Over the past decade, there has been a surge of interest in the transport community in the application of agent-based simulation models to evaluate flexible transit solutions characterized by different degrees of short-term flexibility in routing and scheduling. A central modeling decision in the development of an agent-based simulation model for the evaluation of flexible transit is how one chooses to represent the mode- and route-choices of travelers. The real-time adaptive behavior of travelers is intuitively important to model in the presence of a flexible transit service, where the routing and scheduling of vehicles is highly dependent on supply-demand dynamics at a closer to real-time temporal resolution. We propose a utility-based transit route-choice model with representation of within-day adaptive travel behavior and between-day learning where station-based fixed-transit, flexible-transit, and active-mode alternatives may be dynamically combined in a single path. To enable experimentation, this route-choice model is implemented within an agent-based dynamic public transit simulation framework. Model properties are first explored in a choice between fixed- and flexible-transit modes for a toy network. The framework is then applied to illustrate level-of-service trade-offs and analyze traveler mode choices within a mixed fixed- and flexible transit system in a case study based on a real-life branched transit service in Stockholm, Sweden.

Automatic traffic safety control (ATK) is an automatic speed monitoring system with cameras where speed is measured using radar technology.Traffic safety cameras are used on road stretches and places where the risk of accidents is high and where, before the cameras were set up, speed was high. The ATK system is managed jointly by the Swedish Transport Administration and the Swedish Police. In Sweden, it is always the driver of the vehicle who is prosecuted for speeding violations. The overall goal is to lower average speeds on our most accident-prone roads and, thereby, reduce the number of fatalities and serious injuries. The Swedish Transport Administration, the Swedish Police and the Swedish Prosecution Authority have a joint body for the traffic safety camera system. This is the ATK Council. The council’s function is to manage the ATK system as effi-ciently as possible and to advise each authority concerned.Issues dealt with in the ATK Council are those relating to the ATK system in areas where it is important for the authorities concerned to act jointly. 

Purpose - This paper aims to identify how a public client’s use of control systems (process, output and social control) affect innovation possibilities in construction projects.

Design/methodology/approach - Semi-structured interviews about six infrastructure projects were conducted to identify respondents’ views on innovation possibilities. These possibilities were then analyzed from an organizational control perspective within principal–agent relationships between the Swedish Transport Administration (STA) and their contractors.

Findings - How the client uses control systems affects innovation possibilities. Relying on process control could negatively affect innovation opportunities, whereas output control could have a positive influence. In addition, social control seems to have a weak effect, as the STA appears not to use social control to facilitate joint innovation. Public clients must comply with the Public Procurement Act and, therefore, retain the requirements specified in the tendering documents. Much of the steering of the execution is connected to the ex ante phase (before signing the contract), which affects innovation possibilities in the design and execution phases for the contractor.

Research limitations/implications

This study was conducted with only one client, thus limiting its generalizability. However, the findings provide an important stepping stone to further investigation into balancing control systems and creating innovation possibilities in a principal–agent relationship.

Originality/value - Although public procurement has increasingly been emphasized as a major potential source of innovation, studying how a public client’s use of organizational control systems affects innovation possibilities in the construction sector has received scant attention.

The global digitalisation of the transport system is progressing rapidly, and this roadmap is a step in the long-term effort to harness the potential of digitalisation within the road transport system. The Swedish Transport Administration aims to take an active role as a knowledge-building authority and contribute to realising the benefits that digitalisation can bring to the road transport system.

The roadmap is based on overarching transport policy goals as well as national and international developments. The objective is to, within the scope of The Swedish Transport Administration´s mission, outline what is needed to more quickly leverage the opportunities that digitalisation offers within the road transport system.

This version of the roadmap is an update from 2022 and includes several clarifications. Notably, concrete development needs have been identified, and 30 challenges have been described where digital services or new analytical models may provide solutions.

Rapporten är framtagen med ekonomiskt bidrag från Trafikverkets skyltfond. Ståndpunkter och slutsatser i rapporten reflekterar författaren och överensstämmer inte med nödvändighet med Trafikverkets ståndpunkter och slutsatser inom rapportens ämnesområde.

Tidigt födda eller extremt små nyfödda kan inte åka bil hem från sjukhuset på ett trafiksäkert sätt, eftersom bilbarnstolarna inte utvecklats för att passa dem. Enligt UN R129 typgodkänns bilbarnstolar baserat på barnets längd, vilket även gäller babyskydd. Bilbarnstolstillverkaren CYBEX egna test av passform med spädbarn och feedback från sjukvården visar att minimumkraven i UN R129 inte är tillräckliga för att få en bra passform på selen för små spädbarn. Det är väl känt att selens passform direkt påverkar bilbarnstolens skydd vid en krock, där dålig passform riskerar att barnet i värsta fall kastas ur stolen. Tidigt födda barn är även känsliga för vilken sittställning de hamnar i, där det finns risk för problem med hjärta och andning om de hamnar i olämpliga ställningar under en längre tids bilkörning. På många håll i värden går vården av tidigt födda mot snabbare utskrivning från sjukhus och regelbundna kontroller, vilket gör att många av dessa spädbarn kommer färdas mer i bil.

Idag saknar bilbarnstolstillverkare helt verktyg för att utvärdera bilbarnstolens och selens passform för babyskydd. Därför var syftet med detta projekt att ta fram en virtuell modell som motsvarar ett litet spädbarns kroppsform och storlek, som kan användas för utvärdering av passform för babyskydd och selar tidigt i produktutvecklingsprocessen.

För att utveckla skalbara virtuella spädbarnsmodeller krävs en anatomiskt korrekt ytbeskrivning av ett spädbarns kropp, här kallat basmodellen. En genomgång av internationell forskning genomfördes och som basmodell valdes en modell av spädbarn på två månader, nyligen utvecklat av forskare på Kungliga tekniska högskolan. Basmodellen skalades till tre modeller som storleksmässigt representerade 5-, 50- och 95-percentilerna av tidigt födda barn som nyligen skrivits ut från neonatalavdelningar i England. Denna data hade samlats in av UK National Health Service. De tre spädbarnsmodellerna skalades med metoder och verktyg utvecklade i EU-projektet PIPER (piper-project.org). 

Sammanfattningsvis bidrar detta projekt till ökad trafiksäkerhet på väg genom att utveckla verktyg som gör att bilbarnstolars design och passform kan anpassas till tidigt födda eller extremt små spädbarn, och därmed minska risken för allvarliga medicinska komplikationer under normal bilfärd liksom ökad krocksäkerhet. 

Increasing climate ambitions mean that emissions of greenhouse gases, even from the aviation sector, must fall. The purpose of this study has been to contribute to this development by doing a benefit-cost analysis of all-electric aviation (AEA). We define AEA as battery-driven aviation without a combustion engine or fuel cell on board. Since the technology only exists in very small scale today, much of the work has been to find guestimates of the costs. However, we have been able to build on very good data on all take-offs and landings in Sweden year 2019. On the other hand, the data we have had on ticket prices is very poor. Based on the available data, we have estimated supply and demand functions for conventional flight in 2019. These estimates have been used to calculate the producer and consumer surpluses from flight, both in 2019, in the business-as-usual using sustainable aviation fuels (SAFs), and for AEAs, the latter two in 2030, 2040, and 2050, respectively. The results indicate that at least from 2040 onwards, with the introduction of larger aircraft with the capacity of up to 100 passengers and a range of 650 km, AEAs will be commercially viable on many, if not all routes studied. AEAs seem to have a higher producer surplus than conventional, SAF-driven aircraft. Since AEAs, at least in 2030 and 2040 are slower than conventional aircraft, the consumer surplus falls given fixed ticket prices. We also calculate the benefits from reduced high-altitude effects, which gives a measure of the societal benefits from AEA and thus an indication of how much public funds that could be invested in airport infrastructure for AEAs. We recommend that investments for AEA infrastructure start from a few airports and are expanded over time. The only further policy we recommend is R&D subsidies for AEA and battery technology development. No other policy instruments seem to be necessary to get AEAs to fly.

How can reliable, effective, and achievable lateral lane positioning for vehicles be achieved? The conclusion of this report is that there are two promising directions that the industry will continue to pursue for positioning solutions: First, lateral positioning could be achieved through sensors in combination with some sort of predefined map, whether this is an HD map or a ground rock map. Second, this could be achieved through real-time processing that uses machine learning to combine standard maps with perception and cellular data. The following report divides methods of keeping vehicles from crossing into opposing lanes into physical solutions and digital solutions. Physical solutions, such as rumble strips or median barriers are highly effective means of keeping vehicles from lethal head-on collisions. However, physical solutions alone are relatively ineffective at providing vehicles with the information they need for lateral positioning. Digital solutions are the most promising for lateral vehicle positioning in real-time.

Swedish road safety work is based on Vision Zero and designated interim targets to track progress towards its achievement. The current interim target for road safety is to halve the number of fatalities from 266 (the average annual number 20172019) to a maximum of 133 fatalities in 2030. The interim target also specifies that the number of seriously injured on the roads is to be reduced by 25 per cent from a  corresponding number.

This report describes and analyses current road safety trends in terms of road safety performance indicators and the numbers of fatalities. The number of seriously injured is not reported, as a new method for non-response compensation of the number of seriously injured is being developed in 2023. In addition to the adopted national interim targets there is also an interim target at the EU level that specifies a halving, by 2030, of the number of fatalities recorded in 2019. 

Annual report 2022 about the Swedish system with traffic safety cameras. The report includes important events during 2022 and goal achievement for 2022.

This report is the outcome of the project “BojKom”, financed by Trafikverket, and done at the department of Electro and Information Technology at Lund University. It has investigated the feasibilityof including a higher degree of wireless communication in Swedish Sjos¨ akerhetsanordningar ¨ (SSA), corresponding to the english Aids to Navigation (AtoN), and the possibilities that would come with such a development. The study has been done by a literature review, and interviews with organizations that have been identified. Further input was collected at a workshop at the end of the project. The report is organized to give an overview of the state of the art, and to outline how the developmentcan proceed from here. The aim of the study was to make an inventory of possible use cases, and toidentify the most interesting avenues to explore. In the report we are using the term buoy for floating AtoNs specifically. UAV stands for Unmanned Aerial Vehicle, which can be both of the type with multiple rotors, or having a fixed wing. USV for unmanned surface vehicle, or small boats, which typically in this context are smaller and not designedprimarily to transport persons or larger cargo. Both UAV and USV can have autonomous capabilities, such as autopilotsm, to various degrees on board.

This study summarizes information related to carbon capture (CC) technologies with potential to be installed on-board ships. Fuels containing carbon is likely to be used on-board ships for many years to come. Carbon capture is, in general,seen as a prerequisite to meet future greenhouse gas GHG emissions targets. So far, few real installations of CC on-board vessels have been seen. Thus, this measure is still on a pilot scale for shipping. The estimated costs, found in the literature, for on-board installations of CC havea large spread and range from estimates less than €100 per ton CO2 up to almost €300 per ton CO2 captured, liquified and stored on-board. This study finds that it seems technically and economically possible to install CC on-board ships, under the right circumstances, as long as decarbonisation policy measures for shippingcontinue to develop and technical development of on-board CC continues. Costs for the introduction of CC on-board ships needs to be compared with alternative measures such as switching to e-methanol, renewable hydrogen etc. As example, Brynolf et al., (2022) estimate carbon abatement cost for liquefied hydrogen in shipping of €220–€850 per ton CO2 and abatement cost for different electrofuels at €150–€1250 per ton CO2, with combined bio-methanol and electro-methanol in the lower range. However, the future costs associated with the delivery of the captured CO2ashore, transportation and final storage is still difficult to assess and is one of the key questions to explore further.There is a lot of work ongoing, related to the technical development of carbon capture which will likely lead to decreased capturing costs and improved technical performance. Three post-combustion CC technologies have been identified as most feasible, and promising, for the application on-board in combination with ICEs: absorption by ammonia (NH3), cryogenic separation and membrane separation. However, post combustion capturing with the chemical solvent MEA is the most common technical solution being assessed and described in the literature for onboard capturing. And CC with MEA is also widely used as benchmark process for comparisons between CC technologies.

Many academic papers suggest different solutions how the COLREGs may be implemented in algorithms but the parameters controlling how close quarters situations are avoided may potentially differ depending on the type of used algorithm and its settings. When tuning a collision avoidance algorithm for a specific ship and voyage, the effects and potential consequences are basically unknown without an in-depth understanding and testing of the algorithm. This report highlights the potential effect of a limited number of input parameters of an algorithm and simulations indicate that the variances in parameters and their values result in different actions taken and that the predictability of autonomous ships in a traffic situation may be poor. As it is initially expected that autonomous ships will need to follow the existing COLREGs due to the mixed environment of both manned and un-manned ships, it becomes imperative for there to be clear and universally accepted requirements and standards for autonomous ships. These standards need to ensure that all autonomous ships not only follow a common set of rules and algorithms in traffic situations, but also that such set of algorithms reflects how professional mariners would handle the situation. The comparison of track patterns of autonomous ships and human operated ships in the simulations performed is a convincing argument that traffic scenarios handled by autonomous ships must be benchmarked against human operated ships, and that even simulations with combinations of manned and unmanned ships should be performed. The “orderly” track patterns of manned ships may also be regarded as a testimony of the strength and elegance of the COLREGs as a legal document, as it effectively balances the need for a set of clear, concise and universally understood regulations for preventing collisions at sea, with the flexibility to accommodate the unique circumstances of different types of ships and changing maritime conditions. To include all factors influencing human decision making in traffic situations and to potentially incorporate seafarer experience, flexibility and seamanship into artificial intelligence will require machine learning, more advanced neural networks, and a massive amount of data.

This document is the final report for project BBT 2020‐013 (Trafikverket). It presents the results for the development and testing of a loading system based on realistic convoy loads for serviceability limit state (SLS) applied to the Kalix Bridge. It also includes a determination of the bridge condition through non‐destructive testing (NDT) and assessment of non‐destructive methods for the determination of residual prestressing forces. The work carried out included the development of linear and non‐linear finite element models and their calibration based on the information collected in the experimental part. Digital twin models intended for the prediction of bridge response were also performed, and novel AI‐based methods for crack detection were evaluated. In addition, a framework for condition management based on reliability and robustness measures was developed within the scope of the project. As the Kalix Bridge was replaced by a new structure in 2022, the report summarizes a comprehensive review of methods for demolition of prestressed bridges and presents a methodology for demolition based on numerical analysis of the structure, considering the specific characteristics of the project and existing information about the bridge.  

Throughout history, transport infrastructure has played a crucial role inindustrialisation, economic growth and regional development and continues to do so. In recent decades, international trade, the growth potential of extended crossborder labour markets and new connections, such as the Öresund bridge (finalised in2000) and the Fehmarn Belt connection between Denmark and Germany (to beopened in 2029), have further increased interest in cross-border transportinfrastructure.

This is the first report in the NORDINFRA project, aiming at increasing knowledge ofcross-border transport infrastructure planning in the Nordic Region. The project covers four Nordic countries (Denmark, Finland, Norway and Sweden) and explores institutional and other challenges and opportunities associated with better and more coordinated cross-border transport infrastructure planning.

NORDINFRA is a research project financed by the Swedish Transport Administration(Trafikverket) and run by Nordregio and Umeå University. Its research methods consist of literature and document studies as well as interviews with stakeholders.Three Nordic cross-border transport infrastructure case studies have been selected:a new fixed link between Sweden and Denmark, namely the Helsingborg–Helsingör road and rail tunnel; an improved railway connection between Stockholm and Oslo; and the road and ferry connection from Mo i Rana in Norway, via Umeå in Sweden, to Vasa in Finland.

This report begins with an overview of the transport infrastructure planning systemsin Denmark, Finland, Norway and Sweden, with a focus on the policy goals, the main actors and their responsibilities within the transport infrastructure planning system, central elements of the planning process, analytical tools and tools for impact analysis.

Overall, we find many similarities between the Nordic countries, although there are also important differences. In terms of transport goals, all four countries share important commonalities in that they focus on efficiency, accessibility, sustainability, and safety – although the specific goals are formulated in different ways and with different emphases. We find that, to a large extent, the countries share the same timeframe when it comes to the planning period (Denmark 2021–2035, Finland2021–2032, Norway 2022–2033 and Sweden 2022–2033).

These commonalities are positive and can be expected to facilitate the planning of cross-border transport infrastructure objects. The analysis of the countries’ national infrastructure and transportation plans shows that although Nordic cross-border transport is mentioned, the focus is primarily on national transport infrastructure that is not adjacent to a border. In all the countries, planning takes place via step-bystep, formalised processes, including impact assessments. Here, too, the similarities between the countries can be expected to increase the potential for cross-border collaboration.

We also find similarities between the Nordic countries studied when it comes to the main actors involved in transport infrastructure planning. At national level, the relevant ministry holds the responsibility for transport infrastructure, along with one or several national authorities in the field. However, one important difference between the Nordic countries is that, according to the Danish and Norwegian public administration models, the national transport authorities have less independence from the transport ministry than the equivalent agencies in Sweden and Finland.

In all of the countries, the regional councils are responsible for elaborating a regional development strategy and are frequently involved in public transportation. The municipalities are responsible for local physical planning but may also have other tasks relating to transport infrastructure, such as local roads, local public transport, ports and airports. Looking closer, the division of transport infrastructure tasks between different levels of government varies depending on the country, and there can sometimes be territorial differences within the country, too.

However, a general pattern can be observed whereby actors at national level have overall responsibility for the national transport infrastructure system, whereas regional and local actors are endowed with specific tasks and responsibilities within the transport infrastructure system. In order to facilitate cross-border transport infrastructure planning it is important that those actors involved in cross-border transport infrastructure planning have knowledge about these differences between the countries and regions involved to be able to better understand the prerequisites for cross-border infrastructure planning and adapt to the circumstances involved.

Although transport infrastructure planning primarily takes place within a national context, also the European Union plays an important role for cross-border transport infrastructure planning. A policy area of great importance is EU transport policy – for example, the Trans-European Transport Network (TEN-T) which aims to link territories across the EU via a core network of corridors, of which the Scandinavian –Mediterranean (Scan-Med) and North Sea–Baltic corridors are most important for the Nordic countries. The EU’s policy for regional development and its Cohesion Policy are both central to cross-border collaboration – not least the Interreg A programmes, which are targeted at cross-border co-operation. Just as the EU regional development policy is connected to measures and financing mechanisms such as the Interreg, the implementation of EU transport policy is facilitated by, e.g.the Connecting Europe Facility (CEF). While EU policies in the fields of regional development and transport support cross-border transport infrastructure planningin the Nordic Region, it is less evident to what extent Nordic co-operation supports cross-border transport infrastructure planning. Even though the national transport authorities are involved in knowledge-sharing networks (e.g. Nordisk Vejforum, and NJS – Forum for Nordisk Jernbanesamarbeid), since the dissolution of the Council of Ministers for Transport in 2005, there has been a lack of a Nordic political platform to discuss cross-border transport infrastructure.

Previous research and literature show that cross-border transport infrastructure faces challenges in many different fields. Challenges relating to governance involve, for example, many stakeholders at different levels of government. Economic challenges may relate to, for example, only calculating benefits on one side of a national border or increased costs due to higher insecurity. Among the legal and administrative challenges, we find conflicting laws and regulations; and among the political challenges, a lack of political interest or the risk of altering the balance of power between countries or within a country. Other challenges may relate to differences in technology, calculation models or language.

However, research literature and previous findings also highlight opportunities to overcome those challenges. These include establishing clear common goals, promoting transparency, working with relevant stakeholders and ensuring their commitment, allocating benefits and risks, and promoting effective governance. 

The report contains the content in deliverable D3.2, Demonstration of FR8HUB Network management concept. The deliverable continues the work from D3.1 State-of-art and specification of innovations, demonstrations and simulations, focuses on the development of demonstrations, and concludes tasks T3.4 and T3.6. In the report, two distinct use cases are described, the first being a use case when a number of freight trains are delayed due to systematic or sporadic events occurring at a freight yard, and the second being a use case when one or several additional freight train paths needs to be inserted in an existing timetable. In the first use case, a description is provided for an implemented demonstrator prototype that combines timetable visualization with a hybrid simulation-optimization approach for replanning of delayed freight trains. Furthermore, a yard delay model that can be used to estimate the delays incurred to freight trains in the nodes of the network is described. In the second use case, an algorithm and a strategy for routing the maximal number of new trains in a timetable is given. Furthermore, the high-level system architecture and related video gate information, which is considered as input to future decision support systems (planning and real-time), is described. Finally, a simulation study for faster freight trains on the Karlsruhe-Basel line in Germany is given. The microscopic simulation tool used in the study is Railsys.

Decision making in geotechnical engineering is characterized by considerable uncertainty. To find optimal solutions in such an environment, an iterative decision-making process, which includes new information as it becomes available, is required. In this contribution we extend the risk-based framework of Bismut et al. (2023) for optimal planning of a geotechnical construction to include predictions, which are based on a linear regression analysis of monitoring data. This approach is illustrated for the design of a surcharge on an embankment in clayey soil, as the optimal preloading sequence is searched. We demonstrate that by increasing the amount of information considered more cost efficient strategies can be identified and outcome uncertainties can be reduced.

This document constitutes Deliverable D2.3 of the project FR8RAIL III Work Package (WP) 2 “Real-Time Network Management” within the framework of the Technology Demonstrator - TD5.2 “Digital Transport Management” of IP5 “Technologies for Sustainable & Attractive European Rail Freight” in Shift2Rail. The report documents the conducted work and results from task T2.3 and is the final deliverable from WP2. 

Three methods and tools have been developed, analysed, and demonstrated on real-world operational data. These tools address three different but equally important aspects for improving the efficiency of real-time network management of railways and contribute to closing the gap between planning and operations by enabling the traffic management to have a more proactive way of working . The focus of the work is on the coordination of freight operations at lines and marshalling yards, namely: • Coordination of all operational activities taking place at arrival/departure yards. • Replanning of timetables for line traffic. • Prediction of system effects and the combined operations of yards and lines. 

Firstly, an integrated demonstration platform for planning operational activities at a marshalling yard is studied. The developed Yard Coordination System (YCS) itself is described as well as how it has been applied and demonstrated in a workshop with experienced participants from the three principally involved stakeholders. The demonstration has shown that a tool like YCS can improve transparency and enable cooperative and pro-active planning. The practitioners reckoned that the tool could prevent and alleviate departure delays, and they expressed a strong wish for continued development of such support. An extensive list of experiences, development suggestions, potentials and risks are reported. 

Secondly, a timetable modification module (TIMO) for short-term replanning of line traffic is evaluated. The method uses a heuristic approach that aims at achieving a high bottleneck robustness, which together with algorithm runtime and several other criteria (train path deviation, change in departure time etc) are used in the evaluation. The effect of several parameters in TIMO are studied, such as iteration settings, size of allowed time windows and share of other train paths that may be adjusted—both for peak and off-peak traffic. Furthermore, how TIMO can be used in an iterative procedure to solve the replanning problem on the line in case of ad-hoc maintenance at the departure marshalling yard is demonstrated. The results show that TIMO’s performance depends greatly on various parameter settings, which delimits the (current) use cases for TIMO. 

Thirdly, a proof-of-concept model framework for increasing the predictability of yard departures and arrivals is evaluated. The model framework incorporates a machine learning-based yard departure deviation prediction model (YPM) into a macroscopic network simulation model (Proton).  Both the infrastructure manager and the yard operator can benefit from this model framework; the former by getting a more realistic picture of the train that runs along the line, the latter by improved yard arrival estimations.  Finally, the possibilities for real-time usage of these methods and tools are discussed along with their respective impact on the three system level performance indicators load factor, punctuality and average (transportation) speed. 

Introduction Client organizations in the infrastructure industry are transitioning from formulating constructive design requirements to functional requirements for the design and implementation of a facility. The idea of this paradigm shift is to allow for the flexibility to develop an optimal facility by placing requirements on the dimensioning of infrastruct-ure facilities, building components and essential properties instead of preemptying solutions with a constructive design. The functional requirements for the facility must be traceable to enable their procurement, validation and verification. Knowledge of methods for describing, procuring, validating and following up the infrastructure’s functionality needs to be developed. This research project investigates methods that can improve the traceability of functional requirements in different stages of infrastructure projects. Functional requirements must be linked to a digital copy of the facility so that it can then be followed up on the physical facility.

Diskreta elementmetoden (DEM) är en effektiv metod för att undersö-ka interaktioner i granulära material. Metoden analyserar samverkan mellanpartiklar genom att lösa kraft-deformationsekvationer som följer Newtonsandra lag. Trots dess användbarhet har DEM vissa begränsningar och fors-kare stöter fortfarande på vissa utmaningar som hindrar dem från att ge-nomföra detaljerade analyser av granulära material. Denna studie tar upptvå frågeställningar vid DEM-modellering av granulära material i järnvägs-bankar. För det första behandlas den långa beräkningstiden som krävs föratt modellera granulära material genom att utforska effekterna av parti-kelskalning på skjuvbeteendet. Studien undersöker effekten av partikelstor-leksfördelning och spetsighet på noggrannheten och beräkningseffektivite-ten. För det andra behandlas begränsningarna hos DEM när det gäller attinkludera den kontinuerliga rälsstrukturen i spåret genom att verifiera enDEM-modell mot fysiska mätningar av ett ballasterat spår i full skala ochundersöka inverkan av att inkludera rälsstrukturen. Resultaten i den förstastudien visar att tillämpningen av partikelskalning avsevärt förbättrar be-räkningseffektiviteten samtidigt som noggrannheten bibehålls. Partikelskal-ning används i den andra studien för att undersöka inverkan av rälsstruk-turen på beteendet hos järnvägsspår.

En litteraturstudie om påverkan av dagvatten från järnvägstransportinfrastruktur på recipienter har genom-förts, med fokus på föroreningskällor och åtgärder under svenska förhållanden. Järnvägsanläggningar kan delas in i tre kategorier: järnvägsspår (med tillhörande strukturer), bangårdar och stationer. Avrinning från spåren rapporterades innehålla föroreningar som metaller, polycykliska aromatiska kolväten (PAH) och kemiska bekämpningsmedel (herbicider). Dessa kan släppas ut antingen genom att dagvatten sköljde av spåren eller genom slitage på spåren. Lakning orsakade en betydande belastning av Zn (upp till 98 % i löst fas) genom korrosion av galvaniserade metallkonstruktioner. Andra metaller som Fe, Cu, Mn och Cr frigjordes främst genom slitage av metalldelar. Granskningen av litteraturuppgifter om PAH:er och en ge-neralisering av resultaten innebar stora osäkerheter. Detta orsakas ofta av platsspecifika förhållanden som t ex. omfattningen av användningen av diesel- eller ellok, vilket i allmänhet inte rapporterades i de analy-serade referenserna. Den sista gruppen föroreningar var kemiska bekämpningsmedel, som har studerats i bl.a. Sverige under flera decennier. Huvudfrågan är användningen av glyfosat för vegetationskontroll längs spåren och risken att glyfosat når grundvattnet. Även om de svenska uppgifterna om effekterna av glyfosat inte är alarmerande, granskar både amerikanska och europeiska miljömyndigheter för närva-rande användningen av glyfosat och dess miljöpåverkan, och det är mycket troligt att det kan komma att förbjudas. Därför är det viktigt att ta fram alternativa metoder. Föroreningen från järnvägsdagvatten är spridd över ett mycket långsmalt område (<50 m bredd som sträcker sig tusentals kilometer), och med undantag för herbicider i grundvattnet förekommer den i alla fall längs linjen utanför driftplatserna i låga koncentrationer som sällan ger upphov till oro.Järnvägsbangårdar med många spår klassificeras däremot som industriområden med hög risk för förore-ning av aromatiska oljebaserade kolväten, metaller, organiska och oorganiska föreningar, sediment och klorid. I USA kontrolleras vattenkvaliteten för avrinning från sådana anläggningar enligt NPDES-tillstånds-systemet (National Pollution Discharge Elimination System). Det är en viktig miljöfråga att undvika att obehandlat dagvatten från järnvägsbangårdar når grundvattnet. Den sista kategorin är järnvägsstationer. Dessa bör uppgraderas så att deras dagvatten anslutas till de befintliga dagvattensystemen, utan att volym och kvalitet nedströms påverkas negativt. Utformningen av dagvattensystemen måste alltså anpassas till respektive del av järnvägsinfrastrukturen, dvs. spår, bangårdar och stationer. Med tanke på den diffusa föroreningen från järnvägslinjen är de bästa åtgärderna minskning av föroreningskällor. Exempel på sådana åtgärder är eliminering av kreosotbehand-lade slipers och användning av naturliga herbicider, magnetbromsar och miljövänliga smörjmedel (utan PAH och metaller) i rätt mängd. I motsats till järnvägsspåren är bangårdar och stationer betydande punkt-källor för föroreningar. Valet av dagvattenåtgärder på dessa måste uppfylla lokala krav, i båda fall för att undvika förorening av grund- och/eller ytvattnet och i det andra fallet även för att undvika att kapaciteten i det befintliga dagvattensystemet överskrids. Slutligen bör man se över dräneringen av befintlig järnvägsin-frastruktur för att ta hänsyn till framtida förändringar i nederbörd till följd av klimatförändringarna. 

In this report, we examine experiences regarding cross-border transport infrastructure planning. Three different case studies were selected in collaboration with the Swedish Transport Administration; the proposed fixed HH link between Helsingborg and Helsingør; the proposed new Stockholm-Oslo rail connection; and the on-going attempts to improve the multi-modal corridor from Mo i Rana, via Hemavan and Umeå, across the Kvarken Strait to Vaasa. The case studies represent cross-border transport infrastructure planning projects in early phases across the Swedish-Danish border, Swedish-Norwegian border and the Swedish-Finnish border. A common feature is that they are being furthered by local and regional players in the respective areas.

This report is the second and final report in the project titled NORDINFRA – “Nordic transport infrastructure planning – institutional barriers and opportunities for coordination” (Nordisk transport infrastrukturplanering. Institutionella hinder och möjligheter till samordning) (2021-2023). NORDINFRA is a research project led by Nordregio and conducted by researchers from Nordregio and Umeå University, financed by the Swedish Transport Administration (Trafikverket). The aim of the project is to increase knowledge about cross-border transport infrastructure planning in the Nordic Region. The project sets out not only to identify barriers to cross-border transport infrastructure planning, but also to highlight opportunities and propose measures to facilitate cross-border transport infrastructure planning.

During the winter season, ice causes major problems in many Swedish railway tunnels. Ice, rock and shotcrete in the roof and on the walls may come loose and fall down, installations and cables can break due to ice loads and the tracks can become covered with ice. To maintain safety and prevent traffic disturbances, many tunnels require frequent maintenance. The removal of ice, loose rock and shotcrete is expensive and potentially risky work for the maintenance workers. To reduce maintenance costs, it is important to improve our knowledge of frost penetration inside tunnels and investigate the effect of ice pressure and frost shattering on loadbearing constructions. The aim of this investigation was to gather information about the problems caused by water leakage and its effect on the degradation of a rock tunnel when subjected to freezing temperatures. There are many factors that determine whether frost or ice formations will appear in tunnels. To collect information on ice formation problems, field observations were undertaken in five of Sweden’s railway tunnels between autumn 2004 and summer 2005. For one of the tunnels, follow-up observations also took place in March during the years 2005, 2006 and 2007.

FoilCart II-projektet utgör en tvärvetenskaplig studie, framtagen genom ett samarbete mellan avdelningarna för farkostteknik och elkraftsteknik vid KTH. Detta initiativ strävar efter att framställa avancerade hydrofoilrobotar, anpassade för bathymetriska mätningar, och syftar till att täppa till befintliga kunskapsgap inom området för maritima transporter, framförallt avseende design, framdrivning, navigation, sensorintegration och energihantering. FoilCart II har omfattat utvecklingen av tre huvudprototyper: FoilCart-Large, avsedd för integration och tester; FoilCart-Small, utvecklad med kompakthet och bathymetriska uppdrag i åtanke; samt, en ny sensorlösning avsedd för integrering på hydrofoiler. Den nyskapande framdrivningstekniken utgörs av kompakta elektriska outrunner-motorer utrustade med Halbach-arrayer, vilket eliminerar behovet av transmissionsväxlar. En central del av projektet har varit utvecklingen av en modulär arkitektur för elsystemet, där kombinationen av ett Controller Area Network (CAN) och högnivå IP-nätverk säkerställer optimal dataöverföring och kontroll. Detta är knutet till Robot Operating System (ROS) som används för avancerad autopilotnavigation. FoilCart II-projektet har belyst flertalet kritiska begränsningar, framförallt rörande utvärderingen av prestanda till följd av elektriska säkerhetskompromisser. Projektet har dessutom identifierat en rad nya forskningsområden fokuserade på optimering av eldrivlinans prestanda, djupgående hydrodynamiska analyser, förfining av stabiliseringsalgoritmer och utveckling av strategier för kollisionsundvikande. Slutligen har projektet haft en bidragande roll inom den maritima transportsektorn, som visar på möjligheten för en framtid med hållbara och teknologiskt avancerade maritima transportlösningar. De utforskade områdena och upptäckta teknologierna kommer sannolikt att forma framtida lösningar mot nya områden av hållbarhet och effektivitet. Samhällsnytta illustreras genom uppkomsten av startups som Zparq AB och Foil Technologies AB och genom utvecklingen av nya synergier med aktörer som är engagerade i fossilfri maritim transport. Flertalet nya forskningsinitiativ, såsom ELINN- och NG-FREEBS-projekten, har initierats med utgångspunkt i de behov och möjligheter som identifierats genom FoilCart II.

Vatten i den omgivande bergmassan rinner in i tunneln via naturligt förekommande sprickor och via sprickor orsakade av själva sprängningen av tunneln. Den vanligaste metoden i Sverige för att minska eller förebygga läckageproblem är först och främst injektering. Erfarenheter visar dock att trots omfattande förinjektering och kompletterande efterinjektering, är det svårt att täta bergmassan så att dropp och fukt helt elimineras. Även om vattnet i sig orsakar nedbrytning av tunneln, ökar nedbrytningsprocessen dramatiskt när vattnet utsätts för minusgrader. Vattnet expanderar vid frysning och på grund av vattenvandring, som sker i berg på liknande sätt som i jord, kan isen orsaka frostsprängning i skiktet mellan sprutbetong och berg, men även i själva sprutbetongen och berget. Detta kan skada det bärande huvudsystemet. Själva isbildningen är ett underhållsproblem i sig, eftersom tunnlarna måste hållas fria från istappar, ispelare och islager i spår eller på vägar. En av uppgifterna i forskningsprojektet har varit att ta reda på vilka problem som orsakar mest underhållsarbete och var och när dessa problem uppstår i tunneln.

Vid fältobservationerna utförda inom ramen för detta doktorsarbete observerades många problem med vatten och is, som alla bidrar till ett ökat underhåll. Många isproblem är direkt kopplade till de frostisolerade dränmattorna. Läckage och isbildning uppstår vid dränkanterna, i skarvar mellan mattor och när fästen för kabelräcken, ledstänger eller andra installationer punkterar dränen som sedan inte har blivit ordentligt tätad. I dräner täckta med sprutbetong kan frostsprängning och sprickbildning i sprutbetongen vara ett problem. Frostcykler i tunneln gör att vattnet fryser och tinar om vartannat, vilket möjliggör vattentransport till frysområdet på grund av vattenvandring med frostsprängning av berg och sprutbetong som följd. Förstärkningseffekten och stabiliteten hos sprutbetong i en tunnel är helt beroende av vidhäftningen mot bergytan. Det är därför viktigt att vidta alla tillgängliga åtgärder för att säkerställa god vidhäftning. Dålig vidhäftning i sig är inte något nedbrytningsproblem. Om ett hålrum i skiktet mellan berget och sprutbetongen fylls med vatten som inte kan dränera undan, kan ett istryck byggas upp. Istrycket kan orsaka vidhäftningsbrott i kontakten mellan sprutbetong och berg, samt sprickbildning och nedbrytning av sprutbetongen och berget om trycket överstiger draghållfastheten hos det intilliggande materialet. Vid några av de rapporterade nedfallen av berg och sprutbetong upptäcktes ett islager mellan bergytan och kanterna på det kvarvarande sprutbetongskiktet. Frostsprängning är en trolig orsak till nedfallen. Många frostcykler i kombination med vattenläckage kan orsaka frostsprängning. Utförda fältmätningar har visat att de flesta frostcykler inte sker närmast tunnelmynningarna, utan istället på cirka 100 till 200 m in längs de längre tunnlarna som studerats inom ramen för detta doktorsarbete. Resultaten från utförda laboratorieförsök, visade att vidhäftningshållfastheten mellan berg och sprutbetong minskade betydligt när testpanelerna utsattes för frys-tiningscykler. Dessutom var de registrerade mikroseismiska händelserna (AE – mätning med akustisk emission)fler i de testpaneler som hade tillgång till vatten under frysning. Därför bör vattenläckage i de sektioner som har ett ökat antal frostcykler, få extra uppmärksamhet från underhållspersonal och inspektörer, för att undvika framtida problem med frostsprängning av berg eller sprutbetong.

I de längre tunnlarna som har studerats, bildades ett större antal isformationer i de inre delarna av tunneln, jämfört med området kring mynningarna. Bergmassan avger värme som värmer upp den kalla uteluften som tränger in i tunneln. På grund av värmeöverföringen från bergmassan kan läckage som finns längre in i tunnlarna förblir ofrusna. Ett droppläckage som är närmare tunnelmynningarna i de längre tunnlarna eller droppläckage i de kortare tunnlarna utsätts för högre fryshastighet. Hela bergmassan fryser och läckaget ”fryser torrt”, det vill säga det bildas is i den vattenförande sprickan vilket förhindrar ytterligare vattenläckage.

Var och när isproblem uppstår längs en tunnel beror på många saker. Förutom det uppenbara vattenläckaget är längden på frostinträngning in längs tunneln den främsta orsaken till var och när isproblem uppstår. Den dominerande orsaken till frostinträngning är i de flesta av tunnlarna det termiskt inducerade luftflödet. I de längre tunnlarna är det lutningen på tunneln som påverkar frostinträngningen allra mest. Fältobservationerna visade att det fanns en skillnad i var och när läckageställen uppstår under året och även i fråga om variation i mängden läckagevatten. Det fanns också en variation över olika år. Slutsatserna av fältobservationerna är att det är svårt att uppskatta var de isolerade dränmattorna ska placeras längs en tunnel. Utifrån erfarenheter från denna undersökning bör dränernas placering bestämmas först efter flera inspektioner och särskilt efter en vinterperiod, då de verkliga problemen med isbildning uppstår. Tidigare funderingar kring isproblem har varit att isbildning endast sker vid tunnelmynningarna och i de yttre delarna av tunneln. Ett åtgärdsförslag har därför varit att klä in de första 300 m från vardera mynningen med frostisolerande dräner för att helt försöka eliminera problemen med isbildning. Det är inte en effektiv lösning på problemet. Isoleringen förhindrar inte bara kylan från att nå vattenläckaget, utan den hindrar även bergvärmen att komma ut i tunneln och värma upp den kalla uteluften. Därmed kan frosten tränga in längre och problemen med isbildning flyttas bara längre in längs tunneln. Då mängden och placeringen av frostisoleringen påverkar frostinträngningen, måste därför dimensioneringen av isolering utföras i flera iterationer, där varje ny fördelning av isolering längs tunneln beräknas separat.

För de tunnlar som har studerats i detta doktorsarbete har följande framkommit. De mellersta och södra delarna av Sverige har kortare frostperioder och tunnlarna utsätts för många temperaturväxlingar kring 0°C under vintern. Frosten hinner inte tränga in lika långt här, som i tunnlarna i de norra delarna av Sverige. Därför uppstår fler isproblem kring tunnlarnas mynningar i de södra delarna av Sverige, än för tunnlarna i de norra delarna. I de norra delarna av Sverige uppstår problemet med växande isformationer i sektioner nära tunnelmynningarna vanligtvis bara under hösten och våren, men inte under vintern. Fältobservationerna visade att problemen med istillväxt och temperaturväxlingar kring 0°C uppstår längre in i de längre tunnlarna i norra Sverige, eftersom tunnelluftens temperatur är högre på grund av värmetransport från bergmassan. För kortare tunnlar, som antar samma temperaturer som uteluften, kan isformationer uppstå längs hela tunnelns längd i de sektioner som har läckageproblem. Trafikverket regelverk håller på att uppdateras och de observationer och framförallt mätningar utförda i detta doktorsarbete används nu för att utvärdera nya kravställningar kring köldinträngning i tunnlar.

This study aimed at evaluating the effect of blended binders on the stabilization of clayey soils intended for use as road and pavement materials in selected regions of Sweden. The stabilization potential of blended binders containing five stabilizers (cement, bio fly ash, energy fly ash, slag and lime) was investigated using laboratory tests and statistical analysis. Soil samples were compacted using Swedish Standards on UCS. The specimens were stabilized with blended mixtures containing various ratios of five binders. The effects of changed ratio of binders on soil strength was analyzed using velocities of seismic P-waves penetrating the tested soil samples on the day 14 of the experiment. The difference in the soil surface response indicated variations in strength in the evaluated specimens. We tested combination of blended binders to improve the stabilization of clayey soil. The mix of slag/lime or slag/cement accelerated soil hardening process and gave durable soil product. We noted that pure lime (burnt or quenched) is best suited for the fine-grained soils containing clay minerals. Slag used in this study had a very finely ground structure and had hydraulic properties (hardens under water) without activation. Therefore, slag has a too slow curing process for it to be practical to use in real projects on stabilization of roads. The best performance on soil stabilization was demonstrated by blended binders consisted of lime/fly ash/cement which considerably improved the geotechnical properties and workability of soil and increased its strength. We conclude that bearing capacities of soil intended for road construction can be significantly improved by stabilization using mixed binders, compared to pure binders (cement).

Hydrogen is increasingly being singled out as one of the solutions needed to achieve future climate goals in various sectors. This also applies to shipping and there is a large need for knowledge about various hydrogen-based solutions. This report summarizes existing information related to the storage and use of hydrogen when hydrogen is handled in liquid form as so-called Liquid Organic Hydrogen Carriers (LOHC). This with the aim of contributing to an initial understanding of the potential for handling LOHCs on board ships and at ports as well as a carrier of hydrogen used as fuel onboard (i.e., its potential from a maritime perspective). The concept of LOHC is that hydrogen is bound to a liquid chemical and later released while the liquid returns to its original liquid form. The report describes and compares possible technical solutions linked to LOHC and briefly describes identified ongoing initiatives in the area. There are several different LOHC options being assessed with different properties. Relatively high hydrogen storage capacity, and low safety and environmental impacts are important for the prerequisites for a LOHC to be feasible. Several physical properties and the reversibility and durability of the LOHC are also important as they influence for example the dehydrogenation temperature, possibility to use the LOHC in existing infrastructure and the cost. The leading LOHC companies seem mainly to be exploring H0-BT/H12-BT, Benzyltoluene/perhydrobenzyltoluene (Hydrogenious maritime) and TOL/MCH, Toluene/methylcyclohexane (Chiyoda Corporation), respectively. However, these are not the only interesting options according to the literature. The main initiatives identified for testing LOHC for shipping are described in the report. Several challenges for using LOHC as a carrier for hydrogen which is used as fuelonboard remains to be further explored. These include for example: (i) the LOHC concepts have not been tested in large-scale yet and thus need to be demonstrated and scaled up, (ii) the influence on the space onboard and lost cargo through the space needed for the LOHC (loaded and unloaded) and for the onboard dehydrogenation unit, (iii) the supply of the heat that is required to recover the hydrogen from the carrier on-board, (iv) the safety and environmental impact of the various LOHC and finally (iv) the cost for using LOHC as marine fuel. In terms of cost, there are a few comparative studies of selected marine fuel options including LOHC. These indicate that other fuel options might be more interesting for the specific shipping segments assessed. However, LOHC might be an interesting option for certain shipping applications. Though, more similar assessments are needed before any firm conclusion about the potential for LOHC versus other hydrogen-based energy carriers (as marine fuel and for transport) can be drawn. The actual potential is also affected by the development of other hydrogen-based alternatives. Finally, more assessments and testing of LOHC for shipping is needed.

This study is aimed at evaluating the strength of stabilised soil col- lected from the Port of Norvik, Stockholm, Sweden, where 350,000 m3 of clay had to be stabilized. The tests were performed in the lab- oratory of the Swedish Geotechnical Institute (SGI). The soil was sta- bilised by binder mixtures using Portland cement clinker (PCC) and lime and lime kiln dust (LKD). Accelerators (X-seed 100 BASF, PCC, LKD and salt) were added to the soil samples for quicker stabiliza- tion. The strength of the stabilised soil was assessed using resonance frequency measurements of seismic P-waves by an ICP accelerom- eter in order to estimate the shear strength of the soil and to eval- uate the effects from the accelerators, binder ratios, and the curing temperature on the gains in stabilization and strength. Various proportions of the binders were tested, i.e.: 50/50 cement/lime and 50/50 PCC/lime. The temperature was measured using a calorimeter in double experiments. The results showed that the accelerators improve the strength in the stabilized specimens and enhance the soil performance for engineering construction work.

The Nordic countries aim for a carbon-neutral Nordic region. Maritime transport is one of the key remaining sectors to decarbonize and is important from a Nordic perspective due to the relatively large Nordic involvement in this industry. The HOPE project addresses how regional shipping in the Nordic region can do the transition to become fossil-free. The project aims at clarifying the potential role of hydrogen based marine solutions in reducing the Nordic greenhouse gas (GHG) emissions. In the centre of the project is a ship concept where a typical RoPax-vessel with operating distances of around 100 nautical miles is designed for including operation with hydrogen as fuel and fuel cells for energy conversion. The overall design of the concept ship is compared with selected other fuel alternatives from a cost perspective. 

Further, both the conditions for designing such a ship and the consequences are studied. The conditions include technical design and costs of fuel systems and handling, powertrains etc. but also an analysis of barriers and drivers for the realisation of hydrogen solutions for shipping, such as economic, legal, and policy issues. For example, in terms of drivers, policy options needed to accelerate the uptake of hydrogen based marine solutions are assessed. Strategies and the potential of producing these fuels in the Nordic region are also reviewed from a shipping perspective. A realistic potential for uptake of these technologies/fuels by Nordic shipping are assessed and the benefits regarding lower emissions of GHGs and air pollutants are estimated. This report summarizes the assessments made in the HOPE project including main findings. 

This thesis deals with the subject of lateral bracing between the bottom flanges of I-girder composite bridges. The focus is on the impact of adding lateral bracing on existing bridges, as well as on new bridges. Experience and knowledge from bridge projects around the world are investigated and implemented in the evaluation of the research subject.

Many existing bridges are in need of being strengthened or replaced, due to the increased traffic volume and heavier traffic loads. Different approaches can be used to prolong the lifetime of existing bridges. The approach is different depending on the cause, but for increasing the lifetime regarding fatigue some of the most suitable options are described in this thesis. A proposed concept is presented, in this thesis, along with some research questions to be answered.

The use of lateral bracings in composite bridges varies between different parts of the world. In one country it can be a requirement/common praxis for long span composite bridges with two I-girders, in other countries there are no requirements of using them. Some parts of these regulations and requirements can be traced back to the tradition in both manufacturing and construction of this type of bridges. This thesis investigates how lateral bracing is used around the world to distribute eccentric loads between primary longitudinal structural members, provide resistance to lateral loads, and to permit an existing two-girder structural system to be retrofitted to behave similarly to an often more expensive closed steel box girder.

Furthermore, several case studies have been conducted to investigate the impact on the structural behavior of composite bridges where a lateral bracing is implemented in the structure. The results from these case studies are presented in the thesis and show the advantages of the quasi-box section for which the lateral bracing is closing the composite cross section. By making the I-girder composite cross section acting more like a box-section, the distribution of eccentric loads between the girders is improved. The impact on longitudinal stresses from traffic loads and the additional effects on internal sectional parts are also evaluated and discussed.

Furthermore, proposals of the connection design for lateral bracings in existing bridges are suggested. Finally, conclusions from the results are stated.

Clay soils can cause significant distress in road construction due to their low strength. Stabilizing such soil improve with binder agents prior to the geotechnical works can significantly its performance and ensure safety and stability of roads while exploitation. This research envisaged the use of five different binders (lime, energy fly ash, bio fly ash, slag, cement) as an additive stabilizing agents to improve the strength parameters of soil as required in engineering industry standards. The variations of strength was assessed using measurements of P-wave velocity of the elastic waves propagating through soil specimens stabilized by different combination of binders. Measurements were performed on 28th day of soil treatment. The best effects of added binders were noted in the following combinations: cement / energy fly ash / bio fly ash (P-waves >3100 m/s), followed by combination lime / energy fly ash / GGBFS (P-waves >2800 m/s) and cement / lime / energy fly ash (P-waves >2700 m/s). Adding lime is effective due to its fixation and chemical bond with particles. The study contributes to the industrial tests on soil strength for constructing roadbed.

Connected vehicles generate new data streams that present promising opportunities for policymakers to monitor and learn from events and behavior. To explore what we can learn from how public entities leverage ubiquitous data streams for policy development and enforcement, we draw on a case study of the standard Mobility Data Specification (MDS) and its use by cities to regulate E-scooter operators. Our findings suggest that (1) the richness of real-time data changes the speed of policy revision, (2) data access enables moving some micro-decisions to the edge, and (3) policy will be formulated as fixed or flexible with different amendment rules.

The project AVRM (autonomous vehicles and road markings) aimed to examine how vehicles’ advanced driver assistance systems (ADAS) are constructed, how they function and how they detect road markings on the Nordic road network. Focus was on the systems lane departure warning (LDW) and lane keeping assist (LKA).

Both the literature study and the interview study concluded that if the human eye can detect the road marking, then the road marking is machine-readable. However, only a few studies had been conducted in wet conditions relating machine-readability to road marking functionality.The pilot study aimed to test equipment and to find a method to connect machine-readability data with contrast ratio under various weather and light conditions, and to reveal possible problems before conduction of a main study. Results from both the literature study and the pilot study pointed out that wear and lack of road markings were the parameters related to road markings per se that contributed to poor machine-readability.

The analysis showed that in daylight, there was no strong relationship between machine-readability and conventional road marking performance parameters. In addition, machine-readability was higher on multilane roads (99%) compared to on two-lane roads (93%), which may be explained for example by fewer curves on larger roads. Although data showed that machine-readability of broken lines was somewhat worse than that of solid lines of line width 0.1 m, this could be an effect of factors related to the (minor) roads where broken lines with 0.1 m width are commonly used.

In sum, there are many factors unrelated to road markings that influence machine-readability. There are no clear relationships between machine-readability and conventional performance parameters. It should also be kept in mind that since retroreflectivity is a parameter measuring the performance in night-time, it could not be expected to affect daylight readability. As long as the road markings are visible for the human eye, they can be expected to be machine-readable as well.

The gradual deployment of automated vehicles on the existing road network will lead to a long transition period in which vehicles at different driving automation levels and capabilities will share the road with human driven vehicles, resulting into what is known as mixed traffic. Whether our road infrastructure is ready to safely and efficiently accommodate this mixed traffic remains a knowledge gap. Microscopic traffic simulation provides a proactive approach for assessing these implications. However, differences in assumptions regarding modeling automated driving in current simulation studies, and the use of different terminology make it difficult to compare the results of these studies. Therefore, the aim of this study is to specify the aspects to consider for modeling automated driving in microscopic traffic simulations using harmonized concepts, to investigate how both empirical studies and microscopic traffic simulation studies on automated driving have considered the proposed aspects, and to identify the state of the practice and the research needs to further improve the modeling of automated driving. Six important aspects were identified: the role of authorities, the role of users, the vehicle system, the perception of surroundings based on the vehicle’s sensors, the vehicle connectivity features, and the role of the infrastructure both physical and digital. The research gaps and research directions in relation to these aspects are identified and proposed, these might bring great benefits for the development of more accurate and realistic modeling of automated driving in microscopic traffic simulations.

Risk-informed decision-making is a key concept in regulatory regimes covering a wide range of technical disciplines and risk domains. Increased standardization in terms of highly prescriptive and detailed requirements is observed in various risk management regulations and application areas. This development has spurred a discussion with equally strong voices promoting and opposing standardization of risk. The aim of this paper is to explore the knowledge base from scientific literature related to effects of standardization of risk and to assess the strength of the arguments used in the discussion. Through a scoping study and a systematic argument analysis, this study contributes to the debate on the most adequate approach to standardization in risk management regulations. Conclusions from the study are that effects of standardization of risk management regulations are not widely covered in scientific literature and empirical evidence is largely lacking to support the arguments used. The argument analysis indicate that many arguments are assessed as being weak, interconnected and even contradictory. It seems not possible to come to a conclusion and reach agreement in the discussion if the strengths of standardization outweigh the weaknesses. Thus, the discussion should be in the form of dialectic rather than debate. Acknowledging, understanding and addressing the various arguments in favour of and rejecting standardization, as well as their respective context, is essential when designing risk management regulations. Future research efforts are required to further explore when and how the risk management and risk governance processes can be standardized and the appropriate level of standardization.

This study introduces the Quantitative Tool for Practical-driving Improvement and Evaluation (QTPIE), a sophisticated method integrating eye tracking and artificial intelligence to comprehensively assess driving performance. This innovative system employs state-of-the-art technology to evaluate driving skills with precision. It analyzes diverse driver behaviors and interactions through eye tracking, computer vision, and vehicular dynamics data. The initial phase involved an in-depth analysis of Trafikverket examiner evaluation frameworks. This entailed literature review, interviews, and focus groups with examiners to prioritize crucial regulations. This insight informed the software training, enabling a digital evaluation approach. QTPIE's effectiveness was evident in its use as a pre-test tool, garnering positive feedback from examiners and experts. A functional graphical user interface was developed, displaying synchronized eye gaze overlays, object detections, GPS visualization, panoramic videos, and vehicular data. Future work will concentrate on finalizing the 14-point checklist software, preparing for extensive deployment. A study involving 200 participants nearing practical driving tests will further validate QTPIE. Its outcomes will be compared against traditional tests and simulator evaluations, establishing QTPIE's efficacy.

Projektet “Referensdata och algoritmer till stöd för forskning och utveckling av smarta fartyg” har finansierats av Trafikverkets Forsknings - och Innovationsportfölj för sjöfart. Projektet går under arbetsnamnet och kommuniceras som Reeds svarar mot en syntes av ett antal olika behov som identifierats i tidigare projekt och studier. Bakgrunden till projektet är att de senaste åren har fokus lagts på att ta fram algoritmer för att tolka och agera på den fysiska miljön kring olika typer av farkoster. För att kunna utveckla och utvärdera dessa algoritmer har det blivit tydligt att det krävs öppna dataset och en rättvis benchmarkingplattform som tillåter olika utvecklare inom industrier och forskare att utvärdera algoritmer. Inom vägfordonssektorn är Kitti , från 2013, det största datasetet som används som referensdata set. Datasetet i detta projekt innehåller sensordata från flertalet datainsamlingstillfällen i en maritim kontext, från högprecisionssensorer som kameror, radar, lidar, och IMU. För maritima applikationer har det inte funnits något liknande dataset med tillnärmelsevis lika stor datamängd och med tidssynkronisering mellan sensorer. Referensdata och referensalgoritmerna var tillgängliga periodvis under projektet genom en onlinetjänst där forskare och utvecklare kunde ladda upp sina algoritmer för att använda datasetet. 

Utöver själva datasetet tillför Reeds ytterligare styrkor jämfört andra referensdata set:

-        Nytt tillvägagångssätt för att jämföra algoritmer rättvist, där nya algoritmer alltid jämförs på en centraliserad hårdvara i en molntjänst och omvärderas när nya data läggs till, dvs en opartisk tjänst för utvärdering av algoritmer. 

-        Metod som kombinerar NTP och PTP tidsprotokoll för synkronisering mellan sensorerna med mikrosekunds noggrannhet  

-        Fler typer och modernare sensorer som kan användas på en högre abstraktionsnivå, och kan därmed tillämpas inom fler områden. 

-        Sensorfusion av både ombord sensorer och av sensorer på landsidan

-        Identifiera tillämpningsområden för navigation och övervakning i land baserat på algoritmerna som togs fram under projektet och användning av nya sensortyper som ej är etablerade inom sjöfarten

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Projektet har etablerat ett maritimt referensdataset som möjliggör att skapa en digital beskrivning av fartygets omgivande miljö samt utvecklade referensalgoritmer för att demonstrera nya navigations- och övervakningsmetoder inom området för “enhanced navigation”.

“Enhanced navigation” definieras inom projektet som användandet av ny teknik för navigation som bygger på utvecklingen inom digitalisering och autonoma funktioner, där nya navigationsmetoder använder sensorer både ombord och iland för att öka sjösäkerheten och robustheten. Projektet har byggt upp ett webbaserat användargränssnitt, “Crowsnest”, som hanterar dessa nya sensorer och visualiserar denna data i ett familjärt gränssnitt, liknande en overlay i ECDIS som finns öppet tillgängligt för allmänheten att bygga vidare på. Detta användes för utvärdering och konceptutveckling av nya användargränssnitt baserat på erfarna lotsar och VTS-operatörers åsikter.Genom att tillhandahålla referensdataset och referensalgoritmer med demonstrationer ges nu forskare och företag möjligheten att utveckla algoritmer för framtidens intelligenta och autonoma fartyg.

In order for road traffic to be safe, relevant authorities and stakeholders must show great commitment and responsibility to achieve Vision Zero and current road safety targets. Under the guidance of the Swedish Transport Administration, 33 authorities and stakeholders worked to set forth what they intend to do over the next four years to contribute to safe road traffic. That work resulted in this document – the Road Safety Action Plan 2022–2025. The action plan contains a total of 250 measures, target six priority action areas (speed, sober driving, safe cycling, safety for pedestrians (focus on falls), suicide prevention and leadership for road safety). The plan is an important display window for the Swedish road traffic safety work and it enables various stakeholders to find links between their own operations and those of others. This action plan is the second of its kind since the Government decided in 2016 to relaunch Vision Zero and at the same time commissioned the Swedish Transport Administration to lead the collaborative efforts on road safety. The Swedish Transport Administration is the issuer of the action plan and is responsible for contents and conclusions of this report, while each authority and stakeholder is responsible for the implementation of their own measures.

Vindassisterad fartygsframdrivning har stor potential att minska CO2-utsläppen inom sjöfarten. Mycket forskning har de senaste åren fokuserat på olika segelteknologier, optimering av fartygsskrovsdesign och väderruttoptimering. Det traditionella framdrivningssystemet behövs dock fortfarande för vindassisterade fartyg och är förknippat med flera utmaningar, relaterade till den större variationen av driftförhållanden och propellerbelastningar. I den här studien utvecklar vi en interaktiv design- och optimeringsmetodik för applicering på propellrar av vindassisterade fartyg. Metodiken innefattar hantering av propellerns/fartygets fullständiga driftsprofil, en optimeringsmetod för interaktiv kavitationsutvärdering av bladkonstruktören och användning av ett nytt mål, den totala energiförbrukningen för den förväntade driften. Syftet med studien är att få en förbättrad förståelse för de utmaningar som är involverade i propellerdesign för vindassisterade/-drivna fartyg, utveckla nya designmetodik för att möta dessa utmaningar och att undersöka i vilken utsträckning en ny propellerdesign kan erbjuda en betydande lägre energiförbrukning jämfört med befintlig design.

Despite advancements in computational resources, the discrete element method (DEM) still requires considerable computational time to solve detailed problems, especially when it comes to the large-scale models. In addition to the geometry scale of the problem, the particle shape has a dramatic effect on the computational cost of DEM. Therefore, many studies have been performed with simplified spherical particles or clumps. Particle scaling is an approach to increase the particle size to reduce the number of particles in the DEM. Although several particle scaling methods have been introduced, there are still some disagreements regarding their applicability to certain aspects of problems. In this study, the effect of particle scalping on the shear behavior of granular material is explored. Real granular particles were scanned and imported as polygonal particles in the direct shear test. The effect of particle size distribution, particle angularity, and the amount of scalping were investigated. The results show that particle scalping can simulate the correct shear behavior of the model with significant improvement in computational time. Also, the accuracy of the scalping method depends on the particle angularity and particle size range.

Freight logistics face pressing challenges, such as the lack of timely information exchange between different transport modes, various operational inefficiencies, and the environmental externalities of freight transport. To address these issues, the industry requires innovation and digital transformation, with the concept of synchromodality emerging as a prospective solution. Synchromodality could enable seamless switching between transport modes during shipment and promote efficient cooperation between various modes by improving visibility and flexibility in transport processes, resulting in cost and emission reductions. Despite the potential benefits of synchromodality, digital fusion in the freight logistics sector faces numerous barriers. These obstacles include the lack of common digital standards, insufficient digital data storage, poor real-time data transmission, the absence of integrated planning systems, interoperability of transport infrastructure, and a general lack of trust among stakeholders. This study aims to revisit the concept of synchromodality from a freight logistics perspective by identifying its key constructs, such as inter-organizational integration, operational visibility, and operational flexibility. In addition, the study proposes a Synchromodality Maturity Model for logistics service providers to gauge their digitalization progress. The model consists of three synchromodal capabilities (Integration, Operational Visibility, and Operational Flexibility) and four maturity stages - Fragmented Cooperative Network, Dyadic Coordinative Partnership, Extensive Coopetitive Ecosystem, and Fully Collaborative Synchromodality.

Global transportation is one of the major contributors to greenhouse gas emissions. Ports play an important role for the leap towards a more sustainable transport ecosystem. Over the years, empowered by the Swedish innovation project I.Hamn, a concept for the sustainable port has been developed by the Swedish ports (see Appendix 1). This effort has been financed by the Swedish Transport Administration’s industry programme Sustainable shipping managed by Lighthouse. The project is coordinated by the Research Institutes of Sweden (RISE), and University of Gothenburg and Chalmers University of Technology are project partners. The result is a vision of the sustainable port, including a roadmap - developed togetherwith Lighthouse Focus group for Ports - supporting Swedish ports, in which the three pillars of sustainability have been addressed, i.e., economic, social, and environmental sustainability. In this concept, the port as a transport node that acknowledges its interface to all traffic modes taken as the point of departure. A sustainable port addresses the means of sustainability in its own operations, in its services provided to users, and by being an active and integrated player in the sustainable development of the local and regional industries and communities. Building on the United Nation’s Sustainable Development Goals, this report captures the concept of the sustainable port as a mean for becoming a proactive entity towards a more sustainable transport system, rather than a reactive one. The concept of the sustainable port also comes with the port as an energy node and as a digital node to address the opportunity for ports becoming a sustainable element as fully integrated in the transport and logistics ecosystem. The vision for the Sustainable Port is based on the port as a sustainable transport node, which is able to leverage its role and capabilities both as a digital node and an energy node. The port is run on commercial grounds and as a transport node the port contributes to sustainable use of the transport system by being an integrated part of global, regional, and local transport systems where different types of traffic are included and interact.

Som ett komplement till den kapacitetstilldelningsmodell Trafikverket använder har en studie gjorts för att genom utvecklingsmetoden "Gaming" se om en aktionsmodell anpassad efter svenska förhållanden skulle kunna utvecklas. Syftet med denna studie är att introducera en alternativ metod, det vill säga en auktionsmodell, som skulle kunna mildra konflikter och på så sätt minska den belastning som förnärvarande hanteras sent i tilldelningsprocessen. Det finns vissa förutsättningar för att auktionen ska kunna genomföras. För det första handlar auktionen endast om kommersiell persontrafik, inte godståg och inte heller upphandlad trafik. Grunden bakom detta designbeslut är att inte låta olika typer av trafik, som konkurrerar om olika segment av kapaciteten och på olika ekonomiska grunder ska ställas mot varandra i en auktions situation. Rapporten beskriver i detalj grunderna för detta vägval. För det andra måste linjen först förklaras officiellt överbelastad. Slutligen är auktionen avsedd att tillämpas tidigt i ansökningsprocessen och avser garantier avseende avgångstid, inte färdiga tåglägen hela gångsträckan. Flera varianter av auktionsmodellen, som visas i rapporten, har testas initialt internt i Trafikverket. Dessa genomförbarhetstester genomförs i form av en spelsimulering ,Gaming, som ger en realistisk testmiljö och därmed ökar modellens validitet. Baserat på dessa tester och metodiken Gaming bygger på, gör att modellen för auktion kan spelas tillsammans med representanter för järnvägsföretag för att i samverkan kunna utveckla auktionsmodellens funktionalitet och eventuellt finjusteras. Rapporten beskrivs också de upptäckta begränsningar som definierar auktionsmodellens gränser. Slutligen presenter rapporten projektet slutsatser och tänkta framtida steg och utredningsbehov för en fullt fungerande auktionsmodell.

Among the challenges for implementation of Waterborne public transportation (WPT) are the difficulties in procuring efficient ferries tailored towards local requirements. Fundamental questions on the ferry’s environmental impact, speed and procurement costs linger in the public transport (PTP) mind. In this paper, a methodology for adopting a platform architecture for ferries is illustrated by a modular design approach. For this, WPT operational profiles are categorized by three route types in a structure for operational requirements including sustainability performance. Generic parameters for size and speed of WPT ferries are defined. Using these parameters as a skeletal structure, a modular commuter ferry concept is proposed as a set of basic modules. As a combination of these functionally independent modules, a ferry can be tailored to fit the operational requirements. The paper proposes standard sizes for waterborne commuter craft and shows that ferries are compatible with land-based public transport in terms of energy efficiency and speed. Suitable speed ranges for mono hulls and catamarans are investigated and the idea of modular design for rational procurement is explored and illustrated for the three type routes. The proposed concepts can make WPT more attractive for PTPs as a sustainable option to complement the existing network.

Densification of urban areas is a global trend. Since many of the worlds cities are built on soils with poor engineering properties, e.g. soft natural clay, the urban developments increases the demand of efficient deep foundations that are capable of supporting increasingly larger loads. The installation of deep foundations using displacement piles into clay leads to disturbance which need to be quantified to prevent damage on adjacent structures. This work presents a coupled Eulerian numerical framework for the simulation of pile installation into natural soft clay. Furthermore, an advanced effective stress based constitutive model was implemented. The most important factor governing the magnitude of displaced soil volume is the volume of the installed pile. After installation, dissipation of excess porewater pressures leads to volumetric contraction in the soil. The displacements during this phase are in the reversed direction compared to the initial outward movement during installation. Incorporating the anisotropy and sensitivity of the clay in the analysis leads to increased displacements closer to the pile during penetration and larger reversed displacement trajectories in the subsequent porewater pressure equalisation stage. The overconsolidation ratio, elastic and plastic stiffness properties and the critical state friction angle are shown to be the most influential, both directly after installation and after equalisation of the excess porewater pressures. The differences between the mass displacements predicted from full vertical penetration and numerical horizontal cavity expansion, show that the far field (>10𝑅) displacement pattern are similar, while the displacement path of soil closer to the pile are not fully captured using horizontal cavity expansion. The Shallow Strain Path Method (SSPM) is shown to predict similar deformations as the Finite Element calculations using a failure criterion. For the investigated normalised penetration rates in natural soft clay the emerging response from the coupled analyses indicated near constant volume conditions. Hence, any simplified method acknowledging this condition will predict displacement in a similar order of magnitude as the advanced method. However, an effective stress based model that captures the response of the natural clay is required if the magnitude of mass displacements during and after the porewater equalisation phase is of interest.

This paper presents a numerical analysis on the induced relation between hull surface roughness and ship performance and discuss how to maintain hull-surface with cost and environmental impact in mind. The analysis is based on CFD simulation of the ship performance due to change of hull surface roughness condition before/after dry-docking and in-water hull cleaning. A typical tanker ship, KVLCC2 is investigated for 14 different partial cleaning cases. The attainable reduction of propulsive power by hull surface treatment is estimated as an index, Cleaning Efficiency Index (CEI).     

A clear understanding is obtained how hull geometry has profound implication for the effect of roughness on the change of power. Partial hull cleaning of fore-end and stern-aft part of the hull was found to give higher relative CEI than entire hull cleaning. The present study provides guidelines which part of the hull to treat during dry-docking and hull cleaning process with better quality or higher priority if necessary.  

Many studies have emphasized the importance of engineering services and their adaptability to reduce carbon emissions in the construction sector. As public clients procure these services, selecting efficient (procurement-related) control modes is critical. However, studies of control modes and their effect on adaptability are scarce. The purpose of this study is to investigate how, through the choice of control modes, a public client may create incentives for service providers to deliver carbon reduction solutions in the construction phase. In this study, a procurement model and a classification model are developed, and a single case study of an engineering service contract aiming for carbon reduction is used to illustrate the models. The empirical data include 16 interviews with respondents from the 2 contract parties, i.e., the client and service provider. The findings show that it is important to create incentives for adaptability when procuring engineering services with the aim of reducing carbon emissions in the construction phase. The findings also highlight the importance of these incentives being created both in relation to the selection of service providers and to the responsibility between the contract parties. The models developed in the study may serve as important tools for both practitioners and researchers. 

The project: “AI Powered Awareness for Increased Traffic Safety”, has explored how multiple traffic- and road-related datasets can be analyzed using AI algorithms to identify roads with an elevated accident risk. Massive real-time data streams as well as large historic datasets have been evaluated by the project and then used to feed the AI algorithm. The ability to turn huge, but currently under-utilized, datasets into specific and quantified accident risk predictions may be used for proactive traffic management that ultimately could prevent accidents to occur. This would be a huge gain in the efforts to create a safer traffic system and the project has laid the foundation for this. Vehicle companies, map, and location data providers as well as traffic management authorities have been collaborating in the project to provide their knowledge, innovative concepts, and technology. Volvo Cars together with Zenseact created a data fusion platform that applies an AI algorithm for continuous accident risk evaluation on a road segment level. HERE made their “HERE Platform” available for the project, used both as a plentiful data source for Volvo Cars/Zenseact’s AI algorithm as well as a communication layer to forward predicted accident risks to a Central Traffic Control (CTC) cloud. The CTC cloud was provided by Carmenta using the Carmenta TrafficWatchTM platform with the purpose to collect and compile traffic situation data from various online sources and from a central level dispatch relevant traffic hazard warnings to connected organizations. The accident risks were transmitted from the CTC cloud to the Drive Sweden Innovation Cloud managed by Ericsson. The Innovation Cloud is a platform for business-to-business data and insights sharing, thus adding even more options for other organizations to share the accident risk predictions originating in the Volvo Cars/Zenseact data fusion platform. The Swedish Transport Administration and City of Gothenburg made huge contributions throughout the project, adding the traffic management authority perspective. At a workshop, traffic safety experts from Swedish Transport Administration, presented the latest findings and current guiding policies around traffic safety issues in Sweden and elaborated around Sweden’s “Vision Zero” initiative. Very important input for assessing how project findings and results can benefit a more pro-active traffic management. The project has successfully met its goals and not only implemented a first version of an AI-powered data fusion platform but also established and tested an end-to-end data flow mechanism to make the accident risk predictions immediately available to many connected organizations. All project members sees great potential in continuing the exploration of predictive awareness for increased traffic safety within their own organizations. Most likely the successful outcome of the “AI Powered Awareness for Increased Traffic Safety” project will lead to future follow-up Projects.

The aim of the project was to propose new measures and means in order to use the advances in digitalization, in particular, the usage of Artificial Intelligence (AI), Machine Learning (ML) and Big Data. The future vision is a more automatic fire protection system. This pre-study has mapped current data sources onboard a modern ship and performed a gap-analysis with respect to a future vision. The study proposes a next step and future activities. Autonomous fire safety systems can be an interesting area of application for AI. An autonomous fire detection system could give information to the bridge team for manual decision making, at the same time as being a framework for fully autonomous fire safety systems for future smart vessels.

The background for this study was a discussion on how the potential of ITS services and in particular C-ITS based services could be facilitated from a transport system perspective. It was noted that deployment of ITS in general have had a fragmented approach with a focus on roadside equipment and specific services. In addition, ITS services have to a large extent been oriented towards transport of people. Furthermore, there need to be a focus on corridors since the backbone of the European transport system are the nine Core Network Corridors for road and rail transport. This led to the overarching question, how can ITS services contribute to a more efficient usage of the transport system with a focus on freight transport from a corridor perspective? 

Automatic Traffic Control (Swedish: ATK) is a system for automatic speed monitoring using road safety cameras. The aim of road safety cameras is to reduce the average speed on our most hazardous roads and in this way decrease the number of fatalities and serious injuries. The ATK system is administered by the Swedish Transport Administration and the Swedish National Police Board.