Deep Learning (DL) techniques are at the heart of most future advanced software functions in Critical Autonomous AI-based Systems (CAIS), where they also represent a major competitive factor. Hence, the economic success of CAIS industries (e.g., automotive, space, railway) depends on their ability to design, implement, qualify, and certify DL-based software products under bounded effort/cost. However, there is a fundamental gap between Functional Safety (FUSA) requirements on CAIS and the nature of DL solutions. This gap stems from the development process of DL libraries and affects high-level safety concepts such as (1) explainability and traceability, (2) suitability for varying safety requirements, (3) FUSA-compliant implementations, and (4) real-time constraints. As a matter of fact, the data-dependent and stochastic nature of DL algorithms clashes with current FUSA practice, which instead builds on deterministic, verifiable, and pass/fail test-based software. The SAFEXPLAIN project tackles these challenges and targets by providing a flexible approach to allow the certification - hence adoption - of DL-based solutions in CAIS building on: (1) DL solutions that provide end-to-end traceability, with specific approaches to explain whether predictions can be trusted and strategies to reach (and prove) correct operation, in accordance to certification standards; (2) alternative and increasingly sophisticated design safety patterns for DL with varying criticality and fault tolerance requirements; (3) DL library implementations that adhere to safety requirements; and (4) computing platform configurations, to regain determinism, and probabilistic timing analyses, to handle the remaining non-determinism.

A generic, flexible simulation model is developed with the aim of increasing our understanding as well as provide opportunities to easily test what the requirements for charging infrastructure at airports could become when transitioning to battery electric aviation. The model is developed in the programming language Python and contains several different approaches for testing electrification based on historical air traffic data, as well as the creation of new, non-existent air traffic schedules for electric aviation. Since there are currently no electric aircraft in commercial scheduled traffic, and thus no data or statistics regarding its performance or properties, a model is also developed for this, which allows simulation of desired flight connections, resulting in estimates for energy consumption and flight duration. The project is based on an electric aircraft model that is parameterized in accordance with certification level CS/FAR-23 (19 seats and maximum weight 8618 kg). The logic of the model is to follow the complete chain of movements for each aircraft individual during a given period (typically one day), where charging required for each aircraft at each airport in the chain is given by what energy level the battery held at the start of flight, how much energy was consumed during the flight, time of arrival at destination, and when the next departure is due. Taxi-in and taxi-out at the airports also affect how much time is available for charging. A built-in charge curve limits how fast it is practically convenient for the aircraft’s batteries to charge, which is defined as the ratio between C-rate (Charging-rate) and SoC (State-of-Charge). In addition, the charger itself can be limited to a certain maximum power and thus controls how fast energy can be delivered to the aircraft's batteries. To enable sufficient range, the electric aircrafts are expected to have relatively large batteries that are also likely to be charged within short time intervals at the airports (turnaround-times). Thus, the need to install power capacity may be expected to increase drastically at the airports if several aircraft’s need to charge simultaneously. The project therefore places extra emphasis on developing smart algorithms for controlling charger power output over time with the ambition to balance the load and lower power peaks at the airports. Finally, the project discusses what implications electric aviation can have from the perspective of air traffic control, existing and future airspace structures. Further, several case studies are conducted to exemplify the modeling process and the result that the user ultimately gets. The project does not aim to create a commercial tool, but rather a first version, and create the basis for further development of an analysis tool that is useful for airports and other stakeholders in the aviation industry now, and in future research and development collaborations.

This paper presents the results of the MODELflyg research project funded by the Swedish Transport Administration to gain more knowledge about ground charging infrastructure demand for the electrification of air traffic. An integrated simulation model was developed including flight traffic data processing, modelling of battery electric aircraft performance, and charging simulations. Several different options are available to select specific air traffic flows of interest, including scheduling algorithms for electric aviation adapted timetables. Furthermore, a smart-charging algorithm was developed to lower peak power demand at each airport from simultaneous charging of multiple electric aircraft.

Route-based simulated traffic data for high-resolution analysis of heavy goods transport on the Swedish road network In this report, a national database has been created regarding freight transport with heavy road vehicles. The primary purpose of the work is to serve as input for further analysis of what appropriate charging infrastructure planning and placement should look like given the knowledge of the transport work. It has thus been no ambition to give any recommendations in this report about, for example, expansion of charging infrastructure, but rather to collect and process information/data as well as develop methods and finally generate a data set that is useful and well representative of the traffic on the national road network. By the time of this publication, a dataset is available based on data from the Swedish Transport Administration’s Samgods-model with its simulations of transport connections based on transport demand between producer and consumer zones. In addition, all transport connections have been translated into routes (how trucks drive from A to B) on the road network, to enable analysis of electrification of/at specific road segments. Finally, the dataset has also been calibrated in various ways to better match statistics and actual measurements, as some major differences/deviations compared to some of them were identified. What the data set now consists of can be summarized as the number of truck movements and tons of goods that annually pass each road segment of the Swedish road network (and on some foreign roads). Furthermore, these totals can be easily divided into subsets and linked to specific routes, types of trucks (weight classes), origin, etcetera. Some shortcomings/limitations have been noticed during the production of this data set, such as the fact that the Samgods-model seems to miss a lot of transport in metropolitan areas, that the routing carried out by all flows is not completely perfect (which has partly to do with requests from OpenStreetMap), that the methods for generating new routes based on population density within municipalities are unlikely to be fully representative of where the transport is going, or that the data itself is based on a simulation model that tries to optimize which type of transport should be used to meet which demand. A couple of additional things may be worth clarifying: (1) The data only tells the number of transports or shipped goods between start and end nodes. Thus, there is no way to determine what the movement pattern of individual vehicle individuals looks like between routes, nor when in time each transport is performed. (2) The data only includes freight transport, and thus "misses" for example all passenger car traffic, which should also be seen as potential users of the charging infrastructure and thus be included in the calculations in the future. It would therefore be interesting to include these in some way in the next step.

Electric Road System (ERS) is a technology concept that has the potential to dramatically reduce the fossil fuel dependency in the transport system. ERS is defined by electric power transfer from the road to the vehicle while the vehicle is in motion, and could be achieved through different power transfer technologies from the road to the vehicle, such as rail, overhead line, and wireless solutions. The basic technologies for power transfer from the road to vehicles in motion have been developed through various international research projects. In recent years, ERS has moved from conceptual idea to real-world application in countries such as Sweden (2016 and 2018), the United States of America (California 2017), and Germany (2019). In addition, projects are being planned in Italy and China.

National and international freight transports in Europe are usually determined by national and EU strategies and regulations. The success of ERS implementation, especially when it comes to a transnational roll-out, depends on using regulatory frameworks to identify areas where adaptation is needed.

The work in the CollERS project has included a consideration of ERS in national and EU transport strategies. The present report relates to identification of areas where standards are missing or have to be adapted, as well a stakeholder dialogue (Germany, Sweden, Denmark and EU), e.g. by means of expert interviews at national and EU-level (industry, science, politics, and road administrations).

Projektet "Stationssamhällen Småland: Verktygslåda för landsbygdsmobilitet" tog sikte på att möta utmaningar i relation till minskat bilresande i syfte att se till att Agenda 2030- målen kan uppnås samtidigt som tillgänglighet bibehålls. Fokus lades på mindre tätorter med tågstationer. Den övergripande målsättningen var att projektets resultat ska underlätta för kommuner att identifiera och implementera hållbara mobilitetslösningar som möter såväl invånares som näringslivets behov i den typen av samhällen. Projektet involverade fem småländska kommuner. Genom en fallstudiebaserad ansats, med metoder så som platsbesök, intervjuer och workshops med representanter för lokalsamhället och näringslivet kartlades behov, en färdplan för nya mobilitetstjänster togs fram och en verktygslåda som kommunerna kan använda för att själva planera och implementera dessa utvecklades. Projektet resulterade i en verktygslåda, presenterad som en Wiki-hemsida, som erbjuder en process för nulägesanalys, behovskartläggning, kunskapsuppbyggnad, idégenerering och implementering av mobilitetslösningar. Verktygslådan är avsedd att underlätta för andra kommuner att självständigt förbättra mobiliteten baserat på lokala behov. Insikter från projektet inkluderar betydelsen av brett stöd inom kommunen, näringslivets deltagande som en katalysator för förändring, och behovet av att utgå från specifika målgruppers behov. Projektet framhåller även vikten av mjuka åtgärder, kostnadseffektiva lösningar, och samarbete över kommungränser för att förbättra pendlingsresor. Genom att fokusera på marknadsföring av befintlig kollektivtrafik, optimering av kollektivtrafik, och olika former av samordnad mobilitet, inklusive cykling och samåkning, presenteras konkreta lösningar för ökad tillgänglighet och hållbar mobilitet på landsbygden.

Screen printed piezoelectric polyvinylidene fluoride?trifluoro ethylene (PVDF?TrFE)-based sensors laminated between glass panes in the temperature range 80?110?°C are presented. No degradation of the piezoelectric signals is observed for the sensors laminated at 110?°C, despite approaching the Curie temperature of the piezoelectric material. The piezoelectric sensors, here monitoring force impact in smart glass applications, are characterized by using a calibrated impact hammer system and standardized impact situations. Stand-alone piezoelectric sensors and piezoelectric sensors integrated on poly(methyl methacrylate) are also evaluated. The piezoelectric constants obtained from the measurements of the nonintegrated piezoelectric sensors are in good agreement with the literature. The piezoelectric sensor response is measured by using either physical electrical contacts between the piezoelectric sensors and the readout electronics, or wirelessly via both noncontact capacitive coupling and Bluetooth low-energy radio link. The developed sensor concept is finally demonstrated in smart window prototypes, in which integrated piezoelectric sensors are used to detect break-in attempts. Additionally, each prototype includes an electrochromic film to control the light transmittance of the window, a screen printed electrochromic display for status indications and wireless communication with an external server, and a holistic approach of hybrid printed electronic systems targeting smart multifunctional glass applications.

The overall trend in Sweden is that the number of fatalities and severely injured in traffic is constantly decreasing. However, bicyclists are the group of road-users that often suffer the most severe injuries when involved in accidents.

In this project we want to investigate if a radar mounted on bicycles can help bicycle riders to get better situational awareness and thereby avoid getting into dangerous situations.

For active safety in vehicles, the state of art integrates radar-, lidar-, and camera-based sensors to create awareness for the vehicle and driver. To apply this kind of system on a bicycle would be unfeasible, since the cost would in some cases be as much as the entire bicycle. In this project we study and propose a low-cost sensor solution that improves traffic safety for bicycles that consist of only one of these sensors - the radar - it is the cheapest and most robust solution.

The project first identified the most relevant use-cases and in conjunction to this, identify a business model that can make the safety system attractive for end-users. 

 Secondly, a radarbased safety system for bicycles is developed with both sensor and human interface.

Finally,the system is evaluated in relevant traffic situations.

The SEBRA project aims for the following research questions:

- RQ1: What safety issues can be addressed by a radar-based safety system mounted onbicycles?

- RQ2: What performance requirements (field-of-view, computational capacity, power consumption, etc.) should such a system fulfil?

- RQ3: How should the interaction with the bicyclists be designed to give a high level of safety and user experience?

- RQ4: How can incentives and business models be developed to create a viable utility device for bicycles?

Within the scope of Open Research at AstaZero, we plan to simulate the selected scenarios from literature in the test track environment to finalize the answer for RQ1 and build answerfor RQ2. The tests also contribute initial insights for RQ3 answer.

Fully automated driving has posed more challenges than expected, and remote operation of heavy vehicles is increasingly getting attention. Therefore, human remote operators may have an essential role in compensating for the technological shortcomings in vehicle automation. This poses challenges in designing the work of human remote operators of automated heavy vehicles. This paper presents findings from a research project performed in collaboration between the RISE Research Institutes of Sweden and Scania. In the project, human-automation interaction requirements and challenges for remote operator work were explored through a simulator study. Before the study, three main operator tasks were defined: assessment, assistance, and remote driving. The simulation occurred in a transportation scenario where operators handled ten trucks driving on a public road and confined areas (transportation hub). Fifteen participants completed the study. The results provide examples and insights into classical automation-related challenges in a new context – the remote operation of heavy vehicles. Instances of challenges with situational awareness, out-of-the-loop, trust, and attention management were found and are discussed in relation to HMI design and requirements.

Autonomous delivery vehicles – what kind of vehicles are they and does it matter? The project GLAD – Goods deliveries during the last mile of self-driving vehicles explores how tomorrow's small autonomous delivery vehicles (ADV) could operate in the transport system. The goal of the GLAD project is to develop knowledge about the needs and challenges of such vehicles in Sweden before they are in real operation. In the project, there are several work packages that work with different challenges in relation to ADV. To explore these issues, the project has developed a prototype of an ADV, which is based on a vehicle which today is classified as a three-wheeled moped. But designed as an ADV it could be a different kind of vehicle. One result from one of the work packages in the project is that ADVs driving on public roads should maintain the same speed as other traffic to avoid critical traffic situations. This means that ADVs should be able to drive at a maximum speed of 70 km/h. Another requirement is that the ADVs should be able of carrying a load of 500 kg. These requirements are a conclusion from interviews with drivers of small manually driven delivery vehicles about how they experience today's traffic situations, from which type of road they use and how they use their vehicles. The purpose of this report is to identify obstacles and opportunities from a regulatory perspective to implement ADVs in Sweden in a safe way. Rules that may affect the development of ADVs are, for example, whether they are covered by the Machinery Directive or whether they should be type approved. Other rules concern license plates, motor liability insurance, where the vehicles may be driven and driving license requirements. The aim of the legislations is to create a safe vehicle to use. After a review of existing regulations, it is closest at hand that future ADVs, based on the requirements set in the project, are classified as a 4-wheel heavy motorcycle for the transport of goods. The vehicle also needs a type-approval. It can be argued that an ADV with that weight and speed will have a lot to prove from a safety perspective in a type-approval process and that a market introduction is therefore further away in time. If the speed requirements are lowered instead i.e., maximum of 30 km/h, it could be classified as a motor tool. The advantage of motor tools is that these must be CE-marked by the manufacturer, which in turn means that they have a shorter time to market because the process does not involve a type-approval agency.

I projektet Hållbara & Integrerade urbana Transport System - HITS2024 har det bl.a. arbetats med att testa och demonstrera off-peak leveranser. Med off-peak leveranser avses förenklat leveranser som sker under de timmar på dygnet då det råder lågtrafik t.ex. nattetid. I projektet har HAVI levererat varor till en restaurang nattetid i Stock-holm. Detta har även demonstrerats i ett tidigare projekt kallat Eccentric. Skillnaden mellan de olika projekten är att i det äldre projektet fanns personal på plats i restau-rangen och tog emot varorna. I HITS2024 projektet fanns det inte någon personal på plats i restaurangen för att ta emot varorna. Båda projekten visar att det är praktiskt genomförbart att leverera varor off-peak och att det bidrar till en ökad transport-effektivitet. Jämfört med att leverera varor i rusningstid var tidsbesparingen ca 30 % för transpor-tören med off-peak leveranser i Eccentric projektet. Eccentric projektet visade även att effektivitetsvinsterna var ojämnt fördelade. Mottagaren (köparen) av varorna gjorde marginella effektivitetsvinster. För avsändaren (säljaren) redovisades inga effektivitets-vinster alls. I HITS2024 projektet ställde vi oss frågan - givet de stora effektivitets-vinster en transportör gör med off-peak leveranser - varför görs inte detta redan i stor skala? Kan det finnas något inom juridiken som hindrar utvecklingen av off-peak leve-ranser? Finns det rent av möjligheter inom juridiken som skulle kunna användas för att driva på utvecklingen mot fler off-peak leveranser? Syftet med den här rapporten är således att visa på legala hinder och möjligheter med (delvis) obemannade off-peak leveranser. Frågan kan bli än mer aktuell i en framtida värld med autonoma fordon som utför obemannade leveranser.

Almost all data sharing regulations have origins from the EU. At EU level, three trends can be identified for data sharing. The first trend is that data sharing more and more is regulated by legislation. Current regulations are being amended and many new regulations are underway within the EU. Data sharing legislations are thus in an expansive phase. There are also many reasons why the EU believes that a certain regulatory framework is needed, such as: • Information security: Historically, information security has generated a large amount of activity in the field of regulatory framework. This includes, for example, cyber security and preventing data breaches. • Human health: Human health is also a reason to regulate data sharing. Examples of regulations in this area are the GDPR and sharing of sensitive personal data. • Consumer protection: There are also regulations aimed at strengthening consumer protection and ensuring that, for example, digital services are safe for consumers to share data in. • A free and efficient internal market: For the EU, it is important to create an internal market for data sharing. Many regulations are aimed at ensuring that SMEs can compete with large companies. Example of legislation in this area is the Platform Regulation. • Increased innovation power: For the EU, it is also important to increase innovation capacity in the internal market. One way is to protect innovations through, for example, copyright and trade secrets rules. • Increased transparency and trust: To create an internal market, people and companies also need to feel safe sharing data. Example of legislation within this area is the proposed Data Governance Act. • Fundamental rights and freedoms: Finally, the EU is reassessing in many regulatory frameworks in terms of respect of fundamental human rights and freedoms. Examples of regulations in this area are the GDPR and the e-Privacy regulation. The EU is also working on developing a code on this theme. The code shall guide the future work on the develop of new legislation. The second trend is for the EU to encourage industry organizations to develop voluntary rules on data sharing (code of conduct) to accelerate the creation of an internal market for data sharing. An example of this is the Code of Conduct for sharing agricultural data in agreements. The Free Flow of non-personal data regulation would also like to see industry organizations develop principles for data sharing. The third trend is that the EU would like to see us all make more data publicly available or that we donate data, both from authorities and individuals (open data and altruism). Examples of this are the Open Data Directive and the forthcoming Data Governance Act. In this lies a conflict of interest between information security and open data that is not easy to solve. The challenge lies in the fact that each individual dataset itself does not have to reveal anything sensitive. However, if many datasets are added together, aggregated data can reveal too much. The EU is also interested in data sharing for certain sectors, of which vehicles and mobility is an area that is becoming more and more regulated in terms of data sharing. Here, a lot of new regulations are expected that will have a major impact on the sector, both in terms of vehicle development but also in terms of the development of new business models. The trend is towards vehicle manufacturers being increasingly forced to share data with authorities. When it comes to logistics, the pressure from new legislation about data sharing is not as clear. The existing legislation is more about the safe distribution of goods in a crisis or regarding sharing data from certain goods e.g., tobacco. What problems does the EU address in its mobility and vehicle regulations? • Human health: Compared to the general regulatory framework, there is a clear emphasis on human health and data sharing in the regulations. It is both about data sharing related to air quality but also road safety. • Consumer protection: There are also regulations aimed at strengthening consumer protection, e.g., for manufacturers to inform consumers about how much exhaust fumes a particular vehicle emits so that the consumer can make an informed choice based on this aspect between different manufacturers. • A free functioning efficient internal market: Examples of legislation in this area are the access of independent branded workshops to data from connected vehicles to increase competition. At EU level, there are several regulatory frameworks in the pipeline that will have a major impact on what we want to explore in our project. In the HITS2024 project, we want to explore and test efficient city logistics based on different vehicle concepts and logistics solutions. At EU level, a forthcoming e-Privacy Regulation is being discussed. The regulation will dictate how data from vehicles is allowed to be transfer to a cloud solution i.e., the connection as such. The e-Privacy Regulation is closely related to the GDPR, but there are also differences between these regulations. The GDPR accepts consent and balancing of interests to collect personal data while the e-Privacy Regulation only accepts consent (at the time of writing). The challenge for the automotive industry, for example, is that an autonomous vehicle can only collect personal data based on balancing interests because it is not doable to work with consent. However, if the e-Privacy Regulation in its current state is approved, the data will not be allowed to leave the vehicle because there is no consent. Another challenge is the upcoming AI Act. The AI Act distinguishes between technologies that already have an international regulatory framework for, e.g., type approval of a truck and technology where only the EU regulates the issue, e.g., machines. But a vehicle consists of many different “parts” and not all parts are type approved. How do you fit different technologies and different legislation together in an autonomous truck? In the logistics area, the upcoming Data Act can be of great importance as it will be about data sharing between companies. Until now, coordination between different data regulations has not always been optimal. The same phenomenon has been regulated in different regulations. There is a risk that different regulations in the future will find it difficult to co-exist with each other. How will, for example, GDPR, e-Privacy regulation and Data Act work together in a vehicle and logistics context? Developments in this area need to be followed.

Some transports considered too wide, too heavy, or too long to be driven on public roads must nevertheless be allowed to take place because of their societal importance. Such transports are granted a formal exception to the traffic rules. In this project, together with industry and national and local authorities we have analysed this process and submitted several proposals for improvement measures for consideration. The focus has been on increased digitalisation and improved legal processes. The analysis is based on interviews with municipal administrators, transporters and clients and representatives from Sweden's municipalities and regions, the Swedish Transport Administration, the Swedish Transport Agency, and the Swedish Police Authority. The interviews show substantial differences between how the Swedish Transport Administration and municipalities work with exemptions. Based on our analysis, we propose several individual measures as well as three design scenarios suggesting future opportunities for an improved process.

Fordonsdata kan i framtiden vara till stor nytta för myndigheter på olika sätt. Än så länge samlar myndigheter in fordonsdata i begränsad omfattning. Det kan t.ex. handla om att genom offentlig upphandling pröva nya sätt för att kontrollera kvaliteten på utförd snöröjning. Trots att det finns ett intresse från både privata och offentliga aktörer att genomföra affärer kring fordonsdata är det ändå svårt för marknaden att ta fart. 

Frågan om hur fordonsdata kan kommersialiseras med offentliga aktörer som köpare har därför undersökts inom Drive Sweden Policy Lab i samarbete med CeViss-projektet (Cloud enhanced cooperative traffic safety using vehicle sensor data). CeViss-projektet har undersökt smarta kameror och hur de bl.a. kan användas för att varna andra förare för vilda djur vid vägen eller informera SOS Alarm om hur det ser ut vid en olycksplats. 

Förutsättningarna för lyckad kommersialisering kan sammanfattas under tre rubriker - affären, tekniken och juridiken. Vi ser att affären ligger i förmåga att erbjuda aggregerade data där olika datamängder korsbefruktas och därmed skapar ett större värde än de ingående datamängderna besitter var för sig. Kommersiella aktörer pekar på att rollen att aggregera data, eller förädla den, är mest intressant, eftersom det innebär en möjlighet att utveckla tjänster. En sådan tjänst förutsätter tillgång till en säker uppkoppling och överföring. Det är också resurskrävande att förädla data och styra rätt överföring, liksom att se över, anpassa och ta fram avtal som gör korsbefruktning av data och överföring av rätt data juridiskt möjlig. Här spelar individens integritet kontra samhällets behov av data en stor roll. Det är inte heller klart vilket behov aktörer inom olika samhällssektorer har av fordonsdata, samt hur dessa kommer att få tag i fordonsdata. 

Utmaningen för industrin ligger i att våga lita på att det finns en hållbar affär med myndigheten i längden, dvs. att det finns en tillräckligt stor betalningsvilja från samhällets sida även när data anses samhällskritisk viktigt. För att främja kommersialisering är det bra att börja med ett specifikt utvalt område för att utarbeta processer, avtal, tekniklösningar, affärs-modeller och så vidare. 

Geofencing hade kunnat vara en möjlighet att skapa de avgränsningar som behövs för en första affär, samtidigt som det skulle skapa tydlighet om var och när data samlas in från fordon. En sådan avgränsning hade också kunnat tjäna som en regulatorisk sandlåda för att utvärdera möjligheten till avtal som är hållbara över tid, det vill säga där det är rimligt att inom vissa gränser använda data på nya sätt eller för nya syften. 

Rapporten avslutas med en sammanställning av geofencing och datadelning ur ett juridiskt perspektiv samt en beskrivning av Drive Sweden Policy Lab. 

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....

It will still be a few years before we will have autonomous buses driving city streets and squares without drivers. On the other hand, it should be possible to have autonomous buses in a depot at an early stage in order to ensure more efficient maintenance of the vehicles when they are not in service, while at the same time learning how to be part of future operations. Such buses would be type-approved for manual traffic (SAE level 0-2), but not approved for autonomous road operation (SAE level 4-5). During the span of a single day, the bus will therefore alternate between the regulations for enclosed (fenced depot) and non-enclosed (road) areas, between being autonomous and not autonomous.

The bus, which was previously a legal “static whole”, will now instead be tested based on two regulations depending on the environment it is in at any given time and level of autonomy. This is a completely new situation: that a bus is “dynamically divisible” from a regulatory perspective, which has significance in terms of who shall decide whether the vehicle is safe to use in a certain environment.

After analysing the challenges based on existing regulations, interviewing relevant authorities, arranging workshops with various stakeholders and meetings with experts in certification, our conclusion is that, in order to be considered safe in autonomous mode within the depot, the bus should be self-certified by means of CE marking according to the Machinery Directive1. This is the authors’ conclusion and not necessarily representative of the other parties involved in the project.

We predict that we will see more self-certification of autonomous vehicles in the future. Partly because there are such large international markets working in this way, such as in North America, and partly because it enables faster market introduction of dynamic vehicle concepts. With “dynamic vehicle concept” we mean vehicles that gain new areas of application by replacing the chassis or changing software settings and are thus converted from a bus to a truck or from a car to quadricycle. Maybe even several times a day.

Self-certification, however, will also increase the need for standardisation, both for processes and products. Processes may involve how a vehicle can be certified, particularly how the risk analysis should be carried out. In terms of products, standardised descriptions of the technology’s function will facilitate proprietary self-certification since operators know how to describe their own products, including how their certification should be structured based on the constituent certified components. Current regulations will also need to be updated if more vehicles are to be self-certified, such as the Machinery Directive.

Lastly, we would like to communicate the method used to reach our conclusions. The project has been carried out as a Policy Lab where we have brought together various stakeholders around a common challenge. This has enabled us to concretise both the challenge of autonomous vehicles within the enclosed area and our conclusions. The  method selected has also given relevant authorities the opportunity to familiarise themselves with how they should relate to tomorrow’s technology without having to present a view on how they will relate to a specific test or vehicle. In this way, Swedish authorities will be ready to adopt technical innovations once they are introduced to the market.

This report is structured so that Section 2 describes the current regulatory framework, particularly in terms of the distinction between the Machinery Directive and vehicle type-approval. Section 3 uses specific examples to describe business operations pertaining to autonomous buses in a depot. Section 4 presents the authors’ conclusions based on how the regulations relate to the specific details obtained from the depot pilot. Section 5 presents the full picture by relating our conclusions to what is happening internationally and how the national ordinance on autonomous vehicle trials on roads corresponds to international trends. Lastly, in Section 6, we provide a summary of what we consider to be the most important issues for which further work should be carried out.

It will be a few years before we have autonomous buses that drive around the city´s streets and squares without drivers. On the other hand, it should be possible to have autonomous buses in a depot at an early stage in order to have more efficient maintenance of the vehicles when they are not in services, while at the same time learning how to be part of the future operation. Such buses would be type-approved for manual traffic (SAE level 0-2), but not approved for autonomous road operation (SAE level 4-5).During one and the same day, the bus will therefore transfer between the regulations forfenced (depot) and non-fenced (road) areas, between being autonomous and notautonomous.The bus, which was previously a legal “static whole”, will now instead be tested based ontwo regulations depending on its current environment and level of autonomy. This is acompletely new situation, that a bus is “dynamically divisible” from a regulatory perspective, which in turn has consequences for who is to decide that the vehicle is safe to use in a certain environment.

After analysing the challenges based on existing regulations, interviewing relevant authorities, arranging workshops with various stakeholders and meetings with experts in certification, our conclusion is that the bus should be self-certified through CE marking according to the Machine Directive to be considered safe in autonomous mode within the depot. This is the authors´ conclusion and not necessarily representative for the other parties involved in the project.

Our prediction is also that we will see more of self-certification of autonomous vehicles in the future. Partly because there are such large international markets working that  way, such as the North America one, and partly because it enables a faster market introduction of dynamic vehicle concepts. With dynamic vehicle concept, we mean vehicles that gain new capacity by replacing the chassis or changing software settings and thus go from being a bus to a truck or from a car to a moped car. Maybe even several times a day.

But with self-certification, the need for standardization will also increase, both forprocesses and products. When it comes to processes, it can be about how to certify a vehicle, especially how to do the risk analysis. For products, standardized descriptions of the technology´s function will facilitate your own self-certification as you know how to describe your product, but also how to build your certification based on the included certified components. The current regulations will also need to be updated if more vehicles are to be self-certified, such as the Machine Directive.

Finally, we want to highlight the method used behind the conclusions. The project has been carried out as a policy lab where we have gathered different actors around a common challenge. In this way, we have anchored both the challenge of autonomous vehicles within the fenced area and on our conclusions in concrete details. The choice of method has also given relevant authorities the opportunity to familiarize themselves withhow they should relate to tomorrow´s technology without having to present a view on how they will relate to a specific test or vehicle going forward. In this way, Swedish authorities are ready to take on technical innovations once they are introduced to the market.

The use of Policy Lab processes has been growing in Sweden and other countries to accelerate the adaptation of regulations to emerging technologies. Policy Lab facilitates active collaboration between relevant authorities, companies, and stakeholders through interactive and iterative methods based on Design Thinking principles. This approach bridges the gap between the legislative domain responsible for developing regulatory frameworks and the innovative companies that create solutions for emerging markets using new technologies and opportunities. In our study, we applied Policy Lab processes to the EU Taxonomy Regulation to identify challenges and opportunities related to chemical safety and usage for manufacturers of complex products. The EU Taxonomy Regulation, along with its delegated acts, represent a serious effort to establish standardized sustainability reporting within EU. However, it is still in its early stages and lacks maturity. Moreover, certain ambiguities within the regulation currently prevent a comprehensive comparison of companies due to the development of other legislations. Addressing these gaps depends on the future development of, for example, REACH. Our conclusion is that the EU Taxonomy Regulation is part of a larger “movement” that reflects the policymakers’ intentions. This intention also includes increased data sharing at a significantly different level compared to current practices. In the long run, the shift will enable authorities to access the data and develop new legislations. Our specific focus was on the objective of pollution prevention and control regarding the use and presence of hazardous substances listed in Appendix C of the EU Taxonomy Regulation. According to Appendix C, activities must not lead to the manufacture, placing on the market or use of listed substances, whether on their own, in mixture or in articles. Regarding listed substances, reference is made to existing EU legislation that regulates hazardous substances within the EU. The most challenging aspect in Appendix C is point (g), which aims to identify substances, whether alone, in mixtures, or in articles, that meet the criteria set out in Article 57 of REACH but are not yet included in the Candidate list. Our workshops, interviews, and literature review confirmed that the main challenge in meeting the criteria of Appendix C, specifically point (g) is the need to enhance transparency and traceability throughout supply chains. Overcoming these challenges requires addressing barriers, such as the lack of a harmonized regulatory framework across the value chain, the need for faster identification and restriction of hazardous substances, and the reinforcement of stronger enforcement measures. The enabling of full declaration of the hazardous properties and functions of the substances, while considering the balance between information disclosure and protecting trade secrets, would reduce the need for extensive tracking of substance of very high concern along the value chain. To improve communication along the value chain and identify data gaps while protecting trade secrets, workshop participants have proposed the use of a user-friendly interface based on traffic light scenario. This interface would serve as a filter mechanism, allowing product manufacturers to establish specific criteria for material suppliers to respond to. The objective is to enhance communication, establish criteria, and effectively identify data gaps. While the SCIP database ensures accessibility of information on articles containing substances from the Candidate List above 0.1 w/w%, it is limited to hazardous substances on that list. This means that hazardous substances not listed in the Candidate List may not be covered by the database. The EU Commission has proposed the implementation of a digital product passport to enhance information sharing about products and their supply chain, including substances of concern. Our study is conducted under the Mistra SafeChem program, where screening tools for hazard and exposure assessment of substances are currently being developed. These tools aim to provide screening data for direct decision-making based on the Defined Approach (DA). These screening tools have the potential to contribute to filling data gaps during the early design phases of complex products, particularly when screening for multiple material alternatives.

Geofenced heavy trucks to protect bridges at crossings allowing higher weight on frozen roads Winter is our friend. When the road body is deep frozen it can handle more weight than during the rest of the year. However, the bridges are not affected by the cold weather, and they are therefore still vulnerable to increased loads. How can we allow increased loads on frozen roads while ensuring protection of the bridges? In this report, we share our insights from a project with the idea of using geofencing to protect the bridges. The geofencing technology ensures that the truck drives at a lower speed over the bridge and the bridge can withstand loads up to 74 tons since decreased speed reduces dynamic loads. If the road keeper can get guarantees that all heavy trucks drive at a low speed over the bridge, heavier traffic can be accommodated. This technology would of course also be beneficial to use across bridges in Europe regardless of the climate. ' The project “Frozen roads and 74 tons”, paid by the Swedish Transport Administration, consisted of three parts. One part was a pilot study during winter 22/23 demonstrating trucks from AB Volvo and Scania loaded with 74 tons using geofencing when the trucks passed over weak bridges. A speed limit, i.e. 50 km/h, was imposed in a zone around each bridge, whose coordinates were stored in the digital map accessible through the trucks’ Fleet Management System. Two different geofencing technologies were tested: on the one hand Scania’s system with “active” geofencing, where the truck was programmed to maintain the allowed speed over the bridge and calculated and implemented this itself (the driver could, however, override this by pushing the gas pedal to the floor); on the other hand AB Volvo’s system with “passive” geofencing, where the driver received a warning message when approaching the zone and would then slow down if necessary. The drivers were interviewed before and after the pilot about their experience. The results from the pilot showed that if the technology is verified, the truck will do the right thing and is on the right road network when the technology is activated. The drivers also liked geofencing. Geofences thus work in practice. The second part of the project was about quantifying the societal benefits of using geofencing. More efficient planning, control and follow-up can lower costs, reduce environmental impact, and increase traffic safety. Calculations in the project show that about 12 percent of timber transports in Norrland use frozen roads. They can benefit from the technology and if the technology is introduced, the industry would make savings of the equivalent of SEK 15 million / year and reduced energy use equivalent to 280 cubic meter diesel. At national level, this corresponds to an energy efficiency potential of 0.12 percent. The third part of the project was about policy and regulation. Can we use the current legislation, or do we need new legislation to scale the use of geofencing across bridges? How can we ensure compliance? How can we share data? How can we handle EU trade barriers? In the report, we have suggestions for policy and legislation to implement the geofencing technology to protect sensitive bridges. Our analysis shows that it is possible with today's regulations for an authority to introduce regulations on geofences. Such rules should preferably be based on functional requirements and a system of self-monitoring.

In this project, the Swedish Transport Administration wanted to have two different tracks investigated from a legal perspective. We have chosen to call the first track a “matchmaking service for freight” to optimize the utilization of available cargo space. There is an assignment from the government to the Swedish Transport Administration to work with this issue based on horizontal collaborations and open data. The second track is about the development of new technology enabling new ways of collecting railway data based on RFID and the possibility of filming passing trains, which in turn raises legal questions about how the Swedish Transport Administration can use collected data.

After analysing the two tracks based on current regulations, interviewing different actors, arranging workshops with different stakeholders, and meetings with experts in the fields, our conclusions are as follows:

So far, it is unclear who will be appointed to be matchmaker and how the matchmaking service is intended to work as the Swedish Transport Administration´s assignment will last for another ten years. Our assessments at this early stage of the Swedish Transport Administration´s assignment aims more to provide advice on how the matchmaking service can be designed in the future. Above all, we foresee that competition law will be a challenge as it regulates horizontal collaborations. In the future, it needs to be investigated more what benefit consumers get from the matchmaking service and how such service can be designed without distorting competition on the market. The matchmaking service is aimed for product owners. The interviews show that they are prepared to share data provided that they get a benefit from this. The interviews also show that they are not used to sharing data in such a way that is required for a matchmaking service to function properly. We therefore believe that work will have to be put on making the product owners understand the benefit of data sharing to facilitate the introduction of a matchmaking service, e.g. by showing good examples to get product owners to think in new ways and dare to take the step. It is also unclear what is meant by open data and how it is compatible with copyright/trade secrets. That part of the assignment needs to be further elucidated.

In our opinion, the Swedish Transport Administration has the copyright to RFID data, and it is also from a copyright perspective that the Swedish Transport Administration has so far shared RFID data (through contracts) with others. One hope with RFID is that the technology will make an impact on the entire European railway network, which in turn raises the question of how RFID data can legally be shared. Our assessments are that it would be possible to turn RFID data into open data to enable data sharing within the EU, but this is something that needs to be discussed further with all the actors involved.

Data collection by filming passing trains is still at an early trial stage. Above all, we see that more work needs to be done to make data collection compatible with the GDPR and the Swedish Camera Surveillance Act. When trains are filmed, information is also collected about the load on the wagons. We see that this can lead to safety risk, which need to be addressed in the future work.

Innovation in ecosystems becomes increasingly attractive for incumbents as the technical complexity increases and complementarities play an increasingly important role for global competition. Digital platforms are becoming one of the primary means to that end, where incumbents can gain scale effects and reap the benefits of the creative crowd while maintaining ownership of the core product. But a lion’s share of these platforms hinges on the accessibility of data, and the view of the value and ownership of this data differs among actors in the system. This paper accounts for a case study of two type actors in an innovation ecosystem; the keystone firm and the third-party service provider. From interviews with representatives of these actors, we formulate a tentative description of their perspective on the sharing of data in the ecosystem. We find that these perspectives differ in terms of data contextuality and customer value. We argue that these differing perspectives are at the crux of establishing innovation capabilities in ecosystems based on digital platforms.

Innovation in ecosystems becomes increasingly attractive for incumbents as the technical complexity increases and complementarities play an increasingly important role for global competition. Digital platforms are becoming one of the primary means to that end, where incumbents can gain scale effects and reap the benefits of the creative crowd while maintaining ownership of the core product. But a lion’s share of these platforms hinges on the accessibility of data, and the view of the value of this data differs among actors in the system. This paper accounts for a case study of two type actors in an innovation ecosystem: the core actor (OEM) and the peripheral actor (third party service provider). From interviews with representatives of these actors, we find that their perspectives on the data and its usefulness outside its intended context differ. We label the perspectives purposive and multi-contextual; we formulate their descriptions and outline managerial implications. We argue that these differing perspectives are at the crux of establishing innovation capabilities in ecosystems based on digital platforms. 

Innovation in ecosystems becomes increasingly attractive for incumbents as the technical complexity increases and complementarities play an increasingly important role for global competition. Digital platforms are becoming one of the primary means to that end, where incumbents can gain scale effects and reap the benefits of the creative crowd while maintaining ownership of the core product. But a lion’s share of these platforms hinges on the accessibility of data, and the view of the value of this data differs among actors in the system. This paper accounts for a case study of two type actors in an innovation ecosystem: the core actor (OEM) and the peripheral actor (third party service provider). From interviews with representatives of these actors, we find that their perspectives on the data and its usefulness outside its intended context differ. We label the perspectives purposive and multi-contextual; we formulate their descriptions and outline managerial implications. We argue that these differing perspectives are at the crux of establishing innovation capabilities in ecosystems based on digital platforms.

Systems of Systems is being applied in ever more complex contexts. This paper reports findings from a city logistics initiative. As many other environmental challenges, this setting can be characterized as 'wicked', e.g. the organizations that need to be involved solving the issues are contributing causes and there is no obvious single authority able to make decisions. Our findings suggest that such settings lead to vagueness and 'late binding' of key actors and incentives making the early modelling phases highly challenging. Supplementing the wave model of SoS development, we describe specific coping mechanisms for such settings including designing for multiple SoS archetypes and identifying and prioritizing archetype-generic capabilities. 

Cybersecurity is the backbone of a successful digitalization of society, and cyber situation awareness is an essential aspect of managing it. The COVID-19 pandemic has sped up an already ongoing digitalization of Swedish government agencies, but the cybersecurity maturity level varies across agencies. In this study, we conduct a census of Swedish government administrative authority communications on cybersecurity to employees at the beginning of the COVID-19 pandemic. The census shows that the employee communications in the beginning of the pandemic to a greater extent have focused on first-order risks, such as video meetings and telecommuting, rather than on second-order risks, such as invoice fraud or social engineering. We also find that almost two thirds of the administrative authorities have not yet implemented, but only initiated or documented, their cybersecurity policies.

In the last decade, private companies have successfully used crowdsourcing to revolutionise mobility, while public transport companies are still mostly failing to utilise the benefits of crowdsourcing. The application of crowdsourcing in public transport is a new area of academic research, and research on crowdsourcing en route in real-time is missing. This research aims to address this gap, explore opportunities and challenges of this type of crowdsourcing, and conceptualise this phenomenon. The research is based on empirical data collected in five Northern European countries. Our research findings help identify areas where crowdsourcing en route can add value to public transport: new forms of communication, opportunities to communicate with third parties, and improved transit planning and optimisation. Identified challenges are related to behavioural change for users, a need to develop infrastructure to enable crowdsourcing en route, and financial rationalities.

Platooning refers to a group of vehicles that--enabled by wireless vehicle-to-vehicle (V2V) communication and vehicle automation--drives with short inter-vehicular distances. Before its deployment on public roads, several challenging traffic situations need to be handled. Among the challenges are cut-in situations, where a conventional vehicle--a vehicle that has no automation or V2V communication--changes lane and ends up between vehicles in a platoon. This paper presents results from a simulation study of a scenario, where a conventional vehicle, approaching from an on-ramp, merges into a platoon of five cars on a highway. We created the scenario with four platooning gaps: 15, 22.5, 30, and 42.5 meters. During the study, the conventional vehicle was driven by 37 test persons, who experienced all the platooning gaps using a driving simulator. The participants' opinions towards safety, comfort, and ease of driving between the platoon in each gap setting were also collected through a questionnaire. The results suggest that a 15-meter gap prevents most participants from cutting in, while causing potentially dangerous maneuvers and collisions when cut-in occurs. A platooning gap of at least 30 meters yield positive opinions from the participants, and facilitating more smooth cut-in maneuvers while less collisions were observed. 

Cut-in situations occurs when a vehicle intentionally changes lane and ends up in front of another vehicle or in-between two vehicles. In such situations, having a method to indicate the collision risk prior to making the cut-in maneuver could potentially reduce the number of sideswipe and rear end collisions caused by the cut-in maneuvers. This paper propose a new risk indicator, namely cut-in risk indicator (CRI), as a way to indicate and potentially foresee collision risks in cut-in situations. As an example use case, we applied CRI on data from a driving simulation experiment involving a manually driven vehicle and an automated platoon in a highway merging situation. We then compared the results with time-to-collision (TTC), and suggest that CRI could correctly indicate collision risks in a more effective way. CRI can be computed on all vehicles involved in the cut-in situations, not only for the vehicle that is cutting in. Making it possible for other vehicles to estimate the collision risk, for example if a cut-in from another vehicle occurs, the surrounding vehicles could be warned and have the possibility to react in order to potentially avoid or mitigate accidents. 

It is currently unknown how automated vehicle platoons will be perceived by other road users in their vicinity. This study explores how drivers of manually operated passenger cars interact with automated passenger car platoons while merging onto a highway, and how different inter-vehicular gaps between the platooning vehicles affect their experience and safety. The study was conducted in a driving simulator and involved 16 drivers of manually operated cars. Our results show that the drivers found the interactions mentally demanding, unsafe, and uncomfortable. They commonly expected that the platoon would adapt its behavior to accommodate a smooth merge. They also expressed a need for additional information about the platoon to easier anticipate its behavior and avoid cutting-in. This was, however, affected by the gap size; larger gaps (30 and 42.5 m) yielded better experience, more frequent cut-ins, and less crashes than the shorter gaps (15 and 22.5 m). A conclusion is that a short gap as well as external human–machine interfaces (eHMI) might be used to communicate the platoon's intent to “stay together”, which in turn might prevent drivers from cutting-in. On the contrary, if the goal is to facilitate frequent, safe, and pleasant cut-ins, gaps larger than 22.5 m may be suitable. To thoroughly inform such design trade-offs, we urge for more research on this topic. © 2021 The Author(s)

Följande rapport introducerar ett nytt kapacitetsmått för trafik på järnväg. Syftet med det föreslagna måttet är att det skall vara användbart vid förplanering av järnvägstrafik, innan järnvägsföretag och andra sökanden lämnar in sina ansökningar om trafik och kapacitetstilldelningen slutförs. Kapacitetsmåttet utgår från det gängse sättet att presentera en tågplan, den så kallade tidtabellsgrafen, eller i branschen refererad till som bara ”grafen”. För varje spårsträcka som tågläget belägger så utgör kapacitetskonsumtionen ytan som upptas i grafen. Denna yta är summan av varje individuell signalsträckas längd multiplicerat med tiden som tågläget belägger hela spårsträckan. Detta utgör kapacitetskonsumtionen för tågläget. Måttet blir intressant i de tidigare processtegen innan ansökan om kapacitet. Då ansökan ännu inte är genomförd så finns inga sökta avgångs- och ankomsttider, däremot en prognos vad som kommer sökas (t.ex. genom den i TTR angivna händelsen Capacity Needs Announcement). Genom att lägga på ett tidsfönster kan varje prognosticerat tågläge abstraheras att avgå/ankomma inom detta tidsfönster. Kapacitetskonsumtionen är dock konstant, och denna fördelas över tidsfönstret. Genom att för varje tidsögonblick ackumulera den fördelade kapacitetsåtgången fås en kapacitetsanvändningsplan. Denna är en abstraktion av det tänkta framtida schemat (tågplanen) och kräver således inte en konfliktfri tågplan som utgångspunkt. En kapacitetsanvändningsplan kan således realiseras av många olika scheman som realiserar den. Tanken är att kapacitetsanvändningsplanen, om prognosen för framtida trafik är rätt, på ett korrekt sätt lyckats abstraherat den framtida tågplanens konkreta schema. Hänsyn måste tas till de tidsmässiga kostnader som uppstår för att tåglägen har olika hastighet och på enkelspår går i olika riktning. Detta hanteras i analogi med andra industrisektorer med ställtid, vilket också är kapacitetskonsumtion och således ingår i kapacitetsanvändningsplanen. Utöver detta måste hänsyn i kapacitetsanvändnings-planen tas till tid som behövs för att reglera möten och förbigångar på omgivande driftplatser och ger upphov till ytor som inte längre kan nås i ett konkretiserat schema. Då denna kapacitetskonsumtion adderas till den övriga beskrivna kapacitets-konsumtionen har en kapacitetsbudget skapats vars syfte är att klargöra förutsättningarna för vilken trafik som kan bedrivas och som skall kunna realiseras i ett schema (tågplan) efter att ansökan om kapacitet skett. Det i denna rapport beskrivna måttet för kapacitetskonsumtion utgör en brygga mellan de tidigare processtegen i kapacitetstilldelningsprocessen och de senare.

Kapacitet på järnvägens infrastruktur tilldelas en gång per år till olika aktörer på järnvägen som har behov av järnvägskapacitet. Detta inkluderar järnvägsbolag såsom kommersiella person- och godstågsoperatörer, regionala kollektivtrafikmyndigheter, större bolag med transportbehov samt underhållsentreprenörer. Dessa har alla olika behov och värdesätter olika egenskaper för sina transporter, vissa har behov av långsiktigt stabil kapacitetstilldelning, andra har behov av större dynamik. Svensk järnvägslag ställer krav (kommande ur EU:s direktiv på området) att det finns reservkapacitet reserverat i den årliga tågplanen, som beskriver hur infrastrukturen skall användas. Reservkapacitet är kapacitet som medvetet och på goda grunder undanhållits i den årliga kapacitetstilldelningsprocessen då det finns behov av attraktiv kapacitet under innevarande tågplan. Reservkapacitet är således inte att likställa med restkapacitet vilket är den kapacitet som blir över efter att tågplanen är fastställd. Det är dock i dagsläget oklart hur reservkapacitet skall representeras i tågplaneprocessen, storleksmässigt avgöras och tidsmässigt placeras och planeras. Projektet RIT, Reservkapacitet i tilldelningsprocessen, söker svar på dessa frågor. Projektet RIT är också involverat i det av RNE (Rail Net Europe) initierade projektet TTR, Redesign of the international timetabling project (tidigare Timetable review) då det förslag till ändrad tilldelning av kapacitet som tagits fram i TTR innehåller avsevärt större krav på reservering av kapacitet i termer av en Capacity Portfolio, Capacity bands med reservering av kapacitet för upp till 3 års rullande planering (Rolling Planning) samt begreppet Safeguarding dvs att kapaciteten är reserverad och utlovad till aktör men inte nödvändigtvis detaljerat schemalagd. Samtliga dessa begrepp kräver förmåga att värdera nyttan av att reservera samt praktiskt hur reserveringen av kapacitet kan göras och slutligen realiseras som tågläge och operativt genomföras som en tågtransport eller underhållsarbete. Föreliggande statusrapport i projektet RIT beskriver inte ett färdigt resultat utan fokuseras på i huvudsak behovsanalys, formalisering av problemet, angreppssätt och tänkt modell.

Reserve capacity in Railway capacity allocation. Each year railway undertakings (RUs) apply for capacity to run trains on the railway infrastructure. The infrastructure manager (IM) should make a complete timetable for all applications together with capacity restrictions when maintenance etc must be performed. In this process, referred to as the capacity allocation process, the IM should also schedule some reserve capacity for later use during the execution of the plan. The reserve capacity then competes with the applied capacity of the RUs, since it is only motivated to introduce reserve capacity where there is a capacity scarcity. If there is plenty of rest capacity (capacity that no one applied for in the yearly process), then there is no need for reserve capacity. Since reserve capacity competes with all other capacity applied for in the yearly capacity allocation process, the amount, location and lines where reserve capacity is introduced must be founded in fair and sound principles in order for the RUs in the yearly process to accept the costs taken to make room for the reserve capacity. This report addresses such models and methods for the Swedish capacity allocation process. The report in part summarizes in condensed form the two earlier reports that have been published, as well as reports some new material regarding process descriptions, data analyses of previous years’ timetables and interviews with three different RUs. The report also gives some recommendations to the Swedish IM Trafikverket about tools for representing reserve capacity, design of the process and how to allocate paths based on reserve capacity once capacity has been reserved. One key recommendation is that a new timetabling object should be introduced, called Capacity reservation, CR. A CR is a named (has identity) timetabling object that can be used in a train path in the future. If an RU wants to use such a CR in a train path, the RU must apply for it and exceed a valuation criterion to be able to get it. This valuation criterion is a connection to the costs that other yearly applied traffic has to take in order to make room for the reserve capacity. CRs are managed (not “allocated”) by the IM and are not allocated to an RU or entrepreneur until they have applied for it. CRs are available for allocation after the timetable is finalized and the short-term process (ad hoc) is started, including the process step Late path requests. The report also relates the models and methods to the upcoming new capacity allocation process called Timetabling and capacity redesign, TTR. TTR introduces Advance planning, i.e. planning in advance of the RU allocations. For this to work, it is crucial to be able to reserve capacity in various forms, both segmentation and reserve over time (safeguarding).

Svensk järnvägslagstiftning ställer krav på infrastrukturförvaltaren att denne skall reservera kapacitet under den årliga kapacitetstilldelningsprocessen för tilldelning under tågplanens genomförande. Sådan så kallad reservkapacitet, till skillnad mot restkapacitet som är kapacitet som blir över vid årlig tilldelning, skall möjliggöra en följsamhet för tillkommande behov men även hantering av uppkommande förändringar så att effektiv användning av infrastrukturen säkerställs. Forsknings- och innovationsprojektet RIT, Reservkapacitet i Tilldelningsprocessen, studerar hur reservkapacitet kan åstadkommas med beaktande av krav på transparens, och rättvisa för aktörerna samt nytta för samhället. Vägledande för resultaten i RIT är att järnvägens aktörer skall kunna ställa sig bakom de principer som projektet RIT tar fram. Denna underlagsrapport två fokuserar på om och hur ett underlag för avsättning av reservkapacitet skall kunna tas fram. Två metoder har identifierats, dels att undersöka tidigare tågplaner och mängden sökta tåglägen under tågplanernas genomförande, dels möjligheterna att genom intervjuer och årligt återkommande marknadsundersökningar från aktörerna kunna identifiera behovet av reservkapacitet. Denna rapport omfattar huvudsakligen den första av de två möjliga sätten att identifiera reservkapacitet. En process som på ett grovt plan beskriver en möjlig framtida hantering av reservkapacitet ges också i rapporten. Denna process är sammanvävd med den nuvarande kapacitetstilldelningsprocessen. Ett huvudresultat i rapporten är att det är svårt att förutse nästa tågplans behov av reservkapacitet baserat på data som finns tillgänglig idag. Tidigare ansökningar visar endast det som den sökande tror sig kunna få (eller har fått reda på att denna troligen kan få sig tilldelat) vilket inte avspeglar det faktiska behovet som den sökande egentligen skulle vilja söka. Saknas gör dessutom alla de ansökningar som den sökande inte finner någon mening att söka (då t.ex. kapaciteten på nyckelsträckor är fullbelagd). Vidare söks kapacitet som skulle kunna sökas på reservkapacitet (om den funnits) idag spekulativt i den årliga tilldelningen, dvs den sökande söker det denne tror att denne behöver. Sammantaget gör detta, tillsammans med alla tåglägen som söks under tågplanens genomförande i revisionsplaneringen på grund av banarbeten, att dagens data om tillkommande trafik under tågplanen inte utgör en bra grund för att undersöka behovet av nästkommande tågplans behov.

With the emerging connected automated vehicles, 5G and Internet of Things (IoT), vehicles and road infrastructure become connected and cooperative, enabling Cooperative Intelligent Transport Systems (C-ITS). C-ITS are transport system of systems that involves many stakeholders from different sectors. While running their own systems and providing services independently, stakeholders cooperate with each other for improving the overall transport performance such as safety, efficiency and sustainability. Massive information on road and traffic is already available and provided through standard services with different protocols. By reusing and composing the available heterogeneous services, novel value-added applications can be developed. This paper introduces a choreography-based service composition platform, i.e. the CHOReVOLUTION Integrated Development and Runtime Environment (IDRE), and it reports on how the IDRE has been successfully exploited to accelerate the reuse-based development of a choreography-based Urban Traffic Coordination (UTC) application. The UTC application takes the shape of eco-driving services that through real-time eco-route evaluation assist the drivers for the most eco-friendly and comfortable driving experience. The eco-driving services are realized through choreography and they are exploited through a mobile app for online navigation. From specification to deployment to execution, the CHOReVOLUTION IDRE has been exploited to support the realization of the UTC application by automatizing the generation of the distributed logic to properly bind, coordinate and adapt the interactions of the involved parties. The benefits brought by CHOReVOLUTION IDRE have been assessed through the evaluation of a set of Key Performance Indicators (KPIs).

Design patterns are an established approach for reusing knowledge about good solutions to recurring problems. Patterns can be seen as a way of describing the best practices, and have been used in many different fields, ranging from building architecture and city planning to software development. There are also scattered results relating to patterns for systems-of-systems. The purpose of this paper is to summarize and review the literature on patterns for systems-of-systems and make a synthesis of a recommended approach for the field. Specifically, the novel contributions of the paper are to propose a consolidated structure for describing individual patterns and suggest the dimensions along which a pattern catalog can be organized. The paper also summarizes the concrete patterns suggested in the existing literature and classifies them according to the recommended structure. 

The concept of emergence refers to phenomena that occur on a system level without being present at the level of elements in the system. Since a system is created to achieve certain emergent system-level behavior, while avoiding other emergent properties, a deeper understanding of emergence is crucial to further the field of systems engineering. It has also been identified as one of the key aspects of systems-of-systems. However, the concept has been the topic of much debate in philosophy, systems science, and complexity science for a long time, and there is yet no precise characterization on which there is general agreement. In this paper, a selection of the literature on emergence is reviewed to identify some key characteristics and disputes. The various philosophical points of view are analyzed from the perspective of systems engineering, to sort out what characteristics have practical implications, and which philosophical quiddities are merely of theoretical interest. The paper also relates emergence to systems engineering practices and suggests some tactics for dealing with emergence. Key results are that the inclusion of an explicit observer is essential for understanding and handling emergence, and that emergence is closely related to the amount of information required to describe the system which is also a defining characteristic of complexity.

In this report we describe results from the work on business case analysis of the Sweden for Platooning (S4P) project. Platooning has the potential to contribute to the on-going transformation of the transport sector by reducing environmental impact, saving fuel, as well as (to a lesser extent) by improving traffic flow and safety and in the long run reducing driver hours. In order to fulfil these promises, it must be shown that there are viable business cases for all involved actors. This report describes the analysis of truck platooning business cases performed in the S4P project.

Some of the main findings are that there is a significant potential for reducing fuel consumption and hence CO2 exhaust through platooning; that waiting on the order of minutes for a platooning opportunity is reasonable but that taking another route is probably not; that it is necessary to have mediating services that help platoons to form and share the costs and benefits associated with platooning; and that there are different possible ways of implementing a system for sharing the benefits.

In a system-of-systems, independent constituent systems collaborate to achieve broader capabilities they cannot provide on their own. This paper investigates the nature of the constituent system capabilities beyond basic operational actions, to achieve a deeper understanding of what is required to participate in a system-of-systems. Through a case study of industrial ecosystems, the need is shown for planning how to use basic operational capabilities, for dynamic capabilities to achieve long-term evolution, and for resilience capabilities to deal with perturbations. This also affects the governance of the system. The findings are used to extend an existing conceptual model of constituent systems and to characterize collaboration in a system-of-systems that implements a value network. 

Systems-of-systems are designed to provide a capability that their constituent systems cannot achieve individually. A key property is that the constituent systems have some degree of operational and managerial independence. The concepts of capability and independence are thus central to the field of systems-of-systems. Yet the contemporary literature and standards only give vague definitions of these terms. This vagueness is a barrier to progress in the field, and this paper aims at contributing with a more detailed conceptualization. It describes a system capability as a state-transforming process that uses certain resources. Independence means that the system has a choice about when and how its capabilities should be activated. This requires that the system is an intelligent agent with a notion of utility, a perception of the world around it, and a decision-making capability. When given a mission, the system can complete that mission by activating appropriate combinations of capabilities. A system-of-systems can decompose its mission into parts that correspond to the capabilities of various constituent systems.

Transportsystemet står inför en enorm utmaning då trycket på genomförandet av hållbara operationer aldrig varit större. Enligt IEA står transportsektorn för 16% av det totala koldioxidutsläppet i världen som med nödvändighet måste minska för att vi ska kunna lämna efter oss en planet med resurser för framtida generationer. Utmaningen kräver att alla delar av transportsystemet gör sitt bidrag, oavsett om det handlar om transportoperatörer, transportnoder, myndigheter på såväl lokal, regional som global nivå och tvärs samtliga transportslag. Det slutar dock inte där, det är lika viktigt att de som konstruerar olika typer av lastbärare och fordon för både gods- och persontransporter också beaktar den energi som förväntas vara tillgänglig i rätt kvantitet och till rätt pris. Energiproducenter behöver också tillgodose att efterfrågade energibärare produceras och finns att tillgå vid rätt plats och i tillräcklig kvantitet då den behövs. Detta är i linje med de behov av insatser som Sveriges regering lyfter inom transporteffektivitet, hållbara förnybara drivmedel samt energieffektiva fordon och fartyg, för att reducera Sveriges territoriella CO2 utsläpp i linje med de globala målen. En viktig del av transportsystemet är hamnar som har fönster mot flera olika transportslag och utgör multimodala noder som förväntas ombesörja en så sömlös övergång mellan olika transportslag som möjligt, såsom till/från sjö, järnväg och väg. Svenska hamnar är inget undantag, utan i Sverige med sin längsta europeiska kustremsa behöver Sveriges hamnar också etablera tillräcklig kapabilitet för att hantera såväl inhemska transportbehov som förväntade transporter för import och export på ett hållbart sätt. Hamnar står inför utmaningen att både bedriva sina operationer på ett så hållbart sätt som möjligt genom nyttjande av fossilfri energi, att förse besökare med fossilfria energibärare, och att balansera sitt nyttjande och distribution av hållbar energi med de behov som omgivningen har. Organisationer med lastbilar, tåg, och fartyg som besöker en transportnod, däribland hamnar, förväntar sig att de kan försörjas med viss energi. Transportnoder kan således inte bara betraktas utifrån att vara en effektiv omlastningspunkt, utan behöver också betraktas utifrån den roll som transportnoden har och kan komma att ta i den del av energisystemet som relaterar till transportsystemet. Hamnar som transportnoder behöver således etablera en förmåga som energinod. I föreliggande projekt har trender beaktats för utvecklingen inom olika transportslag, intervjuer genomförts med svenska hamnar samt en enkätundersökning genomförts riktad till en majoritet av Sveriges hamnar. I projektet identifieras att de viktigaste drivkrafterna för hamnarnas hållbarhets- och omställningsarbete är kundkrav, kostnadsbesparingar, hamnens interna målsättning (ofta baserad på ägarnas krav och vision) samt regelverk. Slutsatsen är att Sveriges hamnar har en stark ambition att utveckla sin förmåga som energinod för olika roller. Samtidigt råder en villrådighet om vilka satsningar som skulle ge störst effekter för hamnens verksamhet. Viktigt att notera är också att olika hamnar har olika förutsättningar och roller i transportsystemet, beroende på dess geografiska placering, storlek och typ av gods / passagerare som hanteras. Samtidigt görs stora investeringar i Sveriges hamnsystem, för att proaktivt utveckla en kapabilitet att möta dagens och morgondagens transportbehov, särskilt i ljuset av den omflyttning som sker från vägbundna transporter till järnväg och sjö. Det är vanligt att hamnar etablerar inlandsterminalskapabilitet, d v s skapar förmåga för omlastning mellan tåg och väg där inte någon sjötransport behöver vara inblandad. Många av Sveriges järnvägsoperatörer ser hamnar som strategiska noder i järnvägssystemet. Dessutom det är tydligt från intervjuerna, vilket även styrks av enkätsvar, att respondenterna anser att otillräckliga finansiella medel, höga kostnader och skatt, omogen teknik, infrastruktur, effekt, standardisering, kompetens, och politisk otydlighet är de största utmaningar som påverkar svenska hamnars roll i hållbarhets- och omställningsarbete. Baserat på genomförd trend- och nulägesanalys föreslås en mognadsmodell som rådgivande för hamnens proaktiva utveckling av sin energinodskapacitet. Denna modell tar utgångspunkt i att hamnen etablerar en energistrategi som tar höjd för nödvändiga samarbeten och investeringar som de både blir tvingade till genom regelverk, påverkade av genom beslut och själva har rådighet över. Hamnarna är tydliga med att huvudverksamheten är att utgöra en transportnod, men att de, för att möjliggöra en omställning mot ett hållbart transportsystem, också behöver ge utrymme för andra aktörer, såsom energiproducenter och energidistributörer att bedriva sin verksamhet relaterat till hamnens geografiska område. Således behöver det kluster av aktörer som ingår i hamnen som nod expanderas till att också innefatta producenter och distributörer av energi. Hamnens energistrategi är rådgivande för att hamnen skall kunna etablera en förmåga som säkerställer att de krav som hamnens operationer, hamnens besökare och hamnens roll med sin geografiska placering, möts. Föreslagen mognadsmodell riktar uppmärksamhet just till dessa nivåer av förmåga och skapar grunder för formuleringen av en proaktiv strategi för den enskilda hamnens roll i transportsystemets energiomställning. En viktig grund blir då att simulera framtida energibehov, såsom inom elförsörjnings- och eldistributionsområdet, men även för andra energibärare, varför detta projekt föreslår ett fortsättningsprojekt där förväntade energibehov kan simuleras och bli rådgivande för strategi, samverkan och investering för Sveriges hamnar. En sådan simuleringsmodell bygger på hamnens digitala förmåga att fånga och använda data från operationer för att säkerställa att hamnen bidrar till transporteffektivitet, användning av hållbara förnybara drivmedel samt energieffektiva fordon och fartyg. Samspelet mellan hamnen som energinod och transportbärares kapabilitet att drivas på hållbar energi samt energiproducenters/energidistributörers förmåga att tillhandahålla fossilfri energi, utgör grunden till fossilfria transporter. Fossilfria väg-, järnvägs- och sjötransporter kan således inte etableras utan att ta hänsyn till alla ingående komponenter. I denna nödvändiga transformation har hamnar och andra transportnoder en nyckelroll.

We study the impact of data sharing policies on cyber insurance markets. These policies have been proposed to address the scarcity of data about cyber threats, which is essential to manage cyber risks. We propose a Cournot duopoly competition model in which two insurers choose the number of policies they offer (i.e., their production level) and also the resources they invest to ensure the quality of data regarding the cost of claims (i.e., the data quality of their production cost). We find that enacting mandatory data sharing sometimes creates situations in which at most one of the two insurers invests in data quality, whereas both insurers would invest when information sharing is not mandatory. This raises concerns about the merits of making data sharing mandatory. 

Transport accounts for a large share of global green-house gas emissions. Research efforts are being made to identify, develop, and test new types of resource efficient solutions that meet peoples’ mobility needs. A growing trend within this realm is so called shared mobility services – such as car-sharing, bicycle rental, and ride-sourcing – which is expected to have the potential to complement and strengthen public transport and support less car-centric lifestyles. Shared mobility has become an integral part of the dominant discourse around the future of transport (autonomous-connected-electric-shared), and although their modal shares still are minor, recent years have seen significant growth of shared mobility services.

However, eforts to develop shared mobility services have predominantly been made in urban areas where the services are expected to have greater impact on green-house gas reduction. Further, most research on shared mobility has focused on urban areas . Consequently, there is a lack of empirical research on how shared mobility services can be organized in rural areas, and what effects they can have on aspects such as of car ownership, green-house gas emissions, and quality of life.

The KomILand project set out to address these knowledge gaps by developing and testing the KomILand concept – a regional Mobility-as-a-Service platform that enable rural dwellers to put together shared mobility service offerings that are tailored to the specific needs of their communities. An initial pre-study (2017-2018) paved the way for a trial of the concept by identifying suitable rural towns, likely user groups and their demands, key service components, and possible business models. Subsequently, the ongoing trial phase of the project (2019-2021) aims to develop a functional prototype and to test it in collaboration with civic associations in three rural towns with 800-900 inhabitants in Västra Götaland in West Sweden.

In the following, this extended abstract first presents key findings from the pre-study. Thereafter, a few insights from the ongoing trial are provided prior to a concluding discussion on possible pathways for the journey from a temporary, small-scale trial towards a region-wide and continuous operation.

The need for a rapid and substantial decarbonization of the transport system runs counter to the established development trends in road freight. While the challenges that station-based energy supply systems are facing mainly involve replacing and overcoming propulsion technology, a major challenge facing the implementation of an electric road system (ERS) also includes, to a greater extent, the organizational, financial, and more complicated regulatory issues based on energy-road interactions. The question of whether an ERS is seen as part of the (public) road system or the (private) energy system will fundamentally affect the market structure of an ERS. Different ERS configurations can create new business opportunities for road operators. Different archetypes of business models for ERS-related services can be identified which could enable an opportunity for new value creation for the private sector. Policy measures enabling business model development for an ERS should be diversified and target all actors involved.

In cross-border ERS projects, business models for infrastructure operators, freight forwarders, and energy suppliers of ERS have to be embedded in the respective national contexts as well as in an international perspective in order to be sustainable. Otherwise the establishment and operation of ERS are likely to fail. Different legal, economical, and environmental national conditions have to be taken into account and need to be respected. This will most probably lead to country-specific balances between policy push and market pull measures along cross-border ERS corridors. Local differences in the division of responsibilities between public and private actors could also occur and need to be taken into account. By paying proper attention to these points from the very beginning, a key success factor of cross-border ERS is met.

Cybersecurity is an important concern in systems-of-systems (SoS), where the effects of cyber incidents, whether deliberate attacks or unintentional mistakes, can propagate from an individual constituent system (CS) throughout the entire SoS. Unfortunately, the security of an SoS cannot be guaranteed by separately addressing the security of each CS. Security must also be addressed at the SoS level. This paper reviews some of the most prominent cybersecurity risks within the SoS research field and combines this with the cyber and information security economics perspective. This sets the scene for a structured assessment of how various cyber risks can be addressed in different SoS architectures. More precisely, the paper discusses the effectiveness and appropriateness of five cybersecurity policy options in each of the four assessed SoS archetypes and concludes that cybersecurity risks should be addressed using both traditional design-focused and more novel policy-oriented tools. 

Context When developing software, it is vitally important to keep the level of technical debt down since, based on several studies, it has been well established that technical debt can lower the development productivity, decrease the developers' morale and compromise the overall quality of the software, among others. However, even if researchers and practitioners working in today's software development industry are quite familiar with the concept of technical debt and its related negative consequences, there has been no empirical research focusing specifically on how software managers actively communicate and manage the need to keep the level of technical debt as low as possible. Objective This study aims to understand how software companies give incentives to manage technical debt. This is carried out by exploring how companies encourage and reward practitioners for actively keeping the level of technical debt down add whether the companies use any forcing or penalising initiatives when managing technical debt. Method As a first step, this paper reports the results of both an online survey providing quantitative data from 258 participants and interviews with 32 software practitioners. As a second step, this study sets out to specifically provide a detailed assessment of additional and in-depth analysis of technical debt management strategies based on an encouraging mindset and attitude from both managers and technical roles to understand how, when and by whom such strategies are adopted in practice. Results Our findings show that having a technical debt management strategy (specially based on encouragement) can significantly impact the amount of technical debt related to the software. Conclusion The result indicates that there is considerable unfulfilled potential to influence how software practitioners can further limit and reduce technical debt by adopting a strategy based explicitly on an encouraging mindset from managers where they also specifically dedicate time and resources for technical debt remediation activities.

Artificial intelligence through machine learning is increasingly used in the digital society. Solutions based on machine learning bring both great opportunities, thus coined “Software 2.0,” but also great challenges for the engineering community to tackle. Due to the experimental approach used by data scientists when developing machine learning models, agility is an essential characteristic. In this keynote address, we discuss two contemporary development phenomena that are fundamental in machine learning development, i.e., notebook interfaces and MLOps. First, we present a solution that can remedy some of the intrinsic weaknesses of working in notebooks by supporting easy transitions to integrated development environments. Second, we propose reinforced engineering of AI systems by introducing metaphorical buttresses and rebars in the MLOps context. Machine learning-based solutions are dynamic in nature, and we argue that reinforced continuous engineering is required to quality assure the trustworthy AI systems of tomorrow.

AI solutions seem to appear in any and all application domains. As AI becomes more pervasive, the importance of quality assurance increases. Unfortunately, there is no consensus on what artificial intelligence means and interpretations range from simple statistical analysis to sentient humanoid robots. On top of that, quality is a notoriously hard concept to pinpoint. What does this mean for AI quality? In this paper, we share our working definition and a pragmatic approach to address the corresponding quality assurance with a focus on testing. Finally, we present our ongoing work on establishing the AIQ Meta-Testbed. 

The increasing levels of software- and data-intensive driving automation call for an evolution of automotive soft-ware testing. As a recommended practice of the Verification and Validation (V&V) process of ISO/PAS 21448, a candidate standard for safety of the intended functionality for road vehicles, simulation-based testing has the potential to reduce both risks and costs. There is a growing body of research on devising test automation techniques using simulators for Advanced Driver-Assistance Systems (ADAS). However, how similar are the results if the same test scenarios are executed in different simulators? We conduct a replication study of applying a Search-Based Software Testing (SBST) solution to a real-world ADAS (PeVi, a pedestrian vision detection system) using two different commercial simulators, namely, TASS/Siemens PreScan and ESI Pro-SiVIC. Based on a minimalistic scene, we compare critical test scenarios generated using our SBST solution in these two simulators. We show that SBST can be used to effectively generate critical test scenarios in both simulators, and the test results obtained from the two simulators can reveal several weaknesses of the ADAS under test. However, executing the same test scenarios in the two simulators leads to notable differences in the details of the test outputs, in particular, related to (1) safety violations revealed by tests, and (2) dynamics of cars and pedestrians. Based on our findings, we recommend future V&V plans to include multiple simulators to support robust simulation-based testing and to base test objectives on measures that are less dependant on the internals of the simulators.