Urban waterways can play an important role in making cities and communities more attractive with a positive effect on congestion. Electrified mobility solutions utilising waterways can also offer climate-smarter alternatives than new construction of bridges and roads. An example is smaller ships that enable pedestrians and cyclists to move swiftly between areas within a city. Smart and electrified ferries thus offer new perspectives for urban planning and citizen mobility in relation to sustainable development. Unlike for road traffic, where various trials with autonomous vehicles are already taking place, there is a lack of trials of smart ships on Swedish waters. One of the reasons is that there is uncertainty about what can and cannot be done, as well as how to know when smart ships are reasonably safe for the intended usage. That uncertainty has been addressed through two trials with the smart ship MS Estelle in Stockholm, Sweden. The trials have been carried out in relation to the Swedish Transport Agency's guidelines for tests with smart ships, including a safety argumentation for each trial.

The project has thus resulted in: 1. An analysis of how responsibilities and roles change when tasks that traditionally are carried out onboard the ship are instead performed remotely from shore 2. The world's first notification of trials with smart ships in Swedish waters 3. A safety argument for trialling remote monitoring of MS Estelle while completing a crossing of Riddarfjärden, Stockholm, in autonomous mode

The project took place between February 2023 and February 2025. The active partners were Torghatten AB, Zeabuz, RISE Research Institutes of Sweden AB, Ports of Stockholm, DNV AB and Vattenbussen AB with funding by the Swedish Transport Administration’s grant number 2022/108255. Vattenbussen took part in the project until January 2024.

För att branschen ska klara framtida kompetensförsörjning behöver sjöfart vara ett attraktivt yrkesval för fler än idag. När vi säger att sjöfart är för alla behöver det också upplevas på det sättet och med det följer ett aktivt arbete för en inkluderande arbetsplatskultur. Denna rapport beskriver hur Redo2 har arbetat fram verktyg och metoder för att i praktiken stötta rederier, befäl och medarbetare i denna riktning.

Vi har valt att arbeta med de tre hörnstenarna trygghet, inkludering och motivation som bidrag till en bra social arbetsmiljö. Målet är att skapa en bransch där alla, oavsett kön eller bakgrund, känner sig trygga och inkluderade.

Att utveckla den sociala arbetsmiljön är en del av social hållbarhet och arbetsmiljöarbetet och bör därför ha förebyggande åtgärder på alla nivåer. Arbetsplatskultur måste vara en del av det ordinarie arbetsmiljöarbetet och bäras av både ledare och medarbetare. För att åstadkomma en hållbar förändring behöver vi arbeta med både strukturer och relationer ombord.

De huvudsakliga leveranserna består av verktyg och metoder för att främja en inkluderande arbetsplats. Ledarskapsutbildning för sjöbefäl på Chalmers bygger nu på principerna för psykologisk trygghet och en kurs för yrkesverksamma med samma tema har utvecklats. Trygga rum för samtal och Årshjulet är två omfattande workshopserier med förebyggande insatser att använda på arbetsplatsträffar ombord. I samma anda har vi undersökt möjligheter och utmaningar med spelifiering av metodmaterial i Challenge Archipelago. Dessutom har nu WISTA Sweden ett mentorprogram för kvinnliga sistaårselever på sjöbefäls- och logistikprogram och på Sjöfartsverket är ett nätverk för kvinnor inom operativ verksamhet igång. Projektet har också ägnat uppmärksamhet åt livspusslet för ombordanställda föräldrar, slagit hål på en del myter och lyfter fram rekommendationer för framtiden.

Rapporten beskriver sammanfattat projektets resultat. De fem annexen beskriver hur dessa resultat har arbetats fram tillsammans med samarbetspartners och rederier. Metodmaterialen finns med som bilagor till annex 2-4.

The rise of Artificial Intelligence has put data and data quality at the core of digitalisation. At the same time there seems to be a need to better understand what is meant by data quality and how to ensure it is at hand. Our first attempt to start the discussion was made at the Data Space Symposium in Darmstadt in March 2024. In terms of contribution this report is an increment to the slideshow by giving further examples of how data quality is defined and put into use at the same time as highlighting the contextual properties of data quality and the need for human judgement. We do this from a policy perspective, i.e. grounding our analysis in regulations and standards. Our analysis starts with the legal reasonings on data quality found in the AI Act and the European Health Data Space regulation. Our ambition is not to be exhaustive, there are more EU regulations and directives to consider in relation to data quality than the ones we cover here – such as the directive on Copyright in the Digital Single Market that introduces the concept of text and data mining; the Data and Data Governance Acts that enable standardised formats for making data interoperable across services; and the Digital Service and Market Acts that define responsibilities in terms of making data and information available. Among others. The same goes for standards on data quality which span across specific domains and disciplines. Coming back to our ambition, we believe it is important to raise the question to what extent data quality can be automatically assessed, as this is an ambition floated at various events and foras within the data community. While we think this can be achieved for specific and narrow contexts, we argue that data quality is a topic that still requires judgement and the competence to make assessments on a case-by-case basis.

This research project investigates the feasibility and potential benefits of implementing virtual guide wires as a safety enhancement measure for Swedish national waters, inspired by the Finnish Virtual Wire system developed by Finferries. The study focuses on cable ferry operations and functionalities, highlighting the variations in cable ferry and guide wire designs that are often influenced by specific route requirements.

A novel concept of a virtual wire system is proposed, mirroring the safety features of cable-driven ferries, guide wire ferries, and the Finnish virtual wire system, while incorporating an advanced safety features from automation system designed for self-driving ferries. Traditional guide wires, while aiding the own ships navigation, present challenges for others, such as obstructing maritime traffic, disturbing bottom sediments, limited use in ice conditions, and is restricted to routes with straight paths.

The project aims to enhance the safety and operational efficiency of both guide wire ferries and ferries. A significant driver for this research is the industry's difficulty in hiring qualified ferry operators, a trend expected to intensify in the future.

The Finnish virtual wire system, which is a digital navigation aid that provides real-time positional and directional information, was investigated. It utilizes GNSS data with RTK correction for accuracy and offers visual and audible feedback similar to a traditional guide wire. Cabel driven ferries operate very predictable and on a very limited geographical area. Advance automation system including auto docking, departure and position keeping along with traffic collision avoidance aid. A combination of listed functionalities are brought into the novel concept of a virtual wire system is proposed.

To assess the virtual wire's system, various risk assessment methods were challenging as the system influence the whole ferry operation and systems onboard and ashore. Following risk assessment methods was explored including RBAT, HAZID, Mitigation Analysis, D-FMEA, Fault Tree - Event Tree - Bow Tie Diagram, and What-if Analysis.

The project concludes that while virtual wire systems hold promise, comprehensive real-life testing and evaluation in the Swedish context are necessary. Factors such as operator training, system maintenance, regulatory framework, infrastructure integration, and public perception must be carefully considered for successful implementation.

Forskningsstudien har undersökt möjligheterna och fördelar med införande av virtuella vajrar som ett säkerhetshöjande koncept för svensk inrikes sjöfart, inspirerad av det finska virtuella vajersystemet utvecklat av Finferries. Studien fokuserar på linfärjor med styrvajer, och belyser skillnaderna olika typer av linfärjor som ofta påverkas av specifika ruttkrav. Ett nytt koncept av ett virtuellt vajersystem föreslås, som speglar säkerhetsfunktionerna hos kabeldrivna färjor, linfärjor och det finska virtuella vajersystemet, samtidigt som det använder avancerade säkerhetsfunktioner från automationssystem designade för självgående färjor. Traditionella styrlinor, medan de hjälper den egna fartygets navigering, medför utmaningar, såsom att hinder för passerande sjötrafik, rör upp bottensediment, begränsad användning i isförhållanden och är inskränkta till rutter med raka vägar. Projektet syftade till att förbättra säkerheten och driftseffektiviteten för både linfärjor och färjor. En stor drivkraft för denna studie är svårigheten att anställa kvalificerade färjepersonal, en trend som förväntas förvärras framöver. Det finska virtuella vajersystemet som varit inspirationen för studien är ett digitalt navigationshjälpmedel som tillhandahåller realtidspositionerings- och riktningsinformation. Det använder GNSS-data med RTK-korrigering för noggrann positionering och erbjuder audiovisuell feedback liknande en traditionell linfärjeled. Vajerdrivna färjor opererar mycket förutsägbart och på ett mycket begränsat geografiskt område. Avancerade automationssystem inkluderar automatisk dockning, avgång och positionshållning tillsammans med beslutsstöd för att hantera trafiksituationer. En kombination av listade funktioner införs i det nya konceptet av ett virtuellt vajersystem. För att bedöma riskerna med ett nytt system har en kombination av olika riskbedömningsmetoder så som RBAT, HAZID, Mitigation Analysis, D-FMEA, Fault Tree - Event Tree - Bow Tie Diagram och What-if Analysis nyttjats. Utöver riskanalyser har RISE policylabb studerat de legala aspekterna och frågor lyfts med relevanta aktörer på workshops. Praktiska försök i Sverige och Finland med olika sensorer och tekniska lösningar har resulterat i ett förslag på koncept som behåller det enkla och rättframma med en traditionell linfärja, men med digitala stöd istället för fysisk vajer. Tillsammans med Zeabuz genomfördes en lyckad demonstration av konceptet på Riddarfjärden med färjan Estelle. Virtuella vajrar i större skala har potential att öka effektiviteten, minska energiåtgången, underlätta rekrytering och kan sänka tröskeln i from av investeringar i infrastruktur för nya färjelinjer på platser som inte tidigare varit aktuella för linfärjor. Projektet drar slutsatsen att även om virtuella systemsystem har potential, är omfattande tester och utvärdering i svensk kontext nödvändiga. Faktorer som operatörsutbildning, systemunderhåll, regelverk, infrastrukturintegration och allmänhetens uppfattning måste övervägas om implementeringen skall bli framgångsrik.

Our ambition is to give an overview of the mandatory involvement of notified bodies according to the AI Act and the Machinery Regulation. Specifically, we are interested in the cases when both acts are applicable for the same product.

That said, our analysis is not to be taken as legal advice but as policy research and we recommend the reader to cross-examine our conclusions by assessing the acts in relation to the products at hand. It is also worth remembering that the focus of the analysis is when a notified body is mandatory for CE-marking a product – we do not describe what is needed to meet requirements on technology and organisation, and it is always possible to opt to include a notified body in the conformity assessment even if it is not mandatory.

Another limitation is that we do not explore the full interaction between the AI Act and the Machinery Regulation, or how they interact with other policies relevant for CE-marking products intended for EU’s internal market.

Our main conclusions of the analysis are that:

• We should not focus on how the definition of Artificial Intelligence in the AI Act relates to the concept of ”fully or partially self-evolving behaviour using machine learning approaches” as introduced by the Machinery Regulation; but instead

• We should focus on when the Machinery Regulation mandates the involvement of a notified body and how that relates to the AI Act.

We also foresee an up-coming bottleneck in the availability of notified bodies capable of performing the duties in relation to both the AI Act and the Machinery Regulation, something that can have an effect on access to the internal market.

In 2018 the Swedish Government released its strategy on AI, the national approach for artificial intelligence. The strategy focuses on three main areas – education, research and innovation – with the ambition that Sweden would be the best country in the world regarding applying AI. Two key areas were mentioned – the competitiveness of Swedish enterprises on a global market and the strengthening of the public sector.

Since then, the domestic discourse has changed, as Social-democratic lead governments have been replaced by a Conservative-Liberal government, the launch of ChatGPT, as well as the introduction of EUs Digital Decade with new targets for digitalisation and a proposed regulation of AI. We have therefore conducted a first evaluation of the strategy and the state of AI in Sweden. Based on official reports and interviews we recommend that the Swedish strategy on AI should …

… acknowledge the EU and accommodate for the upcoming regulations and resources within the Digital Decade,

… embrace the pluralism of Swedish governance and facilitate collaboration among authorities and different levels of administration,

... ensure the competence and the mandate of the public sector accordingly,

... be adaptable to changes in both the domestic and international discourse,

… investigate long-term funding solutions of strategic AI initiatives, and finally,

… define sustainable and ethical AI in order to facilitate responsible usage and development of AI as well as facilitate procurement.

This will require prioritisation of targets and initiatives as well as a way of assessing progress which is suitable for the Swedish context.

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 ambition of the European Union is to lead the way in digitalization. A cornerstone in fulfilling the ambition is the proposed AI Act. Our ambition with this contribution is to create awareness of how regulating Artificial Intelligence (AI) will affect mobility within the EU. The chosen definition of AI is broad enough to cover most software and the regulated topics will affect areas such as road traffic and public transport, safety components in machines but not vehicles. Such systems deemed to pose a high risk will need to be certified and CE-marked. It will also have an impact on the relationship between provider and user of AI systems, with a clear ambition to open the black box of business to enable compliancy with GDPR and handling of anomalies. At the same time, the AI Act opens up for using personal data for other purposes than originally stated during collection.

Motivation: In a broad sense data sharing onboard public transport vehicles is governed by two different business models – interoperable and free of charge access for some data versus data that is restricted to specific uses by commercial contracts and existing legislation. Under the Digital Decade the EU has proposed new legislation with the ambition to promote a single digital market. The question then arises – how will the upcoming regulations affect existing business models for data utilisation?

Method: We have investigated two different cases where existing technology meets upcoming EU legislation. The questions have been framed through dialogue with actors in the industry, to cover topics and questions that are both concrete and current. Using the policy lab methodology, we have investigated the possibility to re-use surveillance film from public transport vehicles for passenger counting. The analysis compares GDPR and the Swedish camera surveillance act with the proposed AI Act, to see what new possibilities or obstacles arise. We have also explored the changes that the Data Act may impose on different actors’ access to data derived from the batteries installed in an electric bus.

Results: The AI Act will not change the business models within the eco-system but facilitate access to more personal data (including personal data where GDPR otherwise would be a barrier), useful for training automated passenger counting. Those responsible for placing the system on the market will still need to ensure that they are compliant with GDPR in terms of processing personal data. In terms of the Data Act the outcome is more disruptive as the owner and user of a vehicle is entitled to all data representing their usage, free of charge, and this will impair existing business models for data access. It is also possible for multiple actors to be users, for instance if the vehicle is owned by a public transport authority and leased by an operator.

Discussion: Our analysis shows that while the impact of the Data Act can resonate with the ambitions behind the regulation in terms of making more data interoperable and available free of charge, it can also have the opposite effect. The latter is specifically the case where altruistic data sharing already is in place and the Data Act imposes standard contracts for and role-based restrictions towards utilisation. Both the AI Act and the Data Act are complex and often difficult to assess. In relation to the Data Act, the recitals were helpful for interpreting the application of articles and definitions. For understanding the relationship between the AI Act and GDPR we combined the legal analysis with prototyping the impacts and relied on sharing insights with other actors. This highlights the need for multiple ways of performing the data collection and analysis as well as the suitability of policy labs as a research method

In this report, we have compiled our learnings and experiences of working with Policy Lab. Policy Labs have come about as an answer to the question "Can you work with policy and regulatory development in a better way than today?". Our answer to the question is a yes. Our hope with the report is that others will become interested and start their own Policy Lab. Abroad, there are many Policy Labs, but in Sweden there are only a few, which is why we believe there is room for more. There is not a given way to work with Policy Labs once and for all, but each Policy Lab is unique based on its context. Sweden's innovation agency Vinnova defines Policy Labs as follows: "Policy Labs can be explained as a group of actors with different competencies who want to develop a regulatory framework. In the Policy Lab, they use a set of user-centric methods and competencies to test, experiment, and learn in policy development."1 In our Policy Lab, we have worked in various research projects to: 1. analyse challenges/problems that arise between innovations, technology, market, and regulations, 2. develop one or more workable solutions and 3. interact with relevant actors to determine the next steps. What distinguishes our Policy Lab is that we never “own” the issue or solution. We must therefore always work with other actors who can take the results further. Our goal is to enable and skill people. This means that for us it is important to work concretely with real problems and needs owners and preferably test different solutions. We focus on the here and now perspective and not on what the future will look like in 10 years. It is about taking the next step forward towards the future, not creating the best rule, but instead creating the next rule. We also work consistently agile and use design as a method for problem solving. This means that the way we organize our work in the Policy Lab is circular and not linear. When it comes to using design as a method for problem solving, we use the concepts of "design thinking" and "double diamond". For us, it is also important that the members of the Policy Lab have different backgrounds and skills depending on what is needed in the individual project....