The paper discusses the advantages of utilizing winter conditions to increase the weight tolerance of frozen roads while safeguarding vulnerable bridges. It introduces the concept of geofencing as a tool to ensure that heavy trucks reduce their speed when crossing these bridges. A tool that can be useful for all bridges. Geofencing technology was tested in a research project during winter 22/23 involving trucks from Volvo and Scania. The project was financed by the Swedish Transport Administration. Two geofencing technologies were evaluated: Scania’s “active” geofencing, which allowed the truck to automatically maintain the designated speed limit over the bridge, and Volvo’s “passive” geofencing, where the driver received warnings and had to manually slow down if necessary. The results indicated that active geofencing effectively ensured trucks adhered to speed limits and drivers generally had positive experiences with geofencing. Regarding policy and regulation, the paper explores the feasibility of implementing geofencing technology and suggests that current legislation can accommodate it. Recommendations are made for regulations based on functional requirements and self-monitoring systems to ensure compliance. In conclusion, the paper demonstrates that geofencing technology can effectively protect bridges and offer substantial societal benefits. It also outlines potential policy and regulatory frameworks for the widespread adoption of this technology to safeguard bridges and optimize transportation.

The Smart Urban Traffic Zones Project aims to create smart solutions in cities that contribute to increased flexibility in the use of urban space, more efficient transportation, and improved traffic safety. This report is a partial deliverable within the project, where we have explored how a municipality can collect and work with data to achieve better and more efficient solutions, based on policies and regulations.

During this work, we have identified four possible approaches to data sharing. In the first approach, the city handles all data-related tasks itself, from start to finish. In the second approach, the city allows private actors to collect data in the city infrastructure. These companies then aggregate and analyse the data, and the municipality procures the results through a public procurement process. The third approach is based on voluntary data sharing. The municipality procures a data-sharing platform, which both public and private entities can use to exchange data. In the fourth and final approach, the municipality makes its data publicly available, for example, via the National Access Point. The expectation is that the market will identify possible use cases for the municipal data, combine it with their own data, and develop services for citizens. '

We have conducted literature reviews, interviews, and workshops where we discussed the different approaches. After analysing the results, we have concluded that there is no single best solution for data sharing that works for all municipalities in all situations. Instead, the approaches may work differently depending on the context, and they can also be combined. The approach where the city handles everything itself has several advantages, such as maintaining full control and oversight, but it is also highly resource intensive. It is unlikely that any municipality has the capacity to manage such a large-scale effort, meaning that this approach is best suited for a limited scope. The approach where the municipality procures analysed data from private entities appears relatively straightforward from a municipal perspective, but the question remains whether the market is ready to provide such a service at a scale that meets municipal needs.

The third approach—the platform model—is well-tested and currently works well in cases such as data sharing between municipalities and e-scooter operators. In that case, there is a clear use case. If a municipality wishes to adopt this approach, we recommend starting with a clearly defined target group, such as businesses engaged in public procurement. Over time, the municipality could extend the platform to include additional stakeholders. We do not believe the last approach, where the municipality makes its data publicly available, is suitable for smart urban traffic zones, as the municipality would not have control or oversight over the outcomes.

Key Takeaways from the Interviews:- A clear understanding of the needs is crucial when procuring data-sharing services, as it guides requirements and ensures fit-for-purpose solutions.- Data quality is crucial for successful innovation and requires clear specifications, well-defined requirements, quality controls, and incentives.- Public procurement processes should include dialogue with suppliers, emphasize quality, and enable innovation.- Well-balanced incentives are important to promote data sharing.- Municipalities play a key role as coordinators, data consumers, and guarantors of public value.- Small municipalities can often benefit from regional collaboration.

Data Governance and Data for Governance – a circular and regulatory perspective on data

The Smart Urban Traffic Zones Project aims to create smart solutions in cities that contribute to increased flexibility in the use of urban space, more efficient transportation, and improved traffic safety. This report is a partial deliverable within the project, where we have explored how a municipality can collect and work with data to achieve better and more efficient solutions, based on policies and regulations.

During this work, we have identified four possible approaches to data sharing. In the first approach, the city handles all data-related tasks itself, from start to finish. In the second approach, the city allows private actors to collect data in the city infrastructure. These companies then aggregate and analyse the data, and the municipality procures the results through a public procurement process. The third approach is based on voluntary data sharing. The municipality procures a data-sharing platform, which both public and private entities can use to exchange data. In the fourth and final approach, the municipality makes its data publicly available, for example, via the National Access Point. The expectation is that the market will identify possible use cases for the municipal data, combine it with their own data, and develop services for citizens.

We have conducted literature reviews, interviews, and workshops where we discussed the different approaches. After analysing the results, we have concluded that there is no single best solution for data sharing that works for all municipalities in all situations. Instead, the approaches may work differently depending on the context, and they can also be combined.

The approach where the city handles everything itself has several advantages, such as maintaining full control and oversight, but it is also highly resource intensive. It is unlikely that any municipality has the capacity to manage such a large-scale effort, meaning that this approach is best suited for a limited scope. The approach where the municipality procures analysed data from private entities appears relatively straightforward from a municipal perspective, but the question remains whether the market is ready to provide such a service at a scale that meets municipal needs. The third approach—the platform model—is well-tested and currently works well in cases such as data sharing between municipalities and e-scooter operators. In this case, there is a clear use case. If a municipality wishes to adopt this approach, we recommend starting with a clearly defined target group, such as businesses engaged in public procurement. Over time, the municipality could extend the platform to include additional stakeholders. We do not believe the last approach, where the municipality makes its data publicly available, is suitable for smart urban traffic zones, as the municipality would not have control or oversight over the outcomes.

Key Takeaways from the Interviews: -A clear understanding of the needs is crucial when procuring data-sharing services, as it guides requirements and ensures fit-for-purpose solutions. -Data quality is crucial for successful innovation and requires clear specifications, well-defined requirements, quality controls, and incentives.-Public procurement processes should include dialogue with suppliers, emphasize quality, and enable innovation.-Well-balanced incentives are important to promote data sharing.-Municipalities play a key role as coordinators, data consumers, and guarantors of public value.-Small municipalities can often benefit from regional collaboration.

Bussdepåer är en viktig del av kollektivtrafiksystemet. För att möta framtidens krav på effektivitet, säkerhet och flexibilitet behöver rangeringen av bussar (det vill säga omflyttning till parkering, verkstad, laddning, tvätt och förberedelse inför nya turer etc.) bli mer automatiserad. Idag är detta en manuell och kostsam process som ofta sker på kvällar och nätter, med höga arbetskostnader, ofta uppkommande småskador och med vissa säkerhetsrisker.Projektet DEPAUT har undersökt möjligheten att automatisera bussdepåer med hjälp av infrastrukturbaserad teknik – det vill säga sensorer och mjukvara som sitter i och på depån snarare än i fordonet. Denna lösning har fördelen att den är fordonsneutral, vilket innebär att den kan styra fordon av olika märken så länge de uppfyller vissa tekniska grundkrav. Projektet, som leddes av forskningsinstitutet RISE i samarbete med Nobina och Unikie, har i en förstudie kartlagt tekniska, juridiska och organisatoriska förutsättningar för automatisering har kartlagts. Genom intervjuer, workshops, litteraturstudier och analyser av en faktisk depå i Katrineholm, har projektet identifierat vad som krävs för att gå från teori till verklighet.För att en buss ska kunna köras autonomt i en depå krävs att den har ett styrsystem som tillåter extern kontroll – så kallad Drive-by-Wire (DBW) – samt tillförlitlig kommunikationsutrustning (t.ex. 4G/5G eller industriellt Wi-Fi) och visuell signalering för att visa när bussen körs autonomt. Säkerheten har hög prioritet och fordon och depå måste ha nödstopp och möjlighet till att ta över fordonet manuellt.Själva depån behöver också anpassas, dvs inhägnad, grindar och tillträdeskontroller ska förhindra obehörig åtkomst. Sensorer måste kunna övervaka trafikflödet, och ett lokalt kontrollrum behövs för övervakning och styrning. Nya zoner för upphämtning och avlämning, samt automatisering av rampning, dvs uppkoppling för laddning är exempel på nödvändiga förändringar.Den juridiska sidan är komplex och berör bland annat trafiklagar, arbetsmiljö, typgodkännanden av teknik, personalförhandlingar, cybersäkerhet, försäkringsfrågor och brandrisker. Även frågor kringpersonalens utbildning, nya yrkesroller och användargränssnitt spelar en avgörande roll.En viktig del av förstudien är hur tekniken ska accepteras av de som ska arbeta med den. Här har projektet använt modellen Technology Acceptance Model (TAM) som visar att människors inställning till ny teknik beror på hur användbar och lättanvänd den uppfattas. Därför är tidig involvering av personal och en tydlig kommunikation avgörande för ett lyckat införande.Två depåer har diskuterats som möjliga platser för ett framtida pilotprojekt: Katrineholm och Charlottendal. Valet beror på om fokus ska ligga på teknik och organisation, eller även inkludera enekonomisk utvärdering. För att kunna genomföra en pilot krävs också att en busstillverkare (OEM) och en Regional Kollektivtrafikmyndighet (RKF) deltar.Förstudien visar att vägen mot självkörande bussdepåer inte bara är möjlig – den är inom räckhåll. Med rätt teknik, struktur, juridik och engagemang kan kollektivtrafiken ta ett stort kliv in i framtiden.

Biosolutions, such as food cultures and fermentates, are emerging alternatives to classical food preservation methods, offering multiple benefits, including food quality and safety enhancement, and waste reduction, with limited sensory and nutritional modification of the product and higher consumer acceptance. This study explores the potential of biosolutions to address critical challenges in sustainable food systems through their application in food production. Evaluation criteria of focus include impacts on food quality and safety, environmental sustainability, and compliance with European regulatory frameworks. The study emphasizes the role of biosolutions in reducing foodborne illnesses, promoting circular economy principles, and building consumer trust. A holistic approach is proposed to support industry stakeholders and policymakers interested in integrating biosolutions into resilient, resource-efficient, and sustainable food systems.

Att minska klimatpåverkan från godstransporter är en av vår tids största utmaningar, men ger oss också en möjlighet att forma framtidens hållbara samhälle. Genom att drastiskt minska utsläppen från fossila bränslen inom transportsektorn kan vi göra avgörande framsteg mot de globala klimatmålen. Fossilfri omställning av godstransporter innebär inte bara en övergång till el- eller vätgasdrivna fordon, utan även ett helt nytt sätt att tänka kring hur vi transporterar varor. Varje liten förändring – från att dela transportresurser till att utnyttja fossilfria bränslen – för oss ett steg närmare en framtid där godstransporter inte längre är en klimatbelastning, utan en del av lösningen. Vi har tekniken och viljan, men det är genom samarbete och nytänkande som vi kan skapa verklig förändring.

I den här rapporten utforskar vi en rad regelverk som på något sätt har bäring på fossilfria godstransporter. Vår rapport visar på att detta är ett område som är stadd i en snabb förändring. En del av dessa regelverk har varit med oss en tid och är bekanta för aktörerna i transportsektorn. En hel del regelverk är helt nya och därmed okänd terräng för de flesta, men de kommer att få stor påverkan i den dagliga verksamheten de kommande åren. Ett exempel på detta är regelverket som innebär att drivmedelstillverkare från och med 2027 behöver köpa kvoter för att få sälja diesel, vilket i sin tur kommer att göra det dyra att använda diesel.

Om alla de föreslagna regelverken går igenom kommer transportsektorn 2035 att vara kraftigt förändrad jämfört med dagens situation. Frågan är här om vårt samhälle är redo för den stora omställningen. Kommer det t.ex. att finnas laddinfrastruktur för alla ellastbilar och kommer effekten att räcka till? Hur ska en liten aktör hinna med i omställningen och ha förmåga att göra de investeringar som krävs? Flertalet regelverk innebär också en ökad administration. Det är stora mängder data som ska samlas in för varje transport och sedan delas med andra aktörer i transportsektorn. För en liten aktör kommer detta att bli betungande. De kommande tio åren kan komma att medföra stora strukturomvandlingar i branschen.

Vår rapport visar också att det finns ett stort antal regelverk som påverkar fossilfria godstransporter. En del av regelverken förstärker varandra, en del av regelverken tar ut varandra, men alla har de gemensamt att de är del av en komplex karta som samtliga aktörer i transportsektorn behöver lära sig att navigera i. Vår rapport visar också att det är EU i huvudsak som styr och driver på utvecklingen av regelverket för fossilfria godstransporter. Det nationella utrymmet att åstadkomma förändring är begränsat även om det finns en del kvar att göra inom detta område.

urposes – Example Virtual SlaughterhouseThis report explores the procurement and implementation of immersive technologies, with a particular focus on Virtual Reality (VR), for educational purposes within the Swedish University of Agricultural Sciences (SLU) and the Swedish Food Agency (SLV). The case study examines the concept of a “virtual slaughterhouse,” designed to complement and partially replace physical study visits required in veterinary education and food safety training.The background to this work lies in the increasing demand for veterinarians in Sweden and the practical challenges of offering sufficient training opportunities at physical slaughterhouses. Immersive technologies, and VR in particular, offer a potential solution by creating scalable, repeatable, and safe training environments that can simulate complex or rare situations, that students might not otherwise encounter.The report applies the Double Diamond model to structure the research process: discovering and defining the challenges faced by SLU and SLV, before developing and delivering proposed solutions. Theoretical sections introduce the reader to XR technologies (VR, AR, MR), headset classifications, content types (360° film, photogrammetry, interactive 3D environments), and pedagogical considerations. A review of international initiatives and existing virtual slaughterhouse solutions (e.g., in Finland, Denmark, and the UK) provides comparative insights.Key technical findings emphasize the importance of selecting appropriate hardware, ensuring interoperability through open standards (such as OpenXR and WebXR), and considering long-term management via Mobile Device Management (MDM) systems and integration with Learning Management Systems (LMS). Content creation is highlighted as a central challenge, requiring close collaboration between subject-matter experts and developers, as well as iterative prototyping to balance pedagogical value with technical performance.Legal and regulatory aspects are addressed, including GDPR-compliant data handling, workplace ergonomics, accessibility, intellectual property, and information security. Particular attention is paid to public procurement.The report concludes with practical recommendations for organizations considering VR in education and training. These include starting small with scalable tools, prioritizing pedagogical design over technological sophistication, collaborating with other institutions to share knowledge and reduce costs, and planning for long-term sustainability in terms of both technical standards and organizational competence. Keywords: Virtual Reality (VR), immersive technology, educati

Agrifood Data Workshop - A data workshop for agriculture and food

Agrifood Data Workshop (ADW) was a national data workshop aimed at simplifying and securing the use and sharing of data, as well as promoting innovations within the agrifood supply chain.

The workshop has provided support, tools, and methods to enhance competence and data-driven innovation among actors wishing to share data in the agrifood supply chain. The focus has been on the secure and efficient sharing of data according to the Data Governance Act, and a prototype tool for automatic data classification and publication, called “The Washing Machine,” has been demonstrated.

Digital driver support for abnormal transports This report describes how the management of permits for abnormal transports could be improved through the development of a mobile digital support system. Insights have been gathered from several existing solutions in other countries as well as technology providers active in Sweden. Together with interviews and workshops with local and national government officials and industry representatives they form the basis of an analysis of digitalization and policy requirements for consideration in an ongoing mission to make abnormal transport permits more efficient led by the Swedish Transport Administration. The project was funded by the Swedish Transport Administration.