This paper investigates the feasibility of using the periocular region for expression recognition. Most works have tried to solve this by analyzing the whole face. Periocular is the facial region in the immediate vicinity of the eye. It has the advantage of being available over a wide range of distances and under partial face occlusion, thus making it suitable for unconstrained or uncooperative scenarios. We evaluate five different image descriptors on a dataset of 1,574 images from 118 subjects. The experimental results show an average/overall accuracy of 67.0/78.0% by fusion of several descriptors. While this accuracy is still behind that attained with full-face methods, it is noteworthy to mention that our initial approach employs only one frame to predict the expression, in contraposition to state of the art, exploiting several order more data comprising spatial-temporal data which is often not available.

Overview: Manufacturers moving to service-based business models are generally advised to provide total-care solutions to their customers in order to boost profits and strengthen customer relationships. To reduce the risks associated with such services, service providers often rely on remote monitoring technologies to access data on their products’ health and usage. Our study reveals a tension between the technical development of complex products capable of remote monitoring and the business logic required to commercialize this potential. Specifically, we show that the collaborative value co-creation context within which these products are typically developed requires managers to seek alignment in technical specifications and value co-creation logics simultaneously. However, technical alignment is contingent on factors that can lead to business logic misalignments. 

Platooning will soon likely to be common on Swedish roads and the potential for fuel  savings in the transport sector is high. This pre-study project explores the need for  external signaling in platoons to avoid any cut-ins from surrounding vehicles whose   drivers are unaware that their actions may cause a loss of fuel saving. Interviews with  truck drivers created an understanding of how they experience the behavior of the  surrounding traffic. The scenarios that are highlighted where unaware cut-ins may occur  are mainly on-ramps and while overtaking on highway. Car drivers highlighted that overtaking may be a problem, especially on 2+1 roads. Communication needs elicited in workshops with drivers mainly concerned the movement patterns and properties of vehicles, e.g. speed, direction, gaps and length of the platoon. Barriers that were identified for external signaling is that trailers are constantly rotating between different  tractors. This may require that more trailers than tractors need to be equipped with  communication devices. To evaluate the potential impact of external signaling simulation  could be used, where a driving simulator could be used to evaluate the perception of car- and truck drivers. Different means of communication, behavior, driving close together or lighting could be subject to evaluation. The long-term learning effect and behavioral adaptation to platooning in traffic is also important to study. It was found that there are large regional behavioral differences in traffic. Naturalistic data from the  US, indicate that there are no cut-ins if the distance between trucks is < 30 m. In Europe, the data collected from ETPC indicate that there is up to one cut-in every 15 km on highways. The data from the ETPC is however very sparse compared to the US study. In Sweden, it does not seem to be a specific need for external signaling since very few cut-ins occur. In Europe, more cut-ins occur and external signaling could help to save fuel. It is however unclear what long-term effects external signaling may have. Further studies are suggested to study if short platooning distance (10-20 meters) is sufficient to deter surrounding traffic from cut-ins.

For safety reasons, autonomous vehicles should communicate their intent rather than explicitly invitepeople to act. At RISE Viktoria in Sweden, we believe this simple design principle will impact howautonomous vehicles are experienced in the future

This paper reports on a Swedish large-scale research and demonstration study of wireless charging of electric vehicles. The study is the first of its kind outside North America. The purpose of the 18-month study was to test the technology during real life working conditions using 20 electric vehicles located at eight municipality and company sites in Sweden. The study indicates that the charging behaviour will most likely be different with inductive charging. There are clear benefits of inductive charging that have the potential to increase the attractiveness of electric vehicles, and there are no substantial evidence that perceived safety should hinder a wider adoption of inductive charging. Further, we conclude that the usability of the technology can have a high impact on perceived attractiveness, and should therefore be of focus in future developments of the technology.

An automated transport system has the potential to improve traffic safety and flow, but also to the accessibility and comfort for users of the transport system. Realizing the positive effects with automated transport is about shaping regulatory, organizational and technical systems. Here, appropriate evaluation enables steering efforts in the desired direction. The overall aim of this study was to develop a methodological framework that could identify effects of an automated transport system, and outline methods and metrics for evaluation of these effects. We propose a tentative case-based methodology to define measures of the effects of an automated transport system that will give key stakeholders new possibilities to evaluate research and development projects and efforts connected to automation of the transport system, and thereby manage these in a human-centered direction. © 2019, Springer Nature Switzerland AG.

Cooperative IntelligentTransport Systems include many actors in the transport system that are con-nected to each other via wireless communication in order to interact andcooperate. Majority of the actors in thesystems are vehicles, which can range from fully autonomous vehicles tomanually driven vehicles, equipped withwireless communication modules. Creating realistic scenarios for testing suchcomplex systems often need a com-bination of simulators. This paper presents a distributed simulation frameworkthat consists of a) a moving basedriving simulator; b) a real-time hardware-in-the-loop simulator; and c) anetwork simulator and traffic simulator. Wepresent our approach for connecting and co-simulating the mentioned simulators.As a first test of our simulationframework, a crossing scenario is simulated. Lastly, we discuss potentialbenefits and future work.

Simulation is often used as a technique to test and evaluate systems, as it provides a cost-efficient and safe alternative for testing and evaluation. A combination of simulators can be used to create high-fidelity and realistic test scenarios, especially when the systems-under-test are complex. An example of such complex systems is Cooperative Intelligent Transport Systems (C-ITS), which include many actors that are connected to each other via wireless communication in order to interact and cooperate. The majority of the actors in the systems are vehicles equipped with wireless communication modules, which can range from fully autonomous vehicles to manually driven vehicles. In order to test and evaluate C-ITS, this paper presents a distributed simulation framework that consists of (a) a moving base driving simulator; (b) a real-time vehicle simulator; and (c) network and traffic simulators. We present our approach for connecting and co-simulating the simulators. We report on limitation and performance that this simulation framework can achieve. Lastly, we discuss potential benefits and feasibility of using the simulation framework for testing of C-ITS. 

This paper is an experience report of team Halmstad from the participation in a competition organised by the i-GAME project, the Grand Cooperative Driving Challenge 2016. The competition was held in Helmond, The Netherlands, during the last weekend of May 2016. We give an overview of our car's control and communication system that was developed for the competition following the requirements and specifications of the i-GAME project. In particular, we describe our implementation of cooperative adaptive cruise control, our solution to the communication and logging requirements, as well as the high level decision making support. For the actual competition we did not manage to completely reach all of the goals set out by the organizers as well as ourselves. However, this did not prevent us from outperforming the competition. Moreover, the competition allowed us to collect data for further evaluation of our solutions to cooperative driving. Thus, we discuss what we believe were the strong points of our system, and discuss post-competition evaluation of the developments that were not fully integrated into our system during competition time.

Cooperative adaptive cruise control (CACC) is a cooperative intelligent transport systems (C-ITS) function,which especially when used in platooning applications, possess many expected benefits including efficient road spaceutilization and reduced fuel consumption. Cut-in manoeuvres in platoons can potentially reduce those benefits, and are notdesired from a safety point of view. Unfortunately, in realistic traffic scenarios, cut-in manoeuvres can be expected, especiallyfrom non-connected vehicles. In this paper two different controllers for platooning are explored, aiming at maintaining thesafety of the platoon while a vehicle is cutting in from the adjacent lane. A realistic scenario, where a human driver performsthe cut-in manoeuvre is used to demonstrate the effectiveness of the controllers. Safety analysis of CACC controllers usingtime to collision (TTC) under such situation is presented. The analysis using TTC indicate that, although potential risks arealways high in CACC applications such as platooning due to the small inter-vehicular distances, dangerous TTC (TTC < 6seconds) is not frequent. Future research directions are also discussed along with the results.

In the near future, Cooperative Intelligent Transport System (C-ITS) applications are expected to be deployed. To support this, simulation is often used to design and evaluate the applications during the early development phases. Simulations of C-ITS scenarios often assume a fleet of homogeneous vehicles within the transportation system. In contrast, once C-ITS is deployed, the traffic scenarios will consist of a mixture of connected and non-connected vehicles, which, in addition, can be driven manually or automatically. Such mixed cases are rarely analysed, especially those where manually driven vehicles are involved. Therefore, this paper presents a C-ITS simulation framework, which incorporates a manually driven car through a driving simulator interacting with a traffic simulator, and a communication simulator, which together enable modelling and analysis of C-ITS applications and scenarios. Furthermore, example usages in the scenarios, where a manually driven vehicle cut-in to a platoon of Cooperative Adaptive Cruise Control (CACC) equipped vehicles are presented.

At early market penetration, automated vehicles will share the road with legacy vehicles. For a safe transportation system, automated vehicle controllers therefore need to estimate the behavior of the legacy vehicles. However, mismatches between the estimated and real human behaviors can lead to inefficient control inputs, and even collisions in the worst case. In this paper, we propose a framework for evaluating the impact of model mismatch by interfacing a controller under test with a driving simulator. As a proof- of-concept, an algorithm based on Model Predictive Control (MPC) is evaluated in a braking scenario. We show how model mismatch between estimated and real human behavior can lead to a decrease in avoided collisions by almost 46%, and an increase in discomfort by almost 91%. Model mismatch is therefore non-negligible and the proposed framework is a unique method to evaluate them.

Today, a large share of cost, congestion, and emission in cities is attributed to light goods vehicles like carrier vans distributing to the last mile. The aim of many policy agendas is to reach cleaner cities with less disturbance from the distribution vehicles. Several suggestions have been put forward and tested in research and practice, such as access restrictions, multimodal transport, and use of cleaner vehicles. In this paper, we develop a case for a more sustainable freight distribution within cities using an ex ante case study. The idea of the mobile depot is built on the iteration between historical transitions within cities and contemporary developments in urban freight distribution, and then analyzed ex ante both quantitatively in calculations and qualitatively in two stakeholder workshops. The idea is integrated and multimodal, based on a mobile depot (e.g., a bus, truck, barge, or tram) that circles the city and connects to low emission last mile delivery options such as LEVs (Light Electrical Vehicles) or cargo bikes. We found that such a system can be environmentally and socially better for the city context, while maintaining economic viability above a certain utilization rate of the mobile depot for the transport operators.

The sharing economy is spreading rapidly worldwide in a number of industries and markets. The disruptive nature of this phenomenon has drawn mixed responses ranging from active conflict to adoption and assimilation. Yet, in spite of the growing attention to the sharing economy, we still do not know much about it. With the abundant enthusiasm about the benefits that the sharing economy can unleash and the weekly reminders about its dark side, further examination is required to determine the potential of the sharing economy while mitigating its undesirable side effects. The panel will join the ongoing debate about the sharing economy and contribute to the discourse with insights about how digital technologies are critical in shaping this turbulent ecosystem. Furthermore, we will define an agenda for future research on the sharing economy as it becomes part of the mainstream society as well as part of the IS research repertoire.

As contests become more popular means for organizing digital innovation, the need for measuring contest performance increases. The Digital Innovation Contest Measurement-model(DICM-model), which is the basis for this study was designed based on a single case study,and its evaluation indicated that there is a need for a customizable methodological approachthat can accommodate differences in organizational requirements for designing and refiningDICM-models. Therefore, in this paper, we present a summary of the evaluation of the DICMmodel and propose a nine-step method to design and refine DICM-models using a qualityoriented approach. The proposed method is based on the Goal-Question-Metric and the Balanced Scorecard to elicit measures and to enable agility in measuring the fulfilment of measurement goals of innovation contests. Also, the method facilitates knowledge management torefine, record and communicate best practices. An ex-ante evaluation of the method indicatesthat the method provides practical support in designing and improving a DICM model. Forfuture study, it is suggested to widen the scope of the method to aid in the design of measurement models for digital innovations using open data, in general.

Digital innovation contests emerge as important intermediaries in open data markets. However the understanding of how contests affect innovation value chains is low and there is a lack of innovation measurement frameworks to support the management of digital innovation contests. Therefore, in this paper we apply design science to design a measurement model for digital innovation contests from the organizer's perspective that adds to the available knowledge of innovation measurement. We use a recent case of digital innovation contests to motivate the model and discuss its implications on the innovation value chain. The measurement model contributes with new knowledge in the area of open data innovation and provides support for practice in managing innovation through digital innovation contests. For future research we intend to enhance the model to also measure the effects on innovation ecosystems, to operationalize the measures and to evaluate the model in several digital innovation contests as well as to include the perspective of the participants.

This paper provides an in-depth description of the best rated human-machine interface that was presented during the 2016 Grand Cooperative Driving Challenge. It was demonstrated by the Chalmers Truck Team as the envisioned interface to their open source software framework OpenDLV, which is used to power Chalmers' fleet of self-driving vehicles. The design originates from the postulate that the vehicle is fully autonomous to handle even complex traffic scenarios. Thus, by including external and internal interfaces, and introducing a show, don't tell principle, it aims at fulfilling the needs of the vehicle occupants as well as other participants in the traffic environment. The design also attempts to comply with, and slightly extend, the current traffic rules and legislation for the purpose of being realistic for full-scale implementation.

Different types of mobility services in small towns and rural areas can increase accessibility among theresidents and reduce the need to travel by one’s own car. The purpose of this pre-study is to preparefor future demonstration projects for combined mobility (CM) in small towns and rural areas byproviding data on location, users, services and financing. Several activities have been carried out:identification of geographically appropriate areas and ongoing projects worldwide; analysis of userneeds; identification of service design and business models; and mobilization of local and regionalinvolvement. Services and business models have been developed using The Osterwalder BusinessModel Canvas. Several characteristics have been identified that a small town or rural area should havein order for CM to function. Services that could be included in a service package in a CM rural servicehave been validated theoretically in the fictional town of Småtorp. A public actor needs to provideorganisational and digital platforms to local organisations, and KomILand-consultants. KomILand cancontribute profitability, reduce mobility costs for customers, contribute new customers to the publictransport operators, and lead to increased sustainability for society, if there is a robust and qualitativepublic transport system as a basis

Prior business model innovation research has paid little attention to the various choices and decisions of organizing for parallel business models. This paper explores how established firms organize for new business models that are to be run in parallel with their primary business model. Empirically we study how Skanska and IKEA, two multinational corporations developed new business models by industrializing construction. Neither full separation nor full integration was a panacea for how to organize a new business model running in parallel with the primary because the firms were unable to determine what to organizationally integrate or separate prior to implementation of the new business model. The paper argues that firms are unlikely to know how to organize for parallel business models before they know how the new business model will operate.

Deep neural networks (DNNs) will emerge as a cornerstone in automotive software engineering. However, developing systems with DNNs introduces novel challenges for safety assessments. This paper reviews the state-of-the-art in verification and validation of safety-critical systems that rely on machine learning. Furthermore, we report from a workshop series on DNNs for perception with automotive experts in Sweden, confirming that ISO 26262 largely contravenes the nature of DNNs. We recommend aerospace-to-automotive knowledge transfer and systems-based safety approaches, for example, safety cage architectures and simulated system test cases.

Automated driving systems will be severely challenged in the unpredictable conditions of mixed traffic. Consequently, some form of human support remains essential in the foreseeable future. This challenge is especially true for Shared Automated Vehicles (SAVs), as these vehicles will likely not include any human driver on-board. When an SAV will encounter a scenario it cannot handle, a remote human operator will need to intervene and help the vehicle and its passengers. In this study a user-centred design approach is used to study whether a Head-Mounted Display (HMD) interface can support such operators and provide them with additional spatial awareness. Two prototypes (an HMD and a computer display) are developed and evaluated using pre-recorded real-world scenarios. Twelve participants assessed three possible scenarios a remote operator may encounter. Among participants, the study found evidence of strong implicit spatial awareness when using an HMD interface.

Maritime transports are to be regarded as a self-organized ecosystem (Kay et al., 1999) characterized by sub-optimization where historically each actor to has optimized its own operations, often giving rise to inefficiencies as a whole. In recent years however, digital transformation has challenged this by providing means for enhanced transparency in data sharing and situational awareness, enabling better coordination and improved efficiency on the whole (Lind et al. 2018a). Digital transformation drives the possibilities of creating new value by enabling higher degrees of connectivity between actors, digitally twin physical objects, drawing patterns of behaviour based on extensive sets of historical data, as well as harmonizing data sharing through standardized interfaces and communication protocols (e.g. Almirall and Casadesus-Masanell 2010; Gassman et al. 2010; Lakhani et al. 2006). To break existing patterns of behaviour and to avoid the creation of proprietary solutions that feed sub-optimization, there is a need for new inspiration and perspectives that capitalize on the opportunities that digital transformation provides. From an open innovation point of view, this means that innovators both having experience from the sector as well as from other sectors would come together, come up with, and provide new applications not previously possible or never thought about before. A core capability that the ecosystem needs to develop and ensure is data streams made accessible for those that can provide new applications aimed for the single actor and/or clusters of actors, within or outside the maritime sector (Lind et al. 2018).This has also been one of the objectives for Port Collaborative Decision Making (PortCDM), which is a concept that provides guidelines and standards for the data exchange within and between ports, between ships and ports, and between ports and hinterland operators (Lind et al 2018). Such data exchange is necessary if enhanced efficiency during port call operations is to be achieved but also facilitates open 

innovation within the maritime sector. In order to realise that potential, a purposive transfer of knowledge between the established actors and potential new service providers has to be established (Chesbrough 2006). We therefore set out to explore How can open innovation intermediaries accelerate acquisition in an ecosystem through the management and throughput of knowledge transfer?We address the question through a longitudinal study by applying an action research approach involving actors from the local port and students from three bachelor programs. Before we describe the specifics of the research methodology, we outline our theoretical framework in terms of how knowledge transfer can be framed within an open innovation ecosystem. After the research methodology we detail the five iterations and then discuss the effect on knowledge transfer within the ecosystem. Finally, we conclude and give directions on future research.

The purpose of this study was to address the challenge of teaching sustainable development to computer engineering students. Part of the problem is that they perceive the topic as irrelevant for their future profession. The chosen approach was to introduce a project element into a course on sustainable development where the students developed applications for sustainable mobility together with the local public transport authority, an academic institution and a multinational telecom company. Thus the course project was organized to facilitate entrepreneurial experiences, as defined in the EU's EntreComp model, as well as relating theoretical concepts to experiences in a concrete context. The students were then asked to analyze and reflect upon their design choices and approaches in relation to sustainable development and ethical considerations. The findings conclude that the course changes improved the overall student satisfaction while succeeding in anchoring sustainable development in a context the students could relate to. The collaboration was also perceived as fruitful by the external stakeholders who encouraged the students to stay in touch for their bachelor theses and internships. The theoretical implication is a first attempt in integrating sustainable development education with entrepreneurial experiences while the practical implication is a description of how the integration can be realized. The contribution is therefor of value for both educational researchers by opening novel research opportunities and teachers by describing new possibilities for sustainable development education.

Re ection is an important part of agile software processes as witnessed, e.g., by the Sprint Retrospectives in Scrum or by the various learning feedback loops in XP. Engineering education also emphasises the importance of re ective practice, e.g., in Kolb's learning cycle and Schon's re ection-in/on-action. Our contribution in this chapter is a toolkit for re ective practice that shows how re ection can be used by software engineering students for two purposes: to re ect on the application of a software process and to re ect on their learning process. In order to help students understand the purpose of re ection and how to approach re ection, we follow a cognitive apprenticeship approach in which the teachers re ect about the events in the course, their own goals, and how they are aligned with the teaching. Students are asked to re-

ect during supervisions and as part of their written assignments from the very beginning of the course. We thus combine a meta-cognitive approach where re ection is taught as a learning strategy with a common software engineering practice of continuous improvement through re ection. We evaluate the re ective model and a course design based on it through the student, teacher, and theoretical lenses based on empirical data.

Skills and competencies in entrepreneurship, suchas the ability to generate innovative ideas and the courage toengage with stakeholders and society, have gained importance inengineering curricula. In this case study paper, we report on howwe have integrated entrepreneurial experiences into a softwareengineering project course and made the creation of value andreflection on the application of a structured process the heart andsoul of the course. Based on current research on entrepreneurshipeducation as well as the definition of entrepreneurial competenciesused by the European Union, we show how the learningobjectives, the teaching moments, the integration of externalstakeholders, and the assessment work together to create anentrepreneurial environment in which students are encouragedand rewarded to work in an entrepreneurial way. Based on datafrom reflection reports, course evaluations, and interviews wediscuss the pros and cons of our approach and how the studentperception and expectations often run counter to the motivationsof the course design. We thus contribute guidance for otherteachers based on our own experiences in relation to the findingsof our peers.

To study future communication needs between pedestrians and shared automated vehicles (SAVs), an interface that communicates the intentions of SAVs to pedestrians was designed and implemented in a virtual reality (VR) environment. This enabled the exploration of behaviors and experiences of 34 pedestrians when encountering SAVs, both with and without the interface, in several street crossing situations. All pedestrians assessed the level of perceived safety and comfort directly after each encounter with the SAV. The results show that the pedestrians' level of perceived safety and comfort is higher in encounters with the interface than in encounters without the interface. This may have a positive influence on the acceptance of SAVs, and implies that future SAVs may gain from this, or similar interface.

Electric Road Systems (ERS) is a technology area that has the potential to significantly reduce the fossil fuel dependency in the transport sector. The success of ERS depends on acceptance from potential users and it is thus crucial to study the user perspective prior to a large-scale implementation. There seems to be a general positive opinion regarding electric roads among hauliers and forwarders, but it will be crucial that large goods owners and transport buyers order transports utilizing electric roads. Innovative technology and business models could provide opportunities for actors in the transport sector and influence their ability for competition.

One of the major reasons behind traffic accidents is misinterpretation among road users. Self-driving vehicles are expected to reduce these accidents, given that they are designed with all road users in mind. Recently, research on the design of vehicle-pedestrian communication has emerged, but to our knowledge, there is no research published that investigates the design of interfaces for intent communication towards child pedestrians. This paper reports the initial steps towards the examination of children's views and understandings about the appearance and intention communication of self-driving vehicles. It adopts a design inclusive methodological approach for the development of a prototype for the communication of two basic intentions: "I am going to stop" and "I am going to proceed". The initial results indicate children's need to be aware about the autonomy of the vehicle and the use of their previous experience with traffic signs for the interpretation of communicative signs of the vehicle.

With the fifth generation (5G) communication technologies on the horizon, the society is rapidly transformed into a fully connected world. The Future Internet (FI) is foreseeable to consist of an infinite number of software components and things that coordinate with each other to enable different applications. Transport systems, as one of the most important systems in future smart cities, will embrace the connectivity, together with the fast development of cooperative and automated vehicles to enable smart traffic. To facilitate this transformation, a service choreography composition platform is under development to enable fast innovation and prototyping of choreography-based Internet of Things (IoT) applications by automatically synthesizing choreographies. Based on the method, a smart traffic application is developed and demonstrated.

Emergency management has long been recognized as a social challenge due to the criticality of the response time. In emergency situations such as severe traffic accidents, minimizing the response time, which requires close collaborations between all stakeholders involved and distributed intelligence support, leads to greater survival chance of the injured. However, the current response system is far from efficient, despite the rapid development of information and communication technologies. This paper presents an automated collaboration framework for emergency management that coordinates all stakeholders within the emergency response system and fully automates the rescue process. Applying the concept of multiaccess edge computing architecture, as well as choreography of the service oriented architecture, the system allows seamless coordination between multiple organizations in a distributed way through standard web services. A service choreography is designed to globally model the emergency management process from the time an accident occurs until the rescue is finished. The choreography can be synthesized to generate detailed specification on peer-to-peer interaction logic, and then the specification can be enacted and deployed on cloud infrastructures.

This exploratory paper contributes to a new body of research that investigates the potential of digital market places to disrupt transport and mobility services. We are specifically looking at the urban freight sector, where numerous app-based services have emerged in recent years. The paper specifically looks at ‘instant deliveries,’ i.e. services providing on-demand delivery within two hours–by either private individuals, independent contractors, or employees–by connecting consignors, couriers and consignees via a digital platform. The paper provides an overview of the main issues concerning instant deliveries, supported by data (including a survey of 96 courier delivery providers) and examples. After presenting a typology of companies (digital platforms) involved in ‘instant deliveries,’ we question in what way they transform the urban freight current patterns. We highlight four issues, discussing their potential to impact urban freight services and related policies in European cities: 1) Freight trips and data; 2) Business models; 3) Labor legislation and work conditions; and 4) Local public policies. We conclude by saying that predicting the medium-term consequences of these changes is difficult, but it is essential that city planning and policies take account of these developments and consider how planning and possibly regulation needs to be adapted to these new ways of doing things.

Based on interviews of users’ experience with current smart-meter technologies the authors propose, implement and evaluate a user-centered design of an energy-use information system that assists private households in making efficient energy consumption decisions. Instead of providing disaggregated data, the envisioned system automatically calculates the monetary savings from replacing an appliance or by changing the operational behavior of an appliance. The information provided is personalized with respect to appliance use and also comprises information from external databases. A prototype is implemented and evaluated in a use case with white goods household appliances. The study concludes with directions for further interactivity improvements and research into the structures of an openly shared appliance database.

Methods and metrics for studying interactions between automated vehicles and other road users in their vicinity, such as pedestrians, cyclists and non-automated vehicles, are not established yet. This workshop focuses on identifying the strengths and weaknesses of various methodologies that could potentially be used to study such interactions. The objective lies in determining the proper experimental design, sensitivity of metrics for measuring user behavior, ecological validity, generalizability of findings, extraction of insights regarding how findings can be translated into actionable requirements, and the alternatives for conducting longitudinal field studies. It will be of an interactive nature and involve hands-on activities. The workshop will consolidate existing knowledge, identify recurring issues, and explore the path towards resolving these issues. The outcome will be compiled into a paper to share this valuable knowledge with a broader research community.

Extended product life and reuse are cornerstones of the circular economy vision. Remanufacturing is one strategy that could be used to facilitate more reuse. Research on remanufacturing often addresses the use phase of a product from the perspective of the remanufacturer, not of the end-user of the product. Results are often described in terms of barriers and drivers, with end-user awareness of and trust in remanufactured products being common themes. It can be argued that such explanations are not sufficient for understanding why remanufacturing doesn't happen because they marginalize events during the use phase and the effects of end-user action. The study described here focuses on the use phase and the end-users’ role in product remanufacturing outcome. The study is based on the case of one type of mechanical component, prolific in industry and society at large, and ten of its end-users in heavy industry. The component is already remanufacturable and a functioning remanufacturing system for it is already in place, yet the bulk of used components are scrapped by end-users instead of being sent for remanufacturing. Interviews were conducted with maintenance personnel at ten paper, steel and cement factories. These personnel were asked how they determine when a component is obsolete and how they make decisions about whether to send them for remanufacturing. Responses were analyzed with the help of theories from maintenance management and decision-making. The analysis is presented as a conceptual model of the ‘End-user system’ of the component, in which complicating factors such as machine irregularities and tough work environments are mitigated by maintenance personnel with component replacement and remanufacturing protocols and where rigidities related to system-level risks and costs make it difficult for personnel to change. This study reveals the systemic nature of component remanufacturing outcomes, and specifically, how maintenance activities of both components and the machines around them influence such outcomes. Moreover, it highlights that while certain replacement protocols lend themselves to remanufacturing, convincing end-users to choose remanufactured products may be more difficult than just making them aware and confident in the remanufacturing offering. 

Previous research has investigated transitions of individual firms to PSS business. It has identified barriers and enablers and specified organizational capabilities needed. However, the transition to PSS has seldom been approached from a product-chain perspective. In addition, previous research has indicated the need for more assessments of environmental gains related to PSSs. This study aims at contributing to these perceived knowledge gaps by means of a case study. Questions posed include: Does the study's case company and one of its suppliers have the capabilities needed to adopt a PSS business model? and Could a PSS really contribute to material efficiency in their product-chain? © 2015 The Authors. Published by Elsevier B.V This is an open access article under the CC BY-NC-ND license.

Modeling the interaction of vehicles during certain traffic situations is the starting point for creating autonomous driving. Data collected from field trials where test subjects drive through a single-vehicle intersection was used to create behavioral models. The present work describes two implementations of models based on the dynamical systems approach and compares similarities and differences between them. The proposed models are designed to closely replicate the behavior selection in the intersection crossing experiment.

The games industry is notorious for its intense work ethics with uncompensated overtime and weekends at the office, also known as crunch or crunch time. Since crunch time is so common within the industry, is it possible that the benefits of crunch time outweigh the disadvantages? By studying postmortems and conducting interviews with employees in the industry, we aim to characterise crunch time and discover its effects on the industry. We provide a classification of crunch, i.e., four types of crunch which all have distinct characteristics and affect the product, employees and schedule in various ways. One of the crunch types stands out from the others by only having positive effects on product and schedule. A characteristic that all of the types have in common is an increase in stress levels amongst the employees. We identify a set of reasons for crunch and show that crunch is less pronounced in game studios where prioritisation of features is a regular practice.

Free-floating car sharing is a form of car rental used by people for short periods of time where the cars canbe picked up and returned anywhere within a given area. In this paper, we have collected free-floating carsharing data, for electric as well as fossil fueled cars, and data for alternative trips using cycling, walking andpublic transport for the cities of Amsterdam, Berlin, Denver, Madrid, San Diego and Seattle. From this data,free-floating car sharing seems to be a compliment to other type of transports, including public transports,bicycling and walking, and not a competitor.

Free-floating car sharing is a form of car rental used by people for short periods of time where the cars can be picked up and returned anywhere within a given area. In this paper, we have collected free-floating car sharing data, for electric as well as fossil fueled cars, and data regarding e.g. size of the city, number of cars in the service, etc. The utilization rates of the free-floating car sharing services vary much between the cities, greatly influencing the success of the services. This paper presents the most important factors influencing the utilization rate, and also a methodology to predict the utilization rate for new cities, using data mining based on Random Forests.

Technology is to a large extent driving the development of road vehicle automation. This Chapter summarizes the general overall trends in the enabling technologies within this field that were discussed during the Enabling technologies for road vehicle automation breakout session at the Automated Vehicle Symposium 2016. With a starting point in six scenarios that have the potential to be deployed at an early stage, five different categories of emerging technologies are described: (a) positioning, localization and mapping (b) algorithms, deep learning techniques, sensor fusion guidance and control (c) hybrid communication (d) sensing and perception and (e) technologies for data ownership and privacy. It is found that reliability and extensive computational power are the two most common challenges within the emerging technologies. Furthermore, cybersecurity binds all technologies together as vehicles will be constantly connected. Connectivity allows both improved local awareness through vehicle-to-vehicle communication and it allows continuous deployment of new software and algorithms that constantly learns new unforeseen objects or scenarios. Finally, while five categories were individually considered, further holistic work to combine them in a systems concept would be the important next step toward implementation.

In an era of globalization, cross-fertilization of technologies and industries, and changing markets, firms are introducing new ways of creating or capturing value through Business Model Innovations (BMI). In recent years, BMI has become one of the priorities of practitioners, and has attracted the interest of scholars since product or process innovations on their own are perceived insufficient in the current internet era when other sources of competitive advantage are being needed. However, BMI can be difficult to manage for many firms, and despite increasing debate in the field, there is a lack of understanding about how BMI processes unfold. The purpose of this thesis is to explore BMI processes in multiple industrial and organizational contexts. To achieve this, the thesis is based on four papers written during the course of this PhD research which draw on empirical studies of diverse industries such as manufacturing, automotive, construction, publishing, and home furnishing. The firms studied in this thesis are new ventures developing new Business Models (BMs), Small and Medium-sized Enterprises (SMEs), and multinational corporations that have been working with BMI, either in parallel or as a substitute to their existing BMs. The empirical observations support the distinction of two approaches to BMI: purposeful and unintentional. Purposeful BMI tends to be planned and starts with attentive cognitive search for a new BM, including recursive conceptualization, creation and offline evaluation of alternative BMs. The process is followed by experiential learning and adaptation of the new BM. Unintentional BMI refers to the emergence of a new BM as an outcome of the resolution of one or a number of major BM problems, to support other innovation activities. Thus, unintentional BMI processes take off from existing BMs and are characterized by a sequence of major problem formulation and solving which are orchestrated by shifts between experiential and cognitive search for solutions. My observations suggest that the antecedents to BMI may explain why in some cases, BMIs emerge unintentionally and in others firms embark purposefully on BMI. I discuss organizational implementation of BMIs in relation to how firms decide about the degree of separation and integration between parallel BMs. It is argued that the decision about how to structure parallel BMs cannot be made ex ante but emerges through the process of search for a new BM.   The contributions of this thesis are threefold; First it contributes to the emerging conceptualizations of BMI processes by explaining how BMI processes unfold in the two distinct spaces of ‘new BM design’ and ‘existing BM transformation’. Second, the thesis contributes to the BMI literature by introducing problem as a mechanism and theoretical construct for understanding BMI processes in established firms. While the prior literature emphasizes patterns of shift between cognitive search and experiential learning when firms search for a new BM, they do not explain under what circumstances firms embark on either mode of search. Using the problem as the unit of analysis provides an important theoretical basis for conceptualizing the dynamics of the BM by understanding sequential shifts between the two modes of learning along the BMI process. Third, the thesis contributes to the growing debates on how to organize parallel BMs by showing that what is to be separated between the BMs depends on the specific context of the firm. Prior to answering the question of how separated parallel BMs should be, firms need to make sure that they have a viable BM and understand how it operates.

Since the millennium, discussion of business models as important vehicles and sources of innovation has increased. This paper explores the process of business model innovation in seven established firms from various industries. The findings provide evidence that business model innovation can follow a purposeful, or an unintentional and emerging process. Purposeful business model innovation occurs under conditions of perceived threats and is characterized by greater uncertainty, and the parallel design and implementation of several new business model elements that are organized in a separate business. The analyses reveal also that when embarking on the emerging process, the intention of managers was not necessarily to renew the firm's business model but rather to work on the design and development of a new value proposition. However, the complementarities among business model elements directed their attention to the changes required in other business model elements which ultimately resulted in a new business model as the process outcome. The main contribution of this paper is therefore to business model research by providing an explanatory, rather than prescriptive, approach to the process of business model innovation.

Electric cargo (e-cargo) bikes have superior carrying capacity compared to conventional bicycles. Consequently, both scholars and policymakers have proposed that e-cargo bikes might be the answer to realizing car-free living. This study aims to identify their potential to replace car-use from the user’s, the manufacturer’s and the city’s perspective. Two versions of an e-cargo bike concept, equipped with weather protection, were field tested across four professional organizations in Gothenburg, Sweden. In short, the data show that the demonstrated e-cargo bikes can replace certain car travel. Still, this modal shift seems contingent to strong organizational and managerial support.

Conserving biodiversity is critical to the sustainability of human settlements, and stands to benefit from collaboration between ecologists focused on understanding natural systems and planners balancing social, environmental, and economic priorities. Drawing from the socially-situated definition of ‘sustainability’, we sought to understand the relationship between ecologists and planners by probing how planners in the southeastern US prioritize and engage with biodiversity conservation and ecological information, and how context influences these decisions. We find that context matters, e.g., higher jurisdictional population density was positively associated with prioritizing tree cover and diversity. We find, also, that while biodiversity conservation and ecological information are valuable to planners, planners rely heavily on their colleagues to inform conservation-related activities and prioritize conservation topics that differ from ecological research foci. Improved communication by ecologists and context-specific transdisciplinary sustainability research, especially that which incorporates the primary role of elected officials in biodiversity conservation, may help to integrate ecological science and planning practice. 

This paper compares the total cost of ownership (TCO) for fuel cell, battery electric, range extender and biofuel combustion engine power trains. The TCO difference shows that the power trains are suitable for very different vehicle niches. Battery electric vehicles can reach the lowest cost per kilometer, but only if the battery is utilized very much. Fuel cell range extender vehicles are cost effective for vehicles requiring long driving range but typically driving shorter distances. Internal combustion engine power trains will have the lowest TCO for vehicles with short driving distance during their life, even if the biofuel is rather expensive.

I takt med att antalet laddbara fordon i Sverige ökar och att det blir vanligare medpublika laddningspunkter som erbjuder laddström mot betalning är det viktigt attundanröja risk för att användarna ställs inför komplicerade betallösningar och attbristande överblick över kostnader för laddning minskar attraktionskraften förelbilar och kan få användare att hålla kvar vid fossilbränslebilar.RISE Viktoria, ChargeStorm, Energiforsk, Ericsson, Power Circle och Q-Park hararbetat med ett projekt vars syfte har varit att bygga upp kunskap kring hurelbilsladdning och dess betalning kan göras på olika platser i elnätet på ett sättsom är enkelt för användarna.En viktig slutsats är att det är viktigt med interoperabilitet mellan deladdningspunkter som erbjuder laddström mot betalning så att elbilsanvändarnakan använda samma betalningslösning oavsett var de laddar. Projektet harsammanfört nyckelpersoner från marknadsaktörer i Sverige för diskussion omsamverkan kring laddningspunkter och försäljning av publik laddström.Energibolagssamverkan pågår och projektets resultat har potential att stärka ochpåskynda denna samverkan.Denna rapport innehåller en kort internationell utblick, beskrivningar av pågåendestandardiseringsarbete och energibolagssamverkan, resultat från intervjuer medanvändare och marknadsaktörer, samt sammanfattning av publiceradinternationell forskning. Förhoppningen är att projektets rapport skall komma tillanvändning hos Energimyndigheten, energibranschen, fastighetsägare och andraaktörer som är involverade i införandet av betalning för publik laddström förelbilar och att detta i sin tur leder till att risken för komplicerade betallösningarförsvinner.