LFP-type cells and depends on the state of charge and on the amount of electrolyte in the cell. However, the safety of a battery pack in a vehicle is determined by several factors such as preventive measures aimed at reducing the occurrence of fires (safe design). For example, by early detection and pro-active mitigation using the battery management system and thermal management system and by limiting the thermal propagation in the battery pack, reducing the extent of damage. • Fires in enclosed spaces, such as in underground parking garages and tunnels, generally imply a higher risk for firefighters due to the trapped smoke, decreased visibility and longer access routes than in open structures. Risk reduction measures for battery fires should focus on early detection of harmful events, reducing thermal propagation in the battery pack and on limiting the extent of fire spread. The severity of the consequences of vehicle fires (no matter if is an EV or an ICEV) in enclosed spaces could be reduced using suppression systems, such as a water sprinkler system, to hinder fire spread between vehicles.

Does Swedish consumption of farmed salmon drive increase in industrial fisheries in the Baltic Sea?

Swedish fishing in the Baltic Sea with large vessels to produce fish meal and oil, and the deteriorating conditions for small-scale fishing and herring stocks, has in recent years been heavily debated in media. A link between current large-scale fishing and Swedish consumption of Norwegian salmon is often made, i.e., that Norwegian salmon farming is a driver behind the recent development. The Swedish Fishing Industry Association has therefore commissioned this report with the aim to improve current knowledge. The overarching questions are whether i) there is a dependency, and ii) if Norwegian salmon farming can be considered a driver for Swedish large-scale fishing of herring in the Baltic Sea. It is found that the development from the 1950s needs to be taken into account to fully understand today's situation. The current Swedish fishing fleet in the Baltic Sea is in line with national fisheries’ objectives to make pelagic fishing more efficient, and the development of stocks is in turn governed by the EU Common Fisheries Policy – both independent to both Swedish consumption and Norwegian salmon farming. Several factors affect destination of landings, where an important aspect is quality of the catch. Current fishing pattern, with fewer and larger boats, have resulted in considerably larger landing volumes per vessel – compromising opportunities for processing for direct consumption. The exact link between Swedish fisheries and Norwegian salmon farming is however complicated. The different traceability systems for fish caught for feed versus direct consumption are not integrated, although detailed information "one step forward, one step back" is available from individual actors. This challenge an effective tracing of a certain fish volume caught for fish meal and oil production to the final use. Overall, available data find that the total share of herring (from all waters) in one kilo Norwegian salmon feed is small (3.77%), and a very small fraction is based on fisheries directly destined for fish meal and oil production (0.8%) – the largest share is based on trimmings from processing for direct consumption. However, most of the Swedish landings of herring from the Baltic Sea is directly destined for fishmeal and oil production in Denmark. The largest share of the total production in Denmark goes to aquaculture, mainly to Norway. Conclusions are that i) Norwegian salmon farming does not appear to use herring from the Baltic Sea to a large extent, although a large share of the fish meal and oil production from the Baltic Sea are destined to aquaculture, and ii) it is the fisheries management (EU and Swedish) that has shaped the fishing that exists today by creating the basic conditions. The report concludes with recommendations for follow-up measures to reduce conflict between fishing for feed and direct consumption, and to better ensure full traceability even for fish intended for feed production.

This is a guideline about silo fires, based on the handbook “Silo Fires”. The guideline summarizes 13 measures and decisions needed in connection with a suspected or confirmed silo fire and 4 warnings on what to avoid.

This is a guideline about silo fires, based on the handbook “Silo Fires”. The guideline summarizes 13 measures and decisions needed in connection with a suspected or confirmed silo fire and 4 warnings on what to avoid.

Den kustnära färjetrafiken är en tacksam miljö för att testa nya automationslösningar. Här finns många fartyg som trafikerar relativt lugna vatten och där bemanningen redan idag är begränsad till en eller två personer. Men förändringar i teknik och bemanning kommer också kräva nya perspektiv i säkerhetsarbetet. I projektet SPECTRUM har besättningens roll vid en nödevakuering undersökts och jämförts med olika automationsscenarier för kustnära färjetrafik. Resultatet pekar ut områden där fortsatt forskning och utveckling är nödvändig för att säkerställa att en evakuering av ett fartyg kan genomföras med så goda förutsättningar som möjligt - om bemanningen reduceras, yrkesroller förändras eller om besättningen ersätts med automationslösningar.

The amount of battery electrical vehicles (BEVs) carried as cargo on ro-ro ships is increasing. The possibility of thermal runaway in a lithium-ion battery makes BEVs a different fire risk compared to internal combustion engine vehicles (ICEV). One of the challenges that arise is how to detect a thermal runaway early. Current detection systems in ro-ro spaces generally consist of smoke and/or heat detection. To identify potential techniques and challenges for detection of a thermal runaway, as early as possible, tests with batteries and detectors are needed. Tests with one battery cell were performed inside an ISO container (with almost negligible ventilation) as well as in an open room with moderate ventilation (14 air changes per hour). Point-type detectors (two smoke and heat detectors, one CO detector, and one LEL detector), thermal imaging, video analytics, and light detection and ranging (LIDAR) were evaluated in the tests. A total of 14 tests were conducted. The detectors were evaluated in different positions relative to the battery cell and comparative tests with wood-sticks were performed to investigate the detectors’ ability to detect a more conventional source of fire. Based on the results, it can be concluded that early detection of thermal runaway in batteries is possible in principle. However, detection is a matter of circumstances e.g., ventilation, gas/smoke production and the location of the detector(s). The result indicates that detection in a small and confined space is relatively manageable, but detection in a large and open space could be more of a challenge. If the gas/smoke is cooled down it may sink and spread along the floor/deck, instead of rising and spreading along the ceiling. This would be a challenge with current smoke detectors installed in the ceiling. Shielding may be a problem, especially with LIDAR and thermal imaging. Future research should address full-scale tests, and it is recommended to include Optical Gas Imaging (OGI) as a mean of detection.

This report describes the fire dynamic conditions in natural ventilated tunnels. A summary of the today’s knowledge about the dynamic fire conditions in nonventilated road or railway tunnel is given. The concept of fire dynamic conditions includes the variation of different parameters in length and height at different ventilation conditions. This primarily applies to parameters such as fire development, heat and smoke gas dispersion, gas temperatures, heat radiation towards objects and surrounding wall construction, flame lengths and sight length and toxic conditions in the smoke gases.

In this FRIC report, fire test methods to document smouldering in thermal insulation are presented. Standardized test methods from Europe, USA and Canada are presented, describing the test principles and assessment criteria. In addition, a selection of non-standardized experimental methods for smouldering fire documentation used in research and investigations are presented. Finally, factors impacting the outcome of tests as well as knowledge gaps are discussed. The overview presented in this report may be used as a guideline to the reader on benefits and challenges with different methods. Industry, researchers, fire investigators and others may benefit from this overview, to ensure that a relevant method is chosen for each end-use.

The SALIENCE4CAV project has done work on enabling continuous assurance, which aims to ensure safety is maintained throughout the entire lifecycle of a product, system, or service. One key technique is the use of safety contracts and modular assurance cases for systematically managing safety responsibilities and requirements across different stakeholders. This report summarizes outcomes from a workshop where discussions were held around this work. The participants were predominantly working in domains with high dependability requirements, such as automotive. Knowledge, tools, and organizational issues are seen as some key obstacles, but interest is high, and the community realizes the need for enabling continuous assurance.