Denna rapport avser kunskapssammanställning om transportslaget gång, dvs sammanställning av tillgänglig kunskap i skriftliga källor om transportslaget gång.Valet av teman för kunskapssammanställning baseras på dels nordiska workshops samt dels en benchmarking i Storbritannien som genomfördes i första fasen i projektet Etablering av Forskningsprogram Planering för Gång, där resultaten gällande framtida kunskapsbehov blev:

• Trafiksäkerhet, och med fokus på fallprevention
• Data och indikatorer för uppföljning
• Ansvar, organisation och arbetssätt
• Sociala hållbarhetsperspektiv och jämställdhet
• Samhällsekonomiska effekter
• Samhällelig och rumslig analys och planering

Eftersom begreppet ”15-minuters-staden”lyfts fram de senaste åren i litteraturen samt i workshopsen gällande planering för gång och fotgängartrafikanter, genomfördes en separat litteratursökning på det temat. För att sammanställa den senaste forskningslitteraturen inom temana genomfördes en sökning i vetenskapliga tidskriftsdatabaser, Scopus, Web of Science samt Google Scholar, under hösten 2023 samt våren och sommaren 2024. Sökningen använde specifika nyckelord som avsåg att tillsammans innefatta alla artiklar som berört gång som transportmedel. Förutom vetenskapliga tidskriftsdatabaser har även tillförlitlig kunskap från genomförda projekt från t.ex. statlig, regional eller kommunal sektor använts.Resultatet av litteraturstudien är att den framtida forskningen och det praktiska arbetet i Sverige gällande trafiksäkerhet och fallprevention för gående bör fokuseras på:

• Ett behov av ett fokus på fotgängarolyckor/skador   
• En mer inkluderande definition av fotgängarolyckor/skador
• Mer kunskap om fotgängares beteende
• Ett helhetstänk kring prevention
• Stadsmiljöns roll, snarare än att fokusera på att anpassa individen (eller andra trafikanter). 

Den framtida forskningen och det praktiska arbetet i Sverige gällande samhällelig och rumslig analys och planering för gående bör fokuseras på följande områden (inklusive kvantitativa och kvalitativa metodologiska ansatser):

• Gångvänlighet, begränsningar och möjligheter för gång (som färdsätt)
• Urban morfologi, samt säsongsvariationer i relation till gång
• Gångbeteende, stegfrekvenser, huvudrörelser och andra aspekter av gångbeteende
• Gångattraktivitet, offentliga kontra professionella perspektiv på gång som transportmedel
• Gång för alla, ålders-, köns- och socio-ekonomiska faktorers roll i vardaglig gång
• Kopplingen mellan kollektivtrafiken och gång.

Den framtida forskningen och det praktiska arbetet i Sverige gällande data och indikatorer för uppföljning gällande trafikslaget gång bör fokuseras på: 

• Ägare av data alternativt de som frågar efter data; deras mål med kvaliteteten på data och dess detaljeringsgrad
• Reseperspektiv, resenärsperspektiv eller platsfokus utveckla kunskapen och riktlinjer för val av metod i relation till det tänkta perspektivet
• Datainsamling –riktlinjer för genomförande av datainsamling i relation till det tänkta behovet, som även beaktar respondenternas anspråk och uppfattningar
• Definition av fotgängarförflyttning alternativt resa-, som även beaktar respondenternas anspråk och uppfattningar
• Resenärens resa, behov av att fördas till fots, och upplevelsen av att färdas till fots samt upplevelsen av omgivningen.

Den framtida forskningen och det praktiska arbetet i Sverige gällande ansvar, organisation och arbetssätt bör fokuseras på: 

• Dels genomföra fotgängarplanering genom en bred approach alternativt utgå från gångtrafik och hur det ska förstås och hanteras?
• Ska man planera för (ökad och säker) gångtrafik i syfte att uppnå andra (goda) effekter, eller ska man planera för samhällen och bebyggda miljöer som bedöms öka gåendet. Medför dessa angreppssätt olika utfall?
• Gångplanering som en policyfråga bör ha två parallella spår, dels ett normativt (”hur kan/bör fotgängarplanering gå till?”), dels ett analytiskt/deskriptivt (”hur går fotgängarplanering till?”)
• Policy-integration inbegriper flera olika myndigheter–behov av forskning om ansvarsområden/relationer mellan geografiska besluts- och myndighetsnivåer
• Kan åtgärder som genomförts i andra länder implementeras i Sverige- studier om policytransfer
• Policy och styrning gällande närbesläktade fenomen kan ge relevans för fotgängarspecifika åtgärder, exv. 15-minutersstaden, cykelplanering, täthet, tillgänglighet och markanvändning and reseintegration, smart mobilitet och mikromobilitet. 

Den framtida forskningen och det praktiska arbetet i Sverige gällande samhällsekonomiska effekter bör fokuseras på:

• underlag för att på ett likvärdigt sätta beskriva effekter av investeringar och nyttjandet av infrastruktur för gång samt uppoffringar och nyttan av att gå i monetära termer
• kunskapsunderlag och utveckla de värderingsmetoder som används för att säkerställa likvärdig behandling av alla transportslag, inklusive gång på olika planeringsnivåer: lokal, regional och nationell och i olika skeden som policys, strategier, planer mm.

Den framtida forskningen och det praktiska arbetet i Sverige sociala hållbarhetsperspektiv och jämställdhet bör fokuseras på:

• Många studier om exv. olika gruppers möjlighet att få tillgång till vardagsaktiviteter eller hur den byggda miljön för samman olika grupper genomförs – men det inte är inte alltid explicit huruvida de undersökta fenomenen förutsätter att rörelser till fots kommer till stånd. Studierna behöver tolkas från ett gångperspektiv.
• Hur effekten av olika åtgärder och åtgärdspaket (rörande trafiksäkerhet och annat) fördelas rumsligt och mellan grupper på ett rättvist eller socialt hållbart sätt. Det handlar både om att utveckla metoder och om att samla in och ombesörja tillbörliga data som empiriskt kan klarlägga effekters fördelning.

Den framtida forskningen och det praktiska arbetet i Sverige gällande 15-minuters-staden bör fokuseras på:

• vad betyder 15-minurers-staden i svensk kontext; dvs mindre städer, med lägre densitet, och tydligt varierande säsongsklimat.

Slutrapporten är framtagen med ekonomiskt stöd från Skyltfonden, Trafikverket. Ståndpunkter, slutsatser och arbetsmetoder i rapporten reflekterar författaren och överensstämmer inte med nödvändighet med Trafikverkets ståndpunkter, slutsatser och arbetsmetoder inom rapportens ämnesområde. Dagens fysiska provning av Advanced Driver Assistance System (ADAS) för konsument-information (rating) samt lagkravsuppfyllnad, utförs i kraftigt förenklade och idealiserade testscenarier. Retrospektiva analyser av kollisioner mellan bil och oskyddade trafikanter (VRU) visar på en begränsad och lägre än förväntad säkerhetseffekt för ADAS. Att testerna utförs i en kraftigt förenklad miljö, innebär att detaljer i trafikmiljön och mekanismerna som kan påverka ADAS prestandan inte fångas upp. Prov gjorda i testscenarion som bättre återspeglar en mer realistisk trafikmiljö, visar även på att systemens prestanda minskar i takt med närvaron av till exempel infrastrukturelement, andra trafikanter, variationer i kläd- och fordonsfärger, samt ljus- och väderförhållanden. Euro NCAP har identifierat denna begränsning i sin roadmap Vision 2030 och beslutat expandera sin ratingutvärdering av aktiva säkerhetssystem med fokus på systemrobusthet för tex Autonomous Emergency Braking (AEB) i de kommande uppdateringarna av ratingprotokollen år 2026 och 2029. Detta projekt, lett av AstaZero, har som mål att baserat på fältolycksdata, ta fram förslag till Euro NCAP på mer verklighetsanpassade testscenarier som bättre efterliknar den verklig trafikmiljön och därigenom främja för en förbättrad ADAS prestanda och robusthet. Analys av fältolycksdatan gjordes både på en statistisk beskrivande nivå och genom djupstudiefall. Fokus lades på den mest frekventa och allvarligaste olyckstypen, korsningsolycka mellan bil och fotgängare. Med hjälp av analysen av djupstudiefallen, togs en lista fram på de i olycksfallen oftas förekommande infrastrukturelementen samt andra trafikanter i trafikmiljön som bedömdes kunnat påverka ADAS prestandan. Efter tester på provbana, upprättades en lista på 26 förslag på förbättrade test scenarior med begränsningen på en perceptionslagerändring för Euro NCAP 2026 uppdatering. Av dessa 26 förslag antog Euro NCAP 24 förslag till 2026 år protokoll. Projektet har även lagt grunden till en fortsatt utveckling av mer verklighetstrogna provmetoder med större frihetsgrader med avseende på komplexitet mot Euro NCAPs 2029 uppdatering.    

Ports are important hubs in the transport system. Climate goals and the energy transition drive electrification. The electrification of port operations, ships, and land transport lead to significantly increased electricity demand. However, it is challenging to assess future power and energy needs, which complicates planning for infrastructure upgrades and investments in ports. This report describes a project in which the analytical planning tool for electrification in ports – HELP –Hamnars ElPlaneringsverktyg (in Swedish) – has been developed to function as an overview planning and dialogue support for ports in the transition towards a more electric and fossil-free future. The tool was created in Excel and developed in close collaboration with ports to ensure user-friendliness, practical applicability, and adaptability to local needs. HELP is intended to support early analyses, comparisons, and discussions regarding future electricity needs and alternative measures, but does not replace detailed investment, planning, or sizing documentation. The tool is freely available for download on the project’s website (www.vti.se/help-verktyg). To increase user-friendliness, a user guide has also been developed. The tool compiles electricity consumption, peak power, and CO2e emissions. Important components of the tool are equipment, measurement points, and vessels’ shore power requirements. There is also a scheduling module, allowing ports to adjust when electricity is needed, which affects peak power. To manage uncertainties in expected electricity demand, the tool provides standard values for calculating energy needs, both for equipment and for vessels’ shore power requirements. The tool does not identify which solutions or courses of action the port should take. However, the port can use the tool to test the outcome of different measures, for example if a specific piece of equipment is replaced with another. By comparing different measures, such as the electrification of various machines, decision support is provided for a transition plan for the port. Thus, the port can use the tool to prioritize between measures as well as to support the planning of when different measures should be implemented As a result, Swedish ports will have access to a basic analytical structure to support their transition work as electrification increases, including coordination and dialogue between ports and electricity grid companies.

This user guide aims to guide the use of the HELP tool and is adapted to HELP version 1.0. The guide should be used for any new versions of the tool up to version HELP 1.9.

Denna rapport ger en beskrivning av tillståndet för trafiken på vägarna i Stockholms län under 2025, avseende trafikmängder, restider och framkomlighet. Tanken med rapporten är att den ska kunna användas som stöd för utredare och planerare i värdering och prioritering av brister i transportsystemet, men också för att proaktivt kunna identifiera och beskriva nya brister och följa uppsatta mål.

Asphalt pavements constitute an important part of global transportation infrastructure, and their surface texture directly impact driving safety and comfort. Understanding the evolution of surface texture during wear and its effect on friction degradation is essential for pavement maintenance and safety assessment. This study conducted accelerated wear tests on three typical asphalt pavements (AC-13, SMA-13, and OGFC-13) using a self-developed indoor plate accelerated load wear tester (PALWT). A 3D laser scanner and a dynamic friction tester were used for pavement surface modeling and friction measurement. Based on the ISO 25178-2 standard, areal field parameters and functional volume parameters were innovatively introduced into the pavement wear quantification system to reveal the wear mechanisms of material loss and transfer. Results showed that the macrotexture characteristics of the pavement shifted from rough to flat after wear, with peak features gradually disappearing and texture directionality transitioning from multi-directional to the traffic direction. Wear caused a decrease in material at the surface peaks and valley areas while accumulating material in the core area. The dynamic friction coefficient (DFT40, DFT60, and DFT80) of asphalt pavements initially increased (peaking at around 3000 wear cycles) before decreasing and eventually stabilizing. Open-graded and gap-graded pavements generally outperform dense-graded pavements in terms of friction retention. Peak material volume (Vmp) and valley void volume (Vvv) effectively reflected material redistribution during wear across peak, core to valley, showing a strong correlation with skid resistance. Mean peak curvature (Spc) significantly improves skid resistance at low to medium speeds, while texture aspect ratio (Str) becomes critical under high-speed conditions by ensuring stable multi directional tire-road interaction.

Trafikverket har på uppdrag från regeringen genomfört en uppföljning och översyn av systemet avseende verksamhetsstyrning med kvalitetsavgifter i järnvägen. Trafikverkets uppgift har varit att utreda systemets struktur, kostnadseffektivitet och styrande effekt, samt att redovisa åtgärder som påtagligt stärker och främjar systemets kostnadseffektivitet och skapar starkare incitament för de aktörer som omfattas av systemet att vidta åtgärder som minimerar driftstörningar, minskar förseningar och förbättrar järnvägsnätets prestanda.                          

En kvalitetsavgift är en avgift som tas ut för avvikelse från det användande av infrastrukturen som är fastställt i tågplan och trafikeringsavtal. Trafikverket införde kvalitetsavgifter i tågplaneperioden 2012, och har sedan dess löpande utvecklat modellen genom exempelvis förändrade komponenter och förändrade avgiftsnivåer. Avgiften tas ut mot bakgrund av EU-direktiv och järnvägsmarknadslagen. Trafikverkets uppföljning av nuvarande modell visar att modellen inte på ett ändamålsenligt sätt bidrar till att minska driftsstörningar och förseningar, och bedöms därmed ha en begränsad styrande effekt. Eftersom att önskad effekt inte uppnås är Trafikverkets bedömning att den heller inte uppnår önskad nivå av kostnadseffektivitet.  

Trafikverkets bedömning är att en mer ändamålsenlig kvalitetsavgiftsmodell sett till kostnadseffektivitet och incitament kan uppnås genom en rekonstruktion av modellen. Samtidigt medför EU:s nya kapacitetsförordning konsekvenser som innebär stora osäkerheter, då den förändrade kapacitetstilldelningsprocessen kommer att påverka handlingsutrymmet för verksamhetsstyrning med kvalitetsavgifter på järnvägen, samt påverka bokningsavgifter. Trafikverket rekommenderar därför att en rekonstruktion av kvalitetsavgiftsmodellen görs efter det att konsekvenserna av den nya kapacitetsförordningen blir kända. En viktig utgångspunkt är också att de synpunkter som finns på nuvarande modell behöver tas tillvara och beaktas i arbetet med att konstruera en förbättrad modell. 

Trafikverket bedömer att flera åtgärder inom nuvarande kvalitetsavgiftsmodell kan genomföras i ett kortsiktigt perspektiv i syfte att göra kvalitetsförbättringar i modellen, men att problem med modellens ändamålsenlighet skulle kvarstå trots sådana åtgärder. Exempel på områden i modellen där Trafikverket ser möjlighet till åtgärder är exempelvis avseende rättningssystem R1 för merförseningar, inställda tåg, incitamentsuppföljning, uppföljning av utfall, förändrad process för merförsenade tåg, förenklad process för orsakskodning, härledning och följdorsaker samt fordonsomlopp för merförsenade tåg. Trafikverket avser utföra vidare analys kring vilka åtgärder som ger bäst nytta och vilka som kan prioriteras att vidtas i det kortsiktiga perspektivet.  Prioriteringarna sker sammanvägt med andra behov och med utgångspunkt i befintliga resurser.                     

Av den branschdialog som förts inom ramen för uppdraget framgår att järnvägsbranschföreträdare ser att det är önskvärt att Trafikverket genomför förbättrande åtgärder som ligger inom det nationella handlingsutrymmet utan att avvakta implementeringen av den nya kapacitetsförordningen, och välkomnar därutöver ett större omtag i den svenska tillämpningen.

Väg 2761, från E 20 till riksväg 26, har utretts 2017 i en stor åtgärdsvalsstudie, ÅVS. Studien föreslog en rad åtgärder för att öka framkomlighet och trafiksäkerhet för fordon, särskilt för godstransporter. Dessa åtgärder minskar dock trafiksäkerheten för oskyddade trafikanter. Med anledning av detta rekommenderades i ÅVS:en att förbättra trafiksäkerheten för oskyddade trafikanter. I den regionala planen beslutades därför att avsätta 20 mnkr för trafiksäkerhetshöjande åtgärder genom Holmestad för oskyddade trafikanters säkerhet. Beslutet fattades av Västra Götalandsregionen (VGR) om till-delning av dessa medel inom tidigare regional plan, åtgärdspott Mindre vägnätet. Åtgärder har dock inte kunnat genomföras för de avsatta medlen då det varit oklart vad som ger en faktisk trafiksäker-hetsnytta för oskyddade trafikanter och får finansieras med dessa avsatta medel. 

Denna PM utgör Trafikverkets redovisning av två regeringsuppdrag. Uppdragen som avses är följande: 

• Uppdrag att leda övergripande samverkan i trafiksäkerhetsarbetet för vägtrafik (N2016/05493/TS)11 
• Uppdrag att genomföra medborgar- och trafikantinformation för ökad trafiksäkerhet i vägtrafiken (N2019/01343/TIF)12 

Båda uppdragen ska redovisas till Regeringskansliet senast den 31 maj varje år. Denna PM redovisar vad som skett inom ramen för uppdragen sedan redovisningen i maj 2025. 

For the shipping sector to phase out its greenhouse gas (GHG) emissions by 2050, low-carbon fuels and ships must be scaled up significantly in the coming years. To support this development, the EU has introduced policy instruments such as FuelEU Maritime, which aim to gradually reduce the GHG intensity of maritime fuels. The EU has also expanded its emissions trading scheme (EU ETS) to drive the transition in shipping. In this report, we analyse the environmental implications of FuelEU Maritime for Swedish-related shipping, focusing on GHG emissions, selected air pollutants, and water pollution associated with scrubber use. Emissions of carbon dioxide (CO2) and other pollutants on annual basis from 2024 to 2050 in a European perspective are estimated, using a calculation model, following constraints illustrating the FuelEU Maritime regulation. It is assumed that each ship category needs to follow the reduction rate in the regulation.

Emissions for Swedish related shipping are presented for scenarios representing (i) the introduction of different fuel mixes and (ii) the introduction of one main fuel alternative i.e., single fuel pathways (all scenarios are set to fulfil the FuelEU Maritime). The model draws primarily on the 2023 EU Monitoring, Reporting and Verification (MRV) dataset, covering voyages within the European economic area (EEA). Results show that while GHG emissions converge across scenarios due to the regulation’s design, other pollutants may differ substantially based on the fuel and fuel mixes used to comply with the FuelEU Maritime requirements. The use of fuels with very low GHG intensity may lead to higher emissions of sulfur oxides (SOₓ) and particulate matter (PM) than fuels with higher GHG intensity at the fleet level. This, as fewer vessels need to transition from conventional fuels to meet the requirements in the former case. Scenarios using alternative fuels with higher GHG-intensity (which require a faster fleet turnover), result in lower emissions of several air pollutants. LNG deployment is found to reduce emissions of nitrogen oxides, SOₓ and PM, but its long-term climate performance is highly sensitive to methane slip assumptions. Scrubber water discharge is primarily influenced by regulatory assumptions on scrubber use rather than fuel choice.

Ship collisions remain a persistent safety concern in high-density and geographically constrained maritime regions such as the Baltic Sea. This study examines collision risk in Swedish waters using multiple sources, integrating accident data from Transportstyrelsen with the operational activity data that the Swedish National Road and Transport Research Institute VTI calculated based on HELCOM’s AIS-data and supplementary environmental and economic datasets. A total of 525 collision occurrences (2011–2023) were analysed, with a harmonised subset of 429 collisions subjected to exposure normalised assessment. Collision frequencies were normalised against three measures of activity which include distance sailed, operational time and number of unique ships to provide strong interpretation of risk beyond absolute accident counts. The results show that collision occurrence is primarily driven by operational exposure and navigational context, with passenger ships exhibiting the highest collision rates due to intensive operations in confined and high traffic density environments. Dry cargo ships display more stable and proportional risk patterns, while tanker collisions are characterised by low frequency but high variability, limiting trend-based interpretation. Scenario analysis identifies three dominant risk structures such as high-frequency, low-severity operational collisions, interaction driven collisions with higher severity potential and low-frequency, high consequence events, especially involving tankers. Although most collisions result in minor consequences, the study highlights that overall risk is shaped by rare but high-consequence events, especially in environmentally sensitive areas of Baltic Sea. The findings demonstrate the importance of integrating exposure, consequence severity and operational context in maritime risk assessment and support the refinement of risk-based safety management and policy development in Swedish waters.

The study examines grounding risk in Swedish waters using a multi-source, exposure-based analytical framework integrating accident data from Transportstyrelsen with operational activity data that the Swedish National Road and Transport Research Institute, VTI calculated based on HELCOM’s AIS data and supplementary environmental and economic datasets. The analysis is based on 292 grounding incidents involving passenger ships, dry cargo ships and tankers over the period 2011-2023. Grounding frequency, exposure-normalised rates and consequence profiles are assessed to identify underlying risk patterns and representative scenarios. Results show that grounding incidents are concentrated in coastal and archipelagic areas and are dominated by passenger ships, which show consistently higher grounding rates relative to distance travelled, operational time and fleet size. Dry cargo ships display lower and more stable rates, indicating grounding occurrence proportional to operational exposure. While most incidents result in minor consequences, insurance data reveal increasing claim severity over time. Tanker groundings, although rare, represent the highest potential for severe environmental and economic impact. The findings demonstrate a difference between grounding frequency and consequence severity, highlighting the limitations of relying only on absolute accident counts. By integrating exposure-based metrics with consequence analysis, the study provides a strong assessment of grounding risk. The results support the need for differentiated risk management strategies targeting high-frequency operational risks in coastal waters and preparedness for low-probability, high-impact events in environmentally sensitive regions.

Bridges are critical assets within transportation networks, and their failure, whether due to accidental actions, extreme environmental events, or localized damage, can lead to consequences that extend far beyond the structure itself. In addition to direct safety implications, bridge failures often result in prolonged traffic disruption, economic losses, and reduced network resilience. As traffic demands increase and extreme events become more frequent, the need for explicitly addressing structural robustness in bridge engineering practice has become increasingly pressing. Robustness is generally understood as the ability of a bridge to sustain local damage or abnormal loading without disproportionate structural or system-level consequences. While most design codes acknowledge robustness through qualitative requirements and prescriptive detailing rules, quantitative approaches suitable for routine engineering practice remain limited. This report aims to bridge that gap by consolidating current knowledge on robustness and translating it into concepts that are meaningful and applicable for bridge designers, assessors, and infrastructure owners. The report examines the current state-of-the-art concerning structural robustness and contextualizes it to the case of bridges. It describes the most common failure progression mechanisms such as zipper-type, domino-type, instability-driven, and mixed collapse scenarios. Understanding these mechanisms allows practitioners to identify critical elements, assess disproportionate collapse risk, and select appropriate mitigation strategies. Robustness-enhancing strategies with direct practical relevance are presented, separating between preventive, vulnerability-reduction, and damage-containment strategies. Preventive measures aim to reduce the likelihood of initiating events, particularly vehicle and vessel collisions, through the use of signage, clearance portals, hanging chimes, overhead impact bars, dolphins, and artificial islands. Vulnerability-reduction strategies focus on reducing structural sensitivity to damage through detailing, ductility, protection of critical components, and conservative treatment of brittle failure modes. Damage-containment strategies, including alternative load paths and capacity design principles, are discussed as means to limit failure propagation following local damage. Importantly, the report emphasizes that these strategies should be selected and combined based on bridge type, exposure, and consequences, rather than applied uniformly. A dedicated section of this report is devoted to the quantitative assessment of robustness, addressing the growing need for metrics that allow engineers and decision-makers to move beyond purely qualitative judgments. The section reviews and discusses available robustness indicators, highlighting their underlying assumptions, practical interpretation, and limitations when applied to bridge structures. Emphasis is placed on metrics that can support comparison between design alternatives, identification of critical elements, and prioritization of retrofit or protection measures. Rather than promoting a single universal index, the report underscores the importance of using quantitative robustness measures alongside reliability assessments and consequence evaluations, ensuring that numerical indicators remain meaningful and actionable within engineering practice. Overall, this report provides practitioners with a coherent framework for understanding, assessing, and enhancing the robustness of bridges. Rather than proposing a single metric or prescriptive solution, it supports informed decision-making by linking structural behaviour, failure mechanisms, and consequences, thereby enabling more transparent and defensible robustness considerations in both new design and assessment of existing bridges.

In this study, the noise and emissions impact of introducing hybrid-electric aircraft into Sweden’s domestic air traffic is assessed. As a case study, Stockholm Arlanda Airport is used, and, one baseline scenario for 2024, one intermediate scenario at 2035, and two development scenarios towards 2050 for the fleet and air traffic are presented. The results show that while hybrid-electric aircraft could potentially reduce noise emissions at the single event level, the increased flight frequency leads to larger cumulative noise areas. Although the noise affected areas are not directly proportional to the number of people affected by the noise due to the low population density surrounding the studied airport, a monetary assessment based on noise related health cost tables from three authorities indicates that the total noise related health cost with the hybrid-electric aircraft in the air traffic network is similar to that of a fleet composed of modern turbofan and turboprop aircraft. While the assessment is sensitive to the operational aspects of air traffic, the use of two historical runway usage data results in a consistent conclusion in total noise related health cost along with quite different noise footprint patterns. In terms of CO2 emissions, the introduction of the target hybrid-electric aircraft into the domestic air traffic network could potentially reduce the emissions by 33%. The combined socioeconomic cost-benefit analysis reveals that the increased noise-related cost at scenario level will dominate the concern around local communities when the near-airport aircraft operations can be emissions-free from full electric landings and take-offs. For the studied case, the noise issue could result in a total health cost increase of 33-87% from scenario 2024 to 2050, depending on the authority-specific cost tables applied.

Winter navigation in the Bay of Bothnia relies on a highly adaptive routing system coordinated by icebreaker services, where commercial vessels follow routes instructed by icebreaker officers based on prevailing ice concentration, thickness, ice drift, and operational constraints. Planned offshore wind farms (OWFs) introduce fixed structures into this dynamic environment, raising concerns that they may constrain routing flexibility, alter local ice conditions, and increase operational risks during winter navigation. At present, however, systematic knowledge on how OWFs spatially interact with winter shipping routes in the Bay of Bothnia is limited. The aim of this pre-study is to provide an initial, evidence-based assessment of the potential interactions between planned OWFs and winter navigation. Specifically, the study seeks to identify where OWF areas overlap with winter shipping routes, examine how these overlaps change under different winter severity conditions, and capture operational concerns and risk perceptions from experienced winter navigation stakeholders. The analysis combines AIS-based reconstruction of winter ship trajectories with ice-condition data and stakeholder input. Cargo vessels and tankers are analysed using an intersection rate, defined as the percentage of unique vessels whose winter routes intersect each OWF area each winter month. The icebreaker activity is analysed separately. Ice conditions are characterised using Copernicus Marine Service data on ice concentration, thickness, and drift, together with a winter-severity indicator derived from multiple sampling points across key traffic corridors and OWF zones. In parallel, qualitative insights are collected via an online questionnaire and in-depth interviews with shipmasters with experience in winter navigation. The study covers four representative winters, spanning mild, normal, and severe ice conditions. The results show that traffic in the Bay of Bothnia is consistently concentrated along a limited number of entry and exit corridors that shift geographically in response to ice conditions and wind-driven ice drift. OWF areas located along these dominant corridors experience the highest interaction with winter shipping. Under mild ice conditions, traffic is more dispersed. In contrast, during normal and especially severe winters, routing options become increasingly constrained, leading to pronounced concentration of vessel traffic through specific corridors and, consequently, through certain OWF areas. In contrast, OWF areas characterised by persistently heavy ice tend to experience reduced traffic during severe conditions, as vessels divert toward more navigable coastal or icebreaker-assisted routes. Stakeholder feedback reinforces these findings and highlights loss of manoeuvring space as the primary concern associated with OWFs in winter conditions. Shipmasters emphasise that routing flexibility is essential to ease winter navigation, convoy operations, and emergencies, and that fixed offshore structures may worsen ice deformation, ridging, and rubble accumulation, particularly when multiple structures are located in confined areas.

In Sweden, air routes to 12 destinations are operated in the form of Public Service Obligation (PSO), where the bidder who meets the requirements and does so at the lowest cost to the state receives a concession on a certain route for a period of, currently, four years. The Swedish Transport Administration, which has funded this study, has the ambition to introduce climate criteria as an added value that should be taken into account when assessing the tenders in order to thereby reduce the climate impact of the procured air routes. The purpose of this study is to identify and assess such possible climate criteria and synthesize the results in the form of a step-by-step model for the inclusion of climate criteria in the procurement process. These criteria should reward a truly positive (additive) climate effect in relation to competing tenders and should also be possible to implement from a legal perspective, not least in relation to the EU's regulatory framework. The study is based on an analysis of publications and eight interviews with relevant actors. The possible criteria that have been analyzed are as follows:

1. Share of sustainable fuel (including electricity) that meets EU criteria2. Energy efficiency3. Greenhouse gas emissions, including the fuel cycle4. Greenhouse gas emissions, including the fuel cycle and aircraft manufacturing5. Use of powertrain that uses electricity or hydrogen in whole or in part

We have identified criteria 2 and 3 as the most relevant, at least in the short and medium term. A necessary component if the added value of climate criteria is to be included in the tender process is reliable and accessible emissions data. We have identified the necessary criteria for such emissions data and have inventoried a number of different emissions calculators, but have not been able to find any that currently meet all the criteria. We see the following step-by-step approach as a suitable model for incorporating climate criteria into the procurement process, when a suitable emissions calculator is available.

Schematic model for including added value for climate benefits in the tender process

1. Overall principles 

- Either greenhouse gas emissions (including the fuel cycle) calculated as carbon dioxide equivalents (GWP-100) or total energy use are used.- In the case of only turboprop aircraft, high-altitude impacts through contrails etc. can be ignored- Only emissions caused by the minimum requirement for the number of flights are included.

2. Source of emissions data or fuel consumption

- All tenderers should refer to the same data source (see below)- A data source/emissions calculator should be selected that meets the criteria we have identified in section 4.3. At the time of completion of this report (May 2926), the authors were unable to identify any emissions calculator that met these criteria.- As most data sources are continuously updated, a date needs to be set when the data is extracted to estimate the added climate value in the tenders.- For direct emissions, the selected emission source/calculator as above is used.- For upstream emissions associated with the production of the aviation fuel, the best identified source when the procurement is carried out should be used- If turbojet aircraft are included in the tender procedure, a high-altitude factor needs to be applied. We recommend until further notice (May 2026) to use the scaling factor of 1.7 in accordance with Lee et al. (2021). However, it should be noted that this is a very complex area and that new knowledge is likely to revise this figure.

3. Handling of possible inclusion of SAF

- We recommend not including SAF (Sustainable Aviation Fuel), mainly because SAF reduces the formation of contrails when used at high altitude, which is not the case in the procured traffic.- If SAF is nevertheless allowed to be used to provide added value, additivity needs to be ensured. This means that refueling needs to take place at airports with fewer than 800,000 passengers per year or that purchases are made on the “voluntary market” where the fuel is not included in the EU quota obligation (ReFuelEU Aviation).- When calculating SAF's relative emission reduction compared to fossil fuel, a source such as ICAO (2025) can be used.

4. Weighing the emissions with the monetary cost of the tenders

- Valuation of the emissions should be done monetarily so that one can add to the financial cost and directly obtain a one-dimensional evaluation variable.- We recommend using ASEKS's carbon dioxide valuation which is currently (May 2026) 2.51 SEK/kg CO2 for the year 2027 and then rising to 3.07 SEK in 2031.

The policy proposals currently being discussed within the International Maritime Organization (IMO) to reduce greenhouse gas (GHG) emissions from shipping are briefly analyzed. The four proposals include a levy for GHG emissions from marine fuels and/or a GHG intensity-based fuel standard, that regulates the gradual reduction of the GHG intensity of marine fuels, as well as some kind of reward system for zero and near-zero fuels. The proposals are analyzed, from a Swedish perspective, regarding their potential impact on GHG emissions and climate goals, selected transport policy goals and other relevant environmental goals, the state budget, as well as on Swedish companies and citizens. The impact is mainly analyzed separately, i.e., without considering the effect of other policy instruments. However, the relationship to the Fuel EU Maritime regulation is discussed regarding the impact on emissions. The proposals are relatively similar from an overall perspective but differ in technical aspects of how a fuel standard should be met, for example level, to what extent there should be flexibility mechanisms such as trading with surplus emission units and whether they should allow for revenue generation. The proposals also differ regarding whether a specific levy is included, and the levels of such a levy. As several impacts of the suggested instruments are uncertain and depend on factors such as the level of reduction requirements of the fuel standard and of the magnitude of the levy, it is difficult to discuss in general terms the extent to which they will give additional impacts compared to the Fuel EU Maritime policy measure. However, the proposal from Austria et al. includes more ambitious emission intensity reduction requirements than Fuel EU Maritime and may then lead to additional consequences for the shipping sector. How fast the fuel standard's requirements for GHG intensity are tightened has a significant impact on the total climate impact from Swedish related shipping (and shipping in general). The state budget can be affected by the influence on state-procured traffic that is deemed to be covered by the policy proposals. Ship segments with relatively high fuel consumption per transport work such as RoRo and RoPax ships (which make up a significant part of Swedish-related shipping) are affected to a greater extent by the policy proposals but may also have potential to reduce their emissions. For certain Swedish industry, for which the transport cost is an important part of the product value, the policy proposals could result in a competitive disadvantage. The levy levels mentioned are not expected to be higher than the levels that the allowance units within the EU ETS are expected to reach in the future.

The global shipping industry is under increasing scrutiny for its contribution to greenhouse gas emissions, and it is a challenge to find sustainable and cost-efficient solutions to meet new and stringent climate reduction targets. This study uses life cycle assessment and life cycle costing to evaluate five main decarbonization strategies to reduce climate impact from ships: uptake of e-fuels, blue-fuels, biofuels, battery electric propulsion, and onboard carbon capture technology. The environmental impact, the economic performance, and the total costs of abating carbon emissions of a total of 23 decarbonization pathways are investigated. The life cycle assessment and life cycle costing are performed on prospective scenarios considering three ship types: bulk carrier, container ship, and cruise ship, and incorporate future development uncertainties. The results show that electro-fuels in the form of e-ammonia, e-methanol, and e-liquid hydrogen in fuel cells offer the highest climate mitigation potential of more than 85% compared to the use of marine gas oil in internal combustion engines. Biofuel options have a reduction potential of up to 78%, while blue-fuel and onboard carbon capture have lower climate reduction potentials of up to 62% and 56%, respectively. Bio-methanol has the most promising cost outlook with a carbon abatement cost of around 100h per tCO2eq. Onboard carbon capture technologies have a carbon abatement cost of around 150–190 h per tCO2eq. While they can serve as a short-term transitional solution, they have a higher environmental impact and offer limited potential for climate mitigation. E-Ammonia appears as one of the most cost-effective solutions among e-fuels. Development of policy measures and investments in renewable energy infrastructure are necessary for the growth of e-fuels production, as affordable and renewable electricity is vital for the viability of e-fuels in shipping. The uncertainty and sensitivity analysis show the influence of primary energy sources on carbon abatement costs which will be key to understand the effectiveness of policies and to develop strategies to support the shipping industry’s transition to a sustainable future.

EU recently decided to include shipping, meaning all intra-European shipping and 50% of extra-European voyages, in the EU Emissions Trading System (ETS) beginning in 2024. This article provides an early assessment of the impacts of the EU ETS on the shipping sector’s potential reductions in greenhouse gas emissions for different types of ships. It further examines selected mitigation measures and the impact on modals split and costs. The study employs a mixed-methods approach combining quantitative estimates (based on data from the EU monitoring, reporting and verification system) with qualitative data and information from interviews with key actors and from previous literature. This approach aims to provide a comprehensive understanding of the impacts of the EU ETS. The inclusion of shipping in the EU ETS is expected to introduce significant incentives to reduce emissions. We estimate that switching to bio-methanol at an emissions allowance price of €90–100/tCO2 will be cost-effective for a minor share of shipping segments (representing about 0.5-5% of all ships), whereas at a price above €150/tCO2 it could be cost-effective for a considerable share (potentially 75%) of ships. In the short term, the costs incurred by the EU ETS will be passed on to transport customers as a surcharge. The increased cost may, unless properly addressed, drive carbon leakage. Meanwhile, a modal shift away from shipping may occur in the roll-on, roll-off (RoRo) and roll-on passenger (RoPax) segments due to direct competition with road and rail transport and the relative ease of shifting to other modes of transport.

I samband med regleringsbrevet för budgetåret 2026 fick Trafikverket i uppdrag att senast den 31 maj 2026 till Regeringskansliet (Landsbygds- och infrastrukturdepartementet) redovisa åtgärder och effekter kopplade till initiativet Kraftsamling för ett närmare Sverige.

Trafikverket ska redovisa vidtagna åtgärder och realiserade effekter kopplade till det myndighetsövergripande initiativet Kraftsamling för ett närmare Sverige. Redovisningen ska särskilt omfatta åtgärder som har genomförts respektive planeras att genomföras för att förbättra Trafikverkets interna styrning, uppföljning och effektivitet.

Denna rapport utgör Trafikverkets redovisning av realiserade effekter och av fortsatta åtgärder som planeras för att öka myndighetens fokus på kund och omvärld, stärka leveransförmågan samt öka den inre effektiviteten. 

Investering i järnvägsinfrastruktur görs med 60 års kalkylperiod. För att säkerställa en samhällsekonomiskt effektiv investering behöver både den nuvarande transportefterfrågan och framtida behov beaktas. För att kunna göra detta behöver inte bara nuvarande flaskhalsar och trångsektorer adresseras utan också framtida sannolika förändringar i efterfrågemönster och möjliga senare investeringar i infrastruktur beaktas. En viktig fråga blir då att framtidssäkra infrastruktursatsningen. En generell regel i det sammanhanget är att möjliggöra effektiv användning av infrastrukturen för olika sannolika framtidsscenarios. Följande rapport beskriver resultatet av en förstudie i vilken tre olika ansatser har prövats: en ansats vilken baseras på att generera många olika trafikeringar och beräkning av transporttider vilka därefter utvärderas med Max-Plus algebra, en ansats baserad huvudsakligen på sannolikhetsberäkningar och en ansats där kombinatoriken för de möjliga framtida tidtabellerna (tågordningarna) ”internaliseras” i sannolikhetsberäkningar och där en vägd skattning för framtida genomförandetid för en bestämd mängd tåg med avgångstider inom ett tidsfönster kan beräknas med Critical Path Method, CPM. Vi har funnit att den tredje ansatsen har förutsättningar att kunna utvecklas vidare medan den första ansatsens resulterar i ett ohanterligt stort antal fall att undersöka medan den andra ansatsen snabbt blir mycket komplex med ökande antal tåg. Vidareutveckling av den tredje ansatsen inbegriper introduktion av sannolika beroenden, vilket visas i rapporten med exempel. Utöver introduktionen av beroenden med sannolikheter återstår att utveckla en utökning av CPM med enklare resurshantering, till exempel hantering av flera tåg samtidigt. Detta bedöms som nödvändigt för att minska kombinatoriken och arbeta med sannolikheter för händelser snarare än att undersöka många olika trafikeringar för sig.

Bio-asphalt with bio-extended bituminous binder, where a renewable binder partially replaces petroleum bitumen, is a promising solution to reduce the asphalt industry’s fossil dependence and climate impact. This study has investigated how a bio-binder affects the long-term performance and climate impact of asphalt mixtures. The study focused on bio-extended bituminous binders containing Tall Oil Pitch (TOP) and a polymer-modified bitumen (PMB) with a biogenic component as alternatives to conventional bituminous binders. The methods in this study include laboratory testing of binders and asphalt mixtures, such as ageing, rheology, fatigue, cracking resistance and water sensitivity. A life cycle assessment (LCA) has also been carried out to assess the climate impact from raw material extraction to pavement (construction stage, life cycle phases A1-A5 according to European standards for sustainability of construction works), with a special consideration of biogenic carbon (part of life cycle phases C/D according to the European standards). The results show that bio[1]extended binders with TOP meet technical requirements for bituminous binders. However, at a higher TOP content, brittleness and reduced fatigue resistance of asphalt mixtures can occur at low temperatures after ageing. The PMB with a biogenic component showed good performance. The LCA shows that bio-extended binders marginally increase the fossil Global Warming Potential, but biogenic carbon accounting according to an alternative method could halve the total climate impact. This study shows that bio-extended binders have the potential to contribute to more sustainable asphalt pavements. For continued development, full-scale trials are recommended, as well as further research on ageing, reuse, alternative adhesion promoter and standardisation of climate accounting for biogenic materials in asphalt.

I denna rapport görs en redovisning av planeringsläget för de kapacitetshöjande åtgärder på järnvägen mellan Luleå och Kiruna som Trafikverket tidigare redovisat i Regeringsuppdrag att analysera åtgärder i transportinfrastrukturen i Norrbottens och Västerbottens län (TRV 2023/42130). I redovisningen ingår också en beskrivning av de dialoger Trafikverket genomför med tågoperatörer, företag och andra myndigheter.  

Inom Trafikverket pågår ett intensivt arbete med att utreda och planera för ett samordnat och effektivt genomförande av åtgärderna på järnvägen mellan Luleå och Kiruna. Enligt de tidplaner som föreligger vid denna rapports färdigställande (2026-05-15) planeras de flesta kapacitetshöjande åtgärderna genomföras mellan 2025–2030, vilket är en tidigareläggning jämfört med den nationella planen för transportinfrastruktur 2022-2033 som detta regeringsuppdrag utgår ifrån. Sedan föregående redovisning har planläggningen av åtgärderna fortsatt framåt och produktion av flera åtgärder pågår. Järnvägsplanen för Murjek, förlängning av mötesstation har fastställts, men har överklagats. Två åtgärder har fått beslut om byggstart (år 1-3). Det innebär att endast Luleå C ombyggnad av personbangård (etapp 2) saknar byggstartsbeslut eller beslut om förberedelse för byggstart. Tre åtgärder har sedan föregående redovisning byggstartat och för totalt fyra åtgärder pågår därmed produktion.  

I den nyligen fastställda nationella planen för transportinfrastruktur 2026-2037 tillkommer ytterligare två åtgärder på Malmbanana, Kalixfors bangårdsförlängning samt Kaisepakte, 3-spårsstation. Dessa ingår inte i detta uppdrags redovisning. 

Trafikverket har fortsatt dialogerna med operatörer, myndigheter, företag och andra intressenter för att effektivisera genomförandet av åtgärder. Detta har bl a resulterat i,  

• ett mer precist underlag till tågplaneansökan vilket också ökat produktionssäkerheten för operatörerna  
• avvägda banarbetstider utifrån genomförande och trafikalt perspektiv  
• åtgärder för att öka effektiviteten vid genomförandet av åtgärder på Malmbanan.
• en kapacitetsplan för Malmbanan

Trafikverket har också dialog med berörda myndigheter i Norge för att koordinera banarbeten mellan länderna. 

I den nya överstatliga EU-förordning rörande kapacitetstilldelningen på järnväg får infrastrukturförvaltaren ett överordnat ansvar för effektiv användning av infrastrukturen genom förplanering av banarbeten och ett utbud av förplanerade tåglägen. Infrastrukturförvaltaren får en ny roll som i denna rapport benämns ”den ställföreträdande kunden”. Rollens uppgift är att förstå marknadens behov av transporter, både resande och godstrafik, och översätta dessa till förplanerad kapacitetsanvändning inkluderande synkronisering med underhållsarbeten, generell fordonsanvändning och andra villkor och restriktioner. Följande rapport presenterar en operationsanalytisk ansats för att ta fram grunderna för ett beslutsstödsystem som stöttar infrastrukturförvaltaren i sin nya roll med att ta fram ett optimerat urval ur en större mängd alternativa potentiella tåglägen, given efterfrågan på transporter. Urvalet baseras på modellerad marknadsattraktivitet genom att boka / allokera transportuppgifter till ett urval av tåglägen, men också på genomförbarhet såsom begränsad tillgång på resurser och användningen av dessa kopplat till operativa kostnader för till exempel fordon. Den grundläggande optimeringsmetoden är känd inom området Operationsanalys, ”Set partition”. Beräkningsmetoden har tidigare visat sig mycket effektiv i liknande sammanhang samtidigt som förmågan att representera alla de typer av krav, önskemål och restriktioner som finns på trafikupplägg skulle kunna utgöra en begränsning. Rapporten presenterar ett antal olika sådana krav och hur de kan tolkas i metodens formalism tillsammans med ett antal exempel, vilket tillsammans visar att beräkningsmetoden är tillämplig på detta problem och kan ligga som grund för ett framtida beslutsstödsystem för den ställföreträdande kunden.

Riverine flooding is a naturally occurring hazard resulting from extreme river flows associated with heavy rainfall events. During recent decades, the frequency of such floods has increased in many places around the world due to the occurrence of unexpected heavy rainfalls. Thus, authorities are urged to conduct flood risk assessment (FRA) in riverine areas to obtain a better understanding of the probability and impact of floods. This study focuses on developing a methodology to assess flood risk in rivers that yields information at sub-catchment level to be used as a tool in flood risk management. The FRA was conducted through a three-step procedure that includes: (1) determination of need for assessment; (2) hazard level assessment, (3) and exposure level assessment. The need for assessment was defined by identifying locations with buildings and critical infrastructure within a 1-km zone from the riverbanks. The hazard level assessment was conducted for each sub-catchment based on the return floods that cause a critical flood depth above the riverbank. This study identified a depth of 0.5 m as the critical flood depth and classified sub-catchments into five hazard level classes based on return flood periods ranging from 2 to 50 years. Hydraulic analysis for the hazard level assessment was carried out using the simple hydraulic equations, integrating high-resolution LiDAR data, topographic data, and flow data. Exposure level analysis was performed to identify infrastructure and buildings exposed at 100- and 200-year return floods. The FRA methodology was applied to the Lagan River in Sweden. Results showed that sub-catchments along the Lagan River exhibited different hazard level classes and varying exposure to flooding. The developed methodology can be used by authorities for decision-making regarding flood risk management at sub-catchment levels, particularly in regions with critical infrastructure and high population density near rivers.

The estimation of accurate scour depth at bendways, which often occurs in the vicinity of bridges, is a crucial step in designing effective river bend protection strategies. However, the traditional approach to estimate scour depth using empirical equations often yields considerable uncertainties. Hence, this study proposes and tests a new approach using Multiple Linear Regression (MLR), Decision Tree Regression (DTR), Gradient Boosting Regressor (GBR) and K-nearest Neighbors Regressor (KNR) machine learning (ML) algorithms to estimate maximum scour depth at bends. ML models utilized 201 diverse field data measurements from previous studies on river bends characterized by fine-coarse sand bed material, widths of 36-8,490 m, and water depths of 2.6-22.8 m. Primary factors which influence scour depth at bendways include radius of curvature, width of the river, water depth at upstream of the bend, bed slope, soil particle size and flow velocity. These factors were used as input variables to the ML models. The ML models were calibrated using 80% and then were tested using 20% of the dataset. To evaluate the models, mean squared error, mean absolute error, coefficient of determination (R2) and explained variance score were calculated. The results depicted that all models generate acceptable results and the GBR model performs best with a R2 value of 0.95.

Contraction scour at bridges occurs when the flow cross section is reduced by the bridge structure. In this study, a model was developed to predict the equilibrium contraction scour depth at a bridge using readily available data. This approach can be applied to assess contraction scour on a catchment scale in the initial phase of a study. The model was validated using laboratory measurements, achieving a satisfactory agreement with the experimental data, as indicated by an R² value of 0.91. The proposed model was then applied to investigate the equilibrium scour depth due to contraction for 27 bridges along the Rönne River in south Sweden under extreme flow conditions.

Cyclists are a vulnerable group in traffic, where single accidents account for a significant proportion of accidents, and slippery surfaces are often a common contributing factor. Information about whether and how cyclists braked before losing-of-control (LoC) is often missing. To better understand LoC situations, new naturalistic data are needed that capture the cyclist’s behavior a few seconds before the accident.

For motorcycles, anti-lock braking system (ABS) is already mandatory within the EU, and several studies have shown that the ABS technology reduces both the number of accidents and the accident severity. For bicycles and e-bikes, however, only few studies exist. Injuries caused by front-wheel-lock, over-the-handlebar accidents, and panic braking on slippery surfaces indicate that ABS could improve traffic safety.

The project aims, first, to investigate the potential of ABS for bicycles, particularly e-bikes, since the BikeModel study found that e-bikes increase cyclists’ average cycling speed by 7–31 percent and overall cycling speed by about 3.6 km/h compared to regular bicycles. Moreover, an e-bike is approximately 6–10 kg heavier than a standard bicycle, with a total weight of around 20–25 kg for a typical e-bike model. Combined, higher speed and greater weight mean that more braking force is required to achieve the same deceleration as on a regular pedal bicycle. The second aim of the project is to propose a testing strategy that can be used to systematically evaluate ABS technology.

Based on the discussions during the workshop the author proposes a stepwise test strategy with three levels: basic tests on asphalt and gravel, intermediate-level tests involving panic braking on slippery surfaces, and advanced scenarios including evasive maneuvers and downhill braking.

The report concludes that ABS for bicycles has potential to prevent accidents by helping the cyclist maintain control when one or both wheels lock (LoC), by allowing the cyclist to safely reduce speed before reaching a LoC situation, and by enabling a significant reduction in speed before a possible crash. However, further research and systematic testing are required to fully assess its effectiveness, particularly in relation to cyclist behavior.

Det sker en revolution inom sensorområdet med AI, nya sensorkoncept och nya sensorer. Förstudien RAIL-SENSE har undersökt hur förutsättningarna är att sjösätta ett projekt som undersöker hur nya sensorer kan användas och utvecklas för att ge ett effektivare och säkrare järnvägsnät. I början av förstudien undersöktes förseningsdata med orsakskoder som erhållits från Trafikverket Statistikcenter. Denna analys gjordes för att sammanställa de vanligaste förseningsorsakerna i tågtrafiken. Orsakerna har i sin tur utnyttjats för att ta fram lämpliga scenario enligt arbetspaket 1 (AP1). Dessa scenarier har sedan används som underlag till mätningar i arbetspaket 2 (AP2) i förstudien. Under slutet av maj genomfördes mätningar vid Tortuna Testcenter (TTC), enligt AP2. För att genomföra mätningar upprättades avtal mellan Trafikverket, BTH och KTH. Mätningarna som gjordes på TTC baserades på de scenario som framkommit i AP1. Vid experimentet brukades en ny typ av radarutrustning, lidar och kameror. Experimenten utfördes på stationsområdet och vid en vägkorsning enligt föreslagna scenario. Analyser av data har visat att experimenten var framgångsrika och delar av resultaten kommer att presenteras vid vetenskapliga konferenser under 2026. Dessa analyser tillsammans med slutsatser från AP1 har resulterat i projektansökan RAIL-SENSE+. TG0 ansökan av RAIL-SENSE+ har beviljats och en TG2 ansökan lämnades in i januari 2026. Alla mål i förstudien är nu avklarade. Vi har därtill presenterat

A literature review has been conducted on the drainage of railway and road superstructures. The drainage system consists of inclined drainage layers within the structure, transverse and longitudinal drainage pipes, and open or covered ditches alongside the railway and road structures. Only free, unbound water within the road structure can be conveyed away. The design of the drainage system may be based either on equal rates of inflow and outflow or on the time required for a specified level of drainage to be achieved after the inflow has ceased. The aim of the project is to provide a basis for methods of design and structural configuration of robust drainage systems for road and railway superstructures. Efficient drainage limits the deterioration of the superstructure. Over time, the drainage capacity deteriorates as voids in granular materials become clogged with fine particles. This is due to degradation under repeated loading or the infiltration of fine material from external sources. Geotextiles and perforations in drainage pipes also become clogged over time.

In industry and academia, the autonomy level of computerized systems is today being characterized by a singular dimension ranging from fully human labor (zero automation) to full automation with no human involvement. However, with more capable artificial intelligence supporting the human, it is increasingly relevant to understand what kind of cognitive control work that is automated. A system that can perform advanced cognitive tasks (e.g., adaptation to new control situations) is very different from one that can only perform basic tasks (e.g., lane keeping). These questions become relevant when designing or evaluating human-AI systems, namely how the cognitive work shall be distributed among the human and the AI agent, and, crucially, what kind of cognitive work they will perform together. Therefore, in this article, the aim is to support the inclusion of the cognitive dimension in systems assessment. As an analysis tool, we propose to include the Levels of Autonomy in Cognitive Control (LACC) jointly with the established and widely used Levels of Automation (LOA). We describe the approach and its bidimensional LACC-LOA matrix assessing six digital assistant concepts in the aviation domain with different levels of cognitive power. In our study, we considered one key scenario from each use case, through an online workshop format. In sum, the LACC-LOA assessment method granted considerable granularity to our understanding not simply of “who/what is in charge?,” but “in charge of what?” Most of the use cases examined straddled not one but several LOAs, and the LACC added a useful dimension showing where the core “cognitive work” resided in these LOAs for human and AI. More generally, this extended mapping has implications for determining how the introduction of AI-based systems could affect human agency in the system.

In recent years, extreme flow events in rivers have become more frequent and caused numerous bridge failures worldwide. Such events increase headwater levels in the rivers that may cause water to flow over the bridge deck, referred to as bridge overtopping. This is one of the primary factors affecting bridge functionality, possibly leading to failure. In general, bridges are designed and constructed to withstand certain extreme hydraulic events without inter-rupting the serviceability during the design life. However, changes in the catchment physical characteristics as well as in the climate patterns have increased the likelihood of extreme flow events occurring, which can ultimately create conditions for bridge overtopping not anticipated in the planning and management of bridges. Hence, there is an urgent need to reassess bridge structures for potential overtopping under current and future flow conditions. This study presents a method to assess the likelihood of overtopping of bridges in connection with extreme flows applied to several rivers in South Sweden, including Viskan, Rönne, and Lagan Rivers. The method adopted simplified hydraulic equations in combination with LiDAR data (for geometrical and topographic properties of river sections and bridges) and flow data for the bridge overtopping assessment.

Study region: Rönne River, Säve River, and Höje River, Sweden. Study focus: River-induced flooding in coastal areas results from a multitude of drivers interacting in complex ways. The primary drivers are sea level (SL) and river flow (Q) that often exhibit coherent behavior to be considered in flood risk management. To describe and quantify the compound effects of SL and Q on flooding, a methodology was developed involving hydraulic simulations with long time series of data yielding statistical properties of output quantities such as river water level and flooded areas. Dominance analysis was conducted to quantify the relative influence of SL and Q on river water level along reaches. Also, simplified, empirically based equations were derived to predict the river water level at any location based on SL and Q. New hydrological insights for the region: The long-term simulations revealed that the relative influence of SL and Q on the river water level changes significantly from the coast to upstream. For example, at the R¨onne River, influence of SL decreases from 90 % to 20 % between 1 km and 11 km from the coast. Meanwhile, influence of Q increases from 10 % to 80 % over the same distance. The simplified equations derived to predict the water level can be used by stakeholders to forecast flood events or in risk assessment where many alternatives need to be considered.

The results from the literature study are not particularly comprehensive. A few studies have been found that study the effects of design where barrier lines attempt to control behavior during lane changes, weaving movements and interchange movements. The results of the empirical study in four different intersections, two on-ramp sections, one interchange section and one exit section gave slightly varying results. At the on-ramp section in intersection Moraberg, the biggest change in behavior was that traffic on the on-ramp changed lanes over a longer distance, i.e. more people changed lanes later, this should mean that they had a higher speed and that the speed differences should therefore be smaller between through traffic and on-ramp traffic. The rule violations were about 2% in sections 1-3, which is comparable to other longer barrier lines in Stockholm. However, no analysis of any difference in capacity could be carried out because there was no congestion situation during the studied period. No behavioral study has been conducted on the on-ramp section at the Tensta interchange. Instead, a study of congested situations was conducted before and after the implementation of the barrier line between K1 and K2, to assess whether the design provides an additional capacity. The result shows that no significant change in capacity has occurred; it is essentially the same before and after the measure. The result of the study for the interchange section in the Skeppartunneln shows unchanged or a minor increase in the flow through the interchange section, but a significant increase in speed has been achieved. This is somewhat contradictory and may mean that there is another bottleneck upstream of the interchange section. Alternatively, the capacity is right around the flows that have been measured and a small increase in capacity can provide significant contributions in the form of a speed increase. In the observation study of the exit at the Hallunda interchange, no abnormalities were found at all and it was therefore considered hopeless to proceed with this exit and implement a barrier line between K1 and K2. In summary, the project's conclusion is that implementing a barrier line at the on-ramp does not appear to result in any change in capacity. An extended barrier line for the traffic flow with the lowest flow at the interchange section with 1+1 lanes can result in an increase in capacity, however, in the case studied in the Skeppartunneln, an upstream bottleneck may have affected the result where a significant increase in speed has occurred. Alternatively, the capacity is right around the flows that have been measured and a small increase in capacity can make a significant contribution in the form of a speed increase.

Wind-assisted ship propulsion (WASP) using rigid wingsails has attracted increasing attention as a promising approach for reducing fuel consumption and greenhouse gas (GHG) emissions in maritime transport. While previous studies mainly focused on the aerodynamic performance of individual sails, the aeroelastic behavior and aerodynamic interaction of multiple wingsails remain insufficiently understood. This study investigates the fluid–structure interaction (FSI) of a triplewingsail system using a two-way coupled framework. The aerodynamic flow field is simulated using computational fluid dynamics (CFD) with an improved delayed detached-eddy simulation (IDDES), while the structural response of the wingsails is computed using dynamic finite element analysis (FEA). Three apparent wind angles (β = 60°, 90°, and 120°) are examined. The results show that the upstream wingsail experiences larger deformation due to wake interaction from downstream wingsails. The dominant structural oscillation frequency is close to the natural frequency of the wingsail, indicating strong aeroelastic coupling. Aeroelastic deformation slightly modifies the lift coefficients but has a more noticeable influence on drag and load distribution along the wingsail span. These findings improve the understanding of aeroelastic effects in multi-wingsail propulsion systems.

Myndigheten för civilt försvar bedriver en flerårig analys- och studieprocess benämnd civil perspektivstudie. Denna syftar till att skapa framtidssäkrade och välförankrade underlag till regeringen om den långsiktiga förmågeutvecklingen inom det civila försvaret och krisberedskapen. Under 2025 och början av 2026 har tio beredskapssektorer genomfört sektorsstudier. Framtida möjligheter, hot och utmaningar samt förmågebehov kopplat till kriser och krig har diskuterats och ett arbete har inletts med att skapa underlag om möjliga lösningar för att möta dessa i form av så kallade sektorskoncept. 

Denna slutrapport är en sammanfattning av beredskapssektor transporters viktigaste slutsatser från arbetet och utgör beredskapssektorns underlag till Myndigheten för civilt försvars fortsatta arbete inom civil perspektivstudie.

In most organizations, staff drive or travel in different ways as part of their work. For example:

• Delivering goods.
• Transporting people by taxi or bus.
• Travelling by bicycle, moped, or car when visiting customers or patients.

This text explains why road traffic safety matters and how your organization can address it.

I de allra flesta organisationer finns det personal som kör eller förflyttar sig på annat sätt i arbetet. Några exempel:

• Det kan vara bud och leveranser av olika varor.  '
• Det kan vara transporter av personer, som till exempel med taxi eller buss.
• Det kan vara resor med cykel, moped eller bil som medarbetarna gör hem till kunder eller patienter.

Den här informationen handlar om var­för det är viktigt att arbeta med trafik­säkerhet och hur din organisation kan arbeta med det. 

Groundwater systems support vital services and benefits to human well-being, but underground construction and the associated leakage of groundwater may impair the capacity of these systems to perform their essential functions and provide vital services. Leakage of groundwater into underground constructions must therefore be managed to reduce the risk of negative impact due to lowering groundwater levels in the surrounding hydrogeological environments. The overall aim of this thesis is to develop methods and present examples of how the well established risk management process according to the International Organization för Standardization (ISO) can be applied to manage hydrogeological risks in a sustainable and transparent manner. Four studies were carried out and specific contributions from the studies include: a risk-management framework for developing decision support for leakage management (Paper I); a method and example for identification of leakage induced risks (Paper III); a method for translating risks and risk-mitigation measures into relevant cost and benefit items to be valued in a risk-based decision analysis (Paper II and III); model chains for risk analysis and risk evaluation using CBA and CEA that allow for updating when new information is available (Paper II and IV); and methods for monetization of costs and benefits (Paper II and IV). Results from the studies in this PhD thesis all constitute key aspects of a successful and transparent risk management process and thus decisions on implementation of risk-mitigation measures. The thesis also provides a discussion on the importance of probabilistic modelling and transparency when developing models, the need to consider relevant boundary conditions that result in limitations regarding possible decisions, the limitations of using CBA or CEA for risk evaluation, as well as the task of taking a decision based on the decision support provided by the framework and methods presented in this thesis. Recommendation on how to apply the framework and the methods is also presented. As a final part of the thesis, the main conclusions from the thesis are presented and the need for further studies and developments of methods are discussed.

Groundwater leakage into underground constructions can cause groundwater drawdown and subsequently costly damages to objects impacted by changes in groundwater conditions. In order to reduce the damage risk, risk-reducing measures can be implemented. When implementing measures, society’s limited resources must be carefully managed by balancing the costs and the benefits (e.g. reduced risk) of the measures. Decisions regarding risk-reducing measures must always be taken under uncertainty since the conditions of the hydrogeological system cannot be fully known. In this thesis, a generic framework for management of hydrogeological risks in underground construction is presented (Paper 1). This framework constitutes a structured and transparent approach to the decision process for implementation of risk-reducing measures for groundwater control in underground construction. The framework uses a stochastic and iterative approach for managing the changing level of uncertainty inevitably associated with underground construction. The different modules that constitute the framework are also exemplified by application in a case study (paper 2). The case study focuses on the risk of subsidence damages to the built-up environment (buildings, paved surfaces and pipes) and riskreducing measures in the form of sealing, artificial recharge and reinforcement measures to houses. The framework and methods used within the framework for the risk analysis and risk evaluation have proven useful as decision support for management of hydrogeological risks. The framework has also proven to be an efficient tool in communication of risks both internally in a project but also between the project owner and stakeholders in the society.

Intention recognition is the task of inferring an agent's intention based on its previous actions. It is crucial for human social intelligence which in turn enables understanding of, and the ability to predict, other humans' behaviours, such as for example other drivers' intent to overtake, stop, turn, or switch lanes. For making situation-based decisions, both autonomous and human drivers need to take the intentions of surrounding vehicles into account. This is especially true in a mix of autonomous and human drivers. Existing algorithms and models for intention recognition need to be improved with respect to accuracy, robustness, transparency, and scalability, in order to meet the requirements of the Swedish automotive industry and Trafikverket. It is an open research question how to meet these requirements. This lack of knowledge is a bottleneck for the automotive industry prohibiting the creation of novel advanced and intelligent automotive services and products based on social intelligence and intention recognition

Handovers in Human-Computer Interaction (HCI) have so far been treated as a matter of giving control of technology from one to another actor, for example in the handovers of car control in semi-autonomous driving, digital object handoffs in VR, use of smart technology for information sharing, or simply the handovers of app control from mobile phones to laptops. However, handovers are a huge area of HCI research, since it is an essential component of everyday work practices in numerous work domains, with examples such as handovers of information between work shifts, across departments, or even across organizations. In this conceptual paper, we present prior research on handovers in general, analyze specifically handovers’ socio-technical characteristics, and discuss handovers in various work domains and their cross-domain characteristics. Based on the purpose of handovers, we propose a novel HCI research agenda of Generative AI -supported handovers across various work domains.

Despite the breadth of change management research, limitedattention has been paid to how change management practices areadapted to specific organizational contexts. This review addressesthis gap by examining how context is conceptualized in relation tochange management. Based on a contingency approach, whichunderscores that processes and structures of an organization needto be adapted to the context for the organization to be successful,73 papers are synthesized into six themes: (1) Perspective oncontext; (2) Internal and external contextual factors; (3) Assessmentof contextual factors; (4) Perspective on change in change strategy;(5) Influence of contextual factors on the change managementprocess; and (6) Evaluation of results. The findings reveal that mostof the papers adopt an entity perspective on context, meaningcontext influences change, while about a quarter adopt the processperspective that context and change coexist. Contextual factorsinfluence all phases of change but how is unclear. Most papersrecommend assessing context before change, while some studiesstress the need to reassess context during implementation. Thereview highlights theoretical and practical gaps and closes with adiscussion of how managers might navigate and integratedivergent perspectives on context to adapt change managementpractices effectively.

This paper contributes to the long-ongoing research on control room work by exploring the work practices of traffic controllers and information officers in the domain of train traffic. This study examines how distributed, socially, spatially, and temporally dynamic work activities are enacted within train traffic control rooms. By exploring the situated knowledge of traffic controllers and information officers, we identify the challenge of maintaining remote engagement with, and attachment to, places beyond the control room. By employing a workplace study approach, the paper illustrates how the workers manage the demands of being distributed and dependent on artefacts, as well as their acquired ability to ‘see’ the rail, while physically present elsewhere. We introduce the concept of ‘sense of place’ to better understand the remote aspects of work and how workers develop and maintain their engagement with railway operations in locations far from their own. To conceptualise this phenomenon, we introduce a new term—remote situatedness. This concept integrates cognitive and technological aspects of enhanced seeing with the sense of place, capturing professionals’ ability to engage with distant locations. Our findings highlight three key examples: Mutually enacted situated seeing, Mediated sense of place, and Failed sense of place. These illustrate how remote situatedness is enacted, technologically mediated, and challenged. In conclusion, the paper highlights the need to put the workers’ engagement with their material and social environment at the core of control room research and suggests future research directions for studying work practices from a holistic perspective.

Increased use of robotization, automation, and artificial intelligence (AI) highlights the need for theory development of the digital work environment since such technologies are likely to significantly alter or even totally change human work practices. This paper focuses on how these technologies influence people’s digital work engagement. In an ongoing project, we study how support from these technologies changes the sociotechnical work dynamics and how work engagement can be facilitated in such digital workplaces. The project aims to develop a digital work engagement framework based on input across multiple work domains. The present paper reports on an initial characterization of digital work engagement and presents a synthesis of findings from the first iteration of the envisioned framework. Finally, a discussion on the opportunities and challenges of enabling technologies for the future of work practices is provided.

Att främja gång och cykling är en viktig del av hållbar samhällsutveckling – och det kräver också ett tydligt fokus på säkerhet. 

Att cykla är ett smart val – för hälsan, ekonomin och miljön. Men ett enda fall kan förändra allt. En hjälm halverar risken för allvarliga huvudskador. Den räddar till och med liv. Om alla som cyklar bar hjälm skulle en fjärdedel av de som omkommer kunna överleva. Ta hand om dig och dina nära!

Denna folder är riktad till pendlare och cyklister i allmänhet.

Att främja gång och cykling är en viktig del av hållbar samhällsutveckling – och det kräver också ett tydligt fokus på säkerhet. 

Att cykla är ett smart val – för hälsan, ekonomin och miljön. Men ett enda fall kan förändra allt. En hjälm halverar risken för allvarliga huvudskador. Den räddar till och med liv. Om alla som cyklar bar hjälm skulle en fjärdedel av de som omkommer kunna överleva. Ta hand om dig och dina nära!

Denna folder är riktad speciellt till föräldrar.

Att främja gång och cykling är en viktig del av hållbar samhällsutveckling – och det kräver också ett tydligt fokus på säkerhet. 

Att cykla är ett smart val – för hälsan, ekonomin och miljön. Men ett enda fall kan förändra allt. En hjälm halverar risken för allvarliga huvudskador. Den räddar till och med liv. Om alla som cyklar bar hjälm skulle en fjärdedel av de som omkommer kunna överleva. Ta hand om dig och dina nära!

Denna folder är riktad speciellt till seniorer.

Quantitative analyses were conducted using statistical methods to examine speed data in relation to traffic calming measures. The relationship between the traffic calming measure and actual speed was analyzed for study sites in both rural and urban environments. Three types of analyses were carried out. The dates of implementation for some measures were recorded to facilitate a before-and-after analysis, allowing for the quantification of vehicle speeds prior to and following the measures. The analysis also included a comparison between GPS data and drone-collected data for study sites in rural environments to quantify differences between the datasets. Additionally, a third large-scale analysis was conducted in which three types of models were created for comparisons between different types of traffic calming measures. During the work, the different methods were analyzed to assess their applicability. When analyzing drone and GPS data, it was found that the average speed from the GPS data is a few km/h higher than the average speed from the drone data (for both the mean and the 85th percentile), and this is consistent at several sites. When analyzing longer stretches before and after the traffic calming measures, both drone footage and GPS data in most cases indicate a reduction in speed, but the location of the reduction differs, and the measured decrease can vary significantly. Using the collected dataset, different models were applied to identify and quantify the effects of traffic calming measures at a selection of geographically dispersed sites. Three statistical models for speed analysis were developed, one of which calculates the probability that the 85th percentile speed falls below the speed limit. When comparing the results of the models with each other, all models indicate that the raised intersection produces the lowest speeds, followed by different types of speed bumps and cushions, and the raised continuous GCM passage. Lane narrowing has the second-highest speeds, and refuge islands have the highest speeds. The raised continuous GCM passage and speed cushions are not significantly different from speed bumps, producing similar results.

Summering av SAFER:s aktiviteter under 2025.

SAFER Fordons- och Trafiksäkerhetscentrum på Chalmers är en samarbetsplattform för forskning och kunskapsutbyte där samarbetspartners från samhälle, akademi och industri bygger och delar kunskap för att tydligt bidra till en säkrare vägtransportmiljö för alla. Kunskapsplattformen skapas genom samverkan mellan universitet, forskningsinstitut, industrier, myndigheter och andra relevanta aktörer. SAFER syftar till att bidra till att antalet omkomna och allvarliga skadade i mobilitetssystemet reduceras genom multidisciplinär forskning, samverkan och kunskapsutbyte samt att göra det svenska samhället, akademin och industrin till världsledande inom området säkra transporter.