Connected and Automated Driving (CAD) is an important area of digital technology that will bring disruption to individuals, economies, and societies. Most forms of CAD require some level of infrastructure support for their safe operation. Additional infrastructure and services to support CAD have the potential to improve safety even further, and to bring other benefits such as increased efficiency or reduced congestion. However, the infrastructure requirements from Original Equipment Manufacturer (OEMs) are not always clear, and it is difficult for National Road Authorities (NRAs) to predict and plan for the future levels of support needed for CAD given rapidly evolving technology and uncertain projections of future CAD demand. In addition, there is also a need for better dialogue among NRAs, OEMs and service providers to articulate those requirements and to define a roadmap and responsibilities for achieving safe and smart roads through CAD.

The aim of DiREC is to establish a CAV Readiness Framework and a set of toolkits dedicated to CAVs (Connected and Autonomous Vehicles) that incorporates a wide range of components that affect CAD and the ability of highway infrastructure to support it. These components include machine readability of physical infrastructure, digital services, connectivity, in addition to aspects such as governance of the infrastructure and services, and legal and regulatory requirements. Together these components influence the ability of the NRA to become a digital road operator. The DiREC project will thus provide a framework for NRAs, service providers and OEMs to support CAD. It will consolidate and combine standards, research, and recommendations from other projects and extend research into new areas such as creating a common vision for digital twins among NRAs, understanding connectivity and connectivity requirements to support digital services and analysing how these can be met, reviewing the quality management processes around digital data, and documenting existing legal and regulatory frameworks in all areas relating to CAD.

Due to the many remaining obstacles before reliability and safety can sufficiently be guaranteed for high-level automated vehicles (AVs), teleoperation or remote operation of partially automated vehicles by a human driver has become increasingly interesting to consider. However, remote operation, including remote driving, has so far only received little attention in legal scientific and transportation literature. This paper aims to establish some basic legal matters for remote driving by examining its regulatory development in three different jurisdictions. A combination of methods is employed including an examination of literature regarding AVs and their regulation. The main result is that current regulation in the examined jurisdictions intentionally addresses a future with high-level AVs, but to a large extent excludes regulatory details for remote operation. In conclusion, this paper argues that both present and coming regulation for automated vehicles ought to be more near future-oriented and address the concept of remote operation more explicitly. This, for regulation to be better in touch with current technology, for the benefit of a wider acceptance in society, for legal certainty, but also for innovation support and stability for investments in technology. © 2021 IEEE.

I regeringsuppdraget (I2021/ 02412) framgår att VTI, i samarbete med Trafikverket och Transportstyrelsen, ska utreda förutsättningarna för undantagshantering från de medicinska föreskrifterna med avseende på synfältsbortfall (B-körkort). Vidare ska tre aspekter beaktas: hur andra länder gör, konsekvenser för den enskilde samt samhällsekonomiska konsekvenser. Slutrapporten påvisar att Sverige med gällande rättsligt ramverk inte kan genomföra de förslag som slutrapporten föreslår. Det innebär att det kommer att krävas juridiska förändringar. Givet att dessa förändringar genomförs och att ett nytt förfaringssätt nyttjas visar slutrapporten på att a) positiva effekter för den enskilde individen uppstår, b) samhällsekonomiska vinster uppstår och c) en rättssäker och rättvis prövning är möjlig. 

Slutrapporten redovisar dessutom hur ett urval av andra länder har hanterat handläggningen av individer med synfältsbortfall givet samma EU-direktiv som Sverige regleras av. Det framgår också av undersökningen att samtliga länder, som en förutsättning för undantag från de föreskrivna kraven avseende synfält, tillämpar krav eller rekommendationer om att ett praktiskt körprov ska utgöra del i underlaget för bedömning av körförmågan. 

Kunskapsläget med avseende på körförmågebedömningar för individer med synfältsbortfall redovisas och där framgår med tydlighet att perimetrin som Sverige utnyttjar som underlag för återkallelse av körkort inte kan predicera individers körförmåga. Perimetrin är dock viktig eftersom individer med synfältsbortfall som grupp kan vara olämpliga förare. Slutsatsen som forskningslitteraturen enstämmigt lyfter är att det behövs förarprov (på väg eller i en simulator) för att kunna genomföra en valid bedömning. 

Slutligen innehåller slutrapporten vilka problem (aktiviteter) som kvarstår för att skapa en lämplig och kvalitetssäkrad process. Dessutom presenteras den kronologiska ordning på aktiviteter som behöver genomföras. Kronologin krävs eftersom resultatet av lämplig metod och aktör påverkar det vidare arbetet med avseende på utformning av körprov och rättsligt ramverk. 

Slutrapportens slutsats är att Sverige har möjligheten att genomföra en förändring med avsevärda nyttor. Detta eftersom de valda aktörerna och de valda metoderna existerar idag och därför endast behöver utvecklas i viss mån för att säkerställa att individer med synfältsbortfall erbjuds en kvalitetssäkrad, rättssäker och rättvis process som dessutom bedöms vara samhällsekonomiskt lönsam.

The role of autonomous vehicles to achieve sustainability goals has been much emphasized, but large-scale implementation is still relatively low. It has been suggested, however, that the use of remote operation of automated road vehicles, as a bridging technology, could serve as a key transition and safety approach towards the introduction and implementation of fully autonomous vehicles. Such use could accelerate the transition and facilitate beneficial sustainability effects at an earlier stage. Remote operation is, however, still in its infancy and the legal challenges as well as the question of a dedicated regulatory framework are essential to address. This chapter presents the remote operation concept and its sustainability relevance. Furthermore, it explores the regulatory landscape and the legal challenges associated with remote operation concluding that to serve as a key transition and safety approach these challenges would benefit from being addressed and regulated in a more dedicated and comprehensive way.

Today, residents in villages and rural areas experience difficulties to achieve safe active mobility. This project aims to map the decision-making process for speed legislation different parts of the road network in sparsely populated and rural areas, to highlight the possibilities to consider and promote safe active mobility in the villages. The study has been conducted using legal methods, interviews, site visits, dialogues, and literature reviews. The investigation has shown that there is a general perception among both citizens and stakeholders that the existing legislations regarding how speed limits are determined outside densely populated areas are complex. Overall responsibility, coordination, guidelines, and a desire for a formal dialogue are requested by actors in the decision-making process.

Three main problems have been identified regarding the consideration of active mobility and implementation of appropriate speed limits in dilemma zones. Firstly, there is very limited room to consider active mobility as a reason for speed reduction in these zones. Secondly, insufficient resources are cited as reasons for lack of action and change. Thirdly, the ultimate responsibility according to the Vision Zero concept seems to fall in between different system designers.

Previously, maritime activities such as trade and fishing have been the sole activities at sea. However, with the increased need for renewable energy, the ocean has begun to be utilized for energy extraction, competing for space with maritime activities. In order to effectively plan for the use of the oceans, the EU has adopted a maritime spatial planning directive. Sweden's first maritime spatial plan was established in 2022, and currently, there is an investigation underway regarding amendments to the previously established plans to facilitate the expansion of wind power by an additional 90 terawatt hours (TWh). This pre-study examines the extent to which the interests of maritime activities are legally considered in the previously established maritime spatial plans, how they are proposed to be considered in the upcoming plans, and in the subsequent permit assessments. The focus of the pre-study is on the legal conditions within the exclusive economic zone.

Remote operation of ships is a fundamental concept for the introduction of autonomous shipping. The legal challenges associated with remote operation, despite their crucial importance for the transformation of shipping, have so far received relatively limited attention. The remote operator’s role and responsibilities can be seen as key issues in this context and are discussed and highlighted in this article. A crucial question to clarify from a legal perspective is who or which actor the term remote operator aims at. Also, which tasks and duties do remote operation involve and how does the distribution of these responsibilities look like between different people involved in the operation of a remotely operated ship? Another closely related question in this context is which requirements of competence, skills and training are necessary or relevant for remote operation of a vessel from a remote operation center.

These questions are discussed and analysed below. A summary conclusion of the authors is that the introduction of autonomous shipping and remote operation will require a new kind of role set-up and division of labor between the various actors within the shipping industry. This may necessitate the introduction of new legal actors. Also, the legal challenges and the resulting uncertainty need to be addressed at the national level to remove or reduce obstacles to the industry’s development. Thus, a regulatory review is necessary to achieve this purpose.

This report presents experimental setups and findings from the REDO project, which had been conducted between December 2019 and February 2023. Five main topics are covered in this report: 1) Effects of latency and field-of-view on driving performance; 2) Remote driving feedback and control; 3) Connectivity and mobile network support for remote driving; 4) Video transmission for remote driving; and 5) Laws and regulations concerning remote driving. Contents of this report dives into technical details and findings within each topic. Nevertheless, this report does not intend to repeat all detail and results published in scientific publications, and thus this report should be seen as complementary material to the published results.

Prioritering av gång och cykel för ökad hälsa och minskad miljöpåverkan är idag ett naturligt inslag i stadsutvecklingen i och med Agenda 2030. Även i mindre samhällen på landsbygden leder prioritering av gång och cykel till ökad hälsa och därmed till att målen uppnås. En viktig förutsättning för att öka användandet av cykel och gång som alternativ till andra färdmedel är att användarna upplever en trygghet på de vägar som finns i dessa samhällen. En avgörande faktor är hastighetsgränsen genom samhället satt i relation till existerande infrastruktur på platsen. I det transportpolitiska beslutet från 1997 fastställdes att hastighetsgränsen ska vara 30 km/h då oskyddade trafikanter blandas med biltrafik i tätbebyggt området (TBO). Problemet är att då många av dessa samhällen i dagsläget inte klassas som TBO, sätts hastighetsgränser inte ned genom delar eller hela samhällena och vi har skapat vad som kan kallas en ”dilemmazon”. Utanför ett TBO gäller bashastigheten 70 km/h, vilket medför att många boende i dessa samhällen inte känner sig trygga och säkra som cyklister eller gångtrafikanter. En möjlig effekt av detta är att många av resorna med gång och cykel helt eller delvis undviks på grund av faktisk och upplevd olycksrisk. En annan möjlig effekt är att byns potential till bärkraftig utveckling sätts på paus. 

I dagsläget finns ingen tydlig bild av vilka regler och riktlinjer som gäller för att fatta beslut om hastighet i dilemmazoner. En sådan kartläggning är därför viktig för att förstå förutsättningarna för att göra byar i dilemmazonen mer anpassade för aktiv mobilitet. Projektet syftar därför till att kartlägga ansvaret för olika delar av vägnätet på gles- och landsbygd samt visa hur dagens regelverk ser ut vad gäller hastighetsgränser i dessa områden. För att uppnå mål om trygghet och hälsa behövs också mer kunskap om de boendes perspektiv på frågan, inklusive upplevda hinder och möjligheter till aktiv mobilitet. 

The Swedish National Road and Transport Research Institute (VTI) has been commissioned by the Swedish Government to “contribute to the creation of knowledge regarding a fast, smart and socioeconomically efficient electrification of the transport sector”. This report presents the part of the commission that describes how digitalization, including the importance of European Data Spaces, connectivity, and innovative solutions, can further accelerate and streamline electrification in the field of transport. 

The electrified transport system can be described as an interconnection of three infrastructures, where the digital infrastructure interconnects the transport and energy infrastructures, via connectivity. In addition, there is a fourth infrastructure, the legal infrastructure, that sets the legal conditions for data sharing. 

Dialogues and discussions have been held with various actors within government and municipality with knowledge in transport, energy and digital infrastructure as well as with the trade and industry, to understand the barriers that exist for accelerating the electrification of transports. 

Most of the consulted actors have pointed out similar difficulties regarding electrification of transport, such as uncertainties linked to investments and time for charging. Collaboration between different actors is required, which in turn mainly concerns data sharing. Digital information across sector boundaries is a prerequisite for creating innovative solutions that can contribute to creating added value for electrified transport, but sharing data is a major barrier. The lack of digital and technical competence and resources as well as concerns about IT security and liability issues are some of the barriers that exist for sharing data. Legal frameworks, and standardized ways of data sharing will therefore be an important piece of the puzzle. The report also describes the European Data Spaces, which are potential enablers for data sharing as they are cross-border both between sectors and EU borders and include large digital systems as well as the involvement of many actors.

The government has commissioned the Swedish National Road and Transport Research Institute (VTI) to “contribute to the building of knowledge around a fast, smart and economically efficient electrification of the transport sector”. This report focusses on the part of the mission that deals with conducting pilot projects and developing models for how data, in practice, can be made available, shared and utilized in the best way to optimize planning, development, operation for charging infrastructure and business models. 

The report provides a description of existing technologies for charging electric vehicles, important user perspectives, and how business models and systems for charging infrastructure can be modelled. 

The report focuses on data sharing and describes how actors today share data and what difficulties they see with data sharing. This includes, among other things, data availability, sharing and utilization, as well as how the actors want it to work going forward. A major challenge concerns data availability, where actors partly see problems with getting access to data and partly are hesitant to want to share their own data. Often, it is about privacy issues and regulation according to the GDPR. 

The importance of a well-functioning collaboration between the energy and transport sectors has been highlighted in previous reports from this assignment. 

The importance of digitalization and digital infrastructure that connects these sectors is particularly emphasized in this work. Digitalization is needed to streamline planning, development and operation of the infrastructure that an electrified transport system requires. The modeling done in this part of the assignment deals with transport modeling and energy modeling as well as development to make the models interact.

One2Many, the title of this report, refers to remote operation of vehicles where an operator handles several vehicles simultaneously. This may increase efficiency and opportunities for profitability. The objective of this report is to identify essential and relevant developments of the regulatory framework, as well as business models and working conditions for support of safe and sustainable introduction of a single person’s remote operation of multiple vehicles. 

As a starting point, this report describes the taxonomy used and a state-of-the-art study. Most literature deals with technical challenges around remote operation while non-technical challenges, as well operation of multiple vehicles, are poorly covered. This report aims at addressing this gap by considering non-technical aspects for remote operation. 

Legal aspects are described and analysed, resulting in recommendations for next steps for legislation and regulation. Furthermore, business models and working environment are discussed, taking advantage of two real world use cases: goods transport (Einride trucks), and public transportation (Ride the Future automated shuttles). 

One2Many summarises regulatory considerations in a Memorandum, and additionally concludes that: 

• Research is needed regarding legal challenges for the three different modes of remote operation (remote driving, remote assistance, remote supervision) and how to address them in future regulation to best deal with safety concerns and to support remote operation. Liability issues and concerns also need to be handled. 

• The main advantage of introducing remote operating for several vehicles per operator will most likely be uptime. The employee cost is foreseen to decrease, but potential surrounding functions need to be studied in order to determine if the cost of personnel actually would go down. 

• Several working environment considerations should be further discussed, e.g. regarding what type of controls would be most effective and safe to use, and whether it matters if an operator has a background as driver of conventional vehicles.

Detta är den andra upplagan av Hugo Tibergs klassiska verk "Kreditsäkerhet i fartyg" från år 1968. Såväl sjöfartsnäringen som formerna för fartygsfinansiering har förändrats kraftigt under de år som har gått sedan den första upplagan utgavs. Den nya upplagan utgör därför en starkt moderniserad framställning av de rättsregler som berör fartygsfinansiering. I boken diskuteras såväl skeppshypoteket som äganderättsförbehåll i båtar. Sjöpanträtten och retentionsrätten i fartyg är ytterligare frågor som behandlas. Slutligen berörs även frågor om exekution i fartyg.

Increased speed compliance is very important for increased traffic safety. However, in Swedencompliance is low and currently not close to the target of 80 percent by the year 2030. In 2022, as part of their speed compliance road map, the Swedish Transport Administration introduced an entryrequirement that contractors must have methods, routines, or systems for ensuring speed complianceof their road transports. The purpose of this current project was to evaluate and study aspects related to this entry requirement. 

The project has followed ten contracts to study how the requirement was implemented by the Swedish Transport Administration and how it affected the contractors’ work with traffic safety. The analysis isbased on structured interviews. In addition, the legal aspects of the requirement are also studied.

The results show that the contact persons at the Swedish Transport Administration and the contractors are positive towards the agenda of increased speed compliance. The respondents had different viewson where the requirements should apply, e.g., both inside and outside the work area? Issues of integrity and GDPR were not viewed as a problem as no speed data is disclosed in this first step. However, some respondents worried how this will be handled when data must be disclosed followingstricter requirements. Both the Swedish Transport Administration and the contractors highlight the need for the right conditions for maintaining the speed limit, e.g., through contracts based on hours instead of performance. The results from the legal overview show that further analysis is needed when the requirement becomes stricter. 

The respondents believe that the entry requirement could result in minor improvements to speed compliance, but that the main benefit is raised awareness among contractors. However, they do expect larger effects when the stricter requirements are implemented, though integrity issues will then be important to solve.