Young drivers' elevated crash risk is linked to inexperience, low risk awareness, and underdeveloped cognitive control. To improve driving testing, several countries use hazard perception tests, and Sweden is piloting a simulator-based screening test as a potential complement to the on-road driving test. These screening tests would have to be developed in several versions and would have to be randomized. The aim of this study was to examine whether introducing controlled visual variations into traffic situations would alter the overall difficulty structure of the simulator-based screening test, that is, whether the relative difficulty of the situations remained stable across different test versions. An experimental between-group design was used, with 127 Swedish automotive high school students randomly assigned to one of three versions of a simulator-based screening test. All versions included the same 14 traffic situations across urban, rural, and highway environments, but differed in minor design features. The screening test evaluated participants' performance in each situation (pass/fail) and the outcome from the three versions was analyzed with a Rasch analysis. The findings suggest that small variations did not compromise overall test consistency, although added pedestrians and roadside objects increased difficulty in some traffic situations. These insights support the development of fair and reliable simulator-based screening test, with potential benefits for driver testing and traffic safety. 

Neighborhood telecommuting centers (NTCs) are professional workplaces located in residential areas that offer a closer alternative to long-distance commuting. By integrating telecommuting with mobility services, NTCs have the potential to support sustainable travel behaviors, reduce commuting burdens and alleviate space constraints for organizations. This paper adopts a longitudinal, mixed-methods living-lab approach to examine factors influencing NTC use compared to employer offices and home offices. Data from a real-life NTC living lab in Stockholm, Sweden, were analyzed using a three-week time-use diary (27 participants; 572 day-level observations) and panel regression models to identify determinants of workplace choice. Qualitative interviews were used to contextualize inconsistencies between participants' expectations and actual usage. Findings indicate that NTCs can reduce commuting times and provide a professional environment closer to home; however, adoption is constrained by organizational norms, logistical barriers and continued reliance on private cars for trip-chaining. The results suggest that embedding NTCs within mobility-as-a-service (MaaS) like frameworks, through coordinated workplace access, public transport subscriptions and micromobility solutions, while aligning employer policies and institutional practices, is critical for supporting hybrid work models and advancing sustainable urban mobility. 

To meet international and national climate goals and reduce carbon dioxide (CO₂) generated from logistics, the use of fossil-free fuels in freight transport is necessary. While research concerning the technical implementation of fossil-free fuels has made progress, research pertaining to the impact fossil-free fuel use will have of logistics stakeholders has not been researched at length. Logistics stakeholders are organizations that provide, complete or purchase logistics services. This doctoral thesis explores how the use of biomethane as a fossil-free fuel in road freight affects logistics stakeholders and their relationships with each other. While electrification presently dominates green logistics research, biomethane remains underrepresented despite its range, similarities to diesel, local production and encouragement to a more circular economy. The purpose of the doctoral kappa is to increase understanding of how using biomethane in road freight affects logistics stakeholders and their relationships.

To fulfill the purpose, three research questions were posed. The first, What roles do logistics stakeholders take when utilizing biomethane in road freight?, resulted in findings revealing that logistics stakeholders assumed dynamic roles based upon activity and influence. Activity pertains to the operations undertaken by logistics stakeholders in completing the road freight transport, such as coordination or driving of vehicles. Influence pertains to logistics stakeholders’ ability to either directly or indirectly impact the operations of another logistics stakeholder.

The second research question, Which drivers and barriers do logistics stakeholders experience when utilizing biomethane in road freight?, resulted in the identification of drivers and barriers experienced by the logistics stakeholders within the dimensions of technology, customer, organizational culture, costs, society and policy. Organizational culture was revealed to be experienced as the most telling driver for the use of biomethane in road freight. An involved and encouraging management eased the transition to biomethane. The cost dimension, however, proved to not be a large barrier for logistics stakeholders as expected from green logistics literature.

The last research question, How do logistics stakeholders engage with one another when biomethane is utilized in road freight?, resulted in identification of engagement approaches to understand interactions amongst logistics stakeholders when using biomethane in road freight. A logistics stakeholder’s engagement was determined by their role and experiences of drivers and barriers. The identified engagement approaches included collaboration, consultation, dissemination, assess and submit. For example, Haulier took submit as an engagement approach on the use of biomethane in road freight building off its role and experience of drivers and barriers. This kappa expands the use of stakeholder engagement by realizing a connection between engagement approach and expected response.

Empirical data were collected through a systematic literature review, two case studies, interview studies, and document analysis within the Swedish context, focusing on logistics stakeholders’ use of biomethane in road freight.

Driver sleepiness contributes to a substantial proportion of road crashes. Drivers experiencing sleepiness are advised to take a break and have a caffeinated drink followed by a short nap (caffeine nap). However, previous research advocating this countermeasure has not considered participants with obstructive sleep apnoea (OSA), the most prevalent sleep disorder. Across three studies the effectiveness of caffeine, nap opportunity and caffeine nap countermeasures on subjective sleepiness (KSS), objective sleepiness (Alpha and Theta activity) and driving performance (standard deviation of lateral position and out-of-lane events) are considered. Twenty-one CPAP treated OSA participants (mean age = 59 years) engaged with a protocol of six laboratory visits: one after a normal night’s CPAP-treated sleep and five after sleep restriction (4 h CPAP-treated sleep), driving a monotonous simulated scenario before and after a countermeasure. Results showed that two cans of coffee (255 mg caffeine) mitigated driver sleepiness more than one can (127.5 mg) and little benefit to 30 min compared with 15 min nap opportunity. An optimised caffeine nap of two coffees followed by a 15 min nap opportunity provides some temporary benefit, but for OSA drivers a caffeine nap offers little practical improvement compared to two coffees alone. All countermeasures are temporary and cannot replace a good night of sleep before driving.

The development of automated driving is accelerating and is expected, over time, to influence both the transport sector and society at large. The Swedish Transport Agency has therefore commissioned RISE and VTI to analyse the direction for a future Swedish regulatory framework for automated driving, particularly in preparation for a potential market introduction of type-approved vehicles in unlimited series from around 2027. The aim has been to identify which regulatory changes may be necessary to ensure traffic safety and to create conditions for societal benefit and business development.

The work is based on an analysis of previous proposals from the Government Offices and the consultation responses to these proposals, international regulatory models (e.g., Germany, France, and the United Kingdom), as well as stakeholder interviews. Our work is forward-looking and based on the assumption that the EU’s forthcoming type-approval rules for automated vehicles in unlimited series will resemble current rules for small series (i.e., specific use cases and limited operating environments, rather than general traffic across the entire road network).

In addition to vehicle regulations (EU type-approval rules), adapted national rules are needed for traffic, liability, and use in order to enable practical application and implementation. Our analysis clearly shows the need for such national regulation, as uncertainty regarding responsibility and use – among both authorities and industry – is considered the main barrier to market introduction in Sweden.   

How fatigue is measured matters for traffic safety. In this project, we investigated whether sleepiness ratings on the Karolinska Sleepiness Scale (KSS) temporarily alert the driver and thereby influence how we interpret both physiological and behavioural sleepiness indicators. Since KSS is often used as the reference when developing and type-approving Driver Drowsiness and Attention Warning systems (DDAW, within the EU’s General Safety Regulation 2019/2144, GSR), it is important that the rating does not distort the state being measured. The overall aim of the project was therefore to map the alerting effect of KSS and how long it lasts. 

Data from five driving-simulator studies with a total of 84 participants and 2,701 KSS ratings formed the basis of the analyses. Around each rating, we tracked eye movements (blink patterns), heartbeats, brain activity (EEG), and how steadily the vehicle was kept within the lane (SDLP). Linear regression models with three segments were used to analyse (1) the state before the question, (2) the impulse at the rating, and (3) the return toward the pre-question level. A duration parameter τ was included in the model, serving as a direct measure of how long the alerting effect persists. 

The results show that physiological sleepiness indicators respond quickly to the KSS question. Changes in gaze behaviour, heart rate, and EEG indicate an alerting effect that fades within approximately 30–70 seconds, while driving behaviour (SDLP) is influenced for a longer period, up to about 2 minutes. The effects are most pronounced at higher sleepiness levels (KSS 7–9). 

Practically, this means that the period directly following each KSS rating, where the alerting effect occurs, should be excluded when algorithms are trained and tested against KSS. The self-rating procedure itself, including how participants are trained to use the scale, also needs to be standardized. By improving how KSS is used in data collection and product validation, different detection systems can become more reliable, produce fewer false alarms, and ultimately help reduce fatigue-related crashes. 

Objective

This study explores the order effects in false alarms and the effect of warning modality when drivers receive an Emergency Vehicle Approaching (EVA) alert.

Background

EVA alerts have the potential to decrease delays for emergency vehicles. However, false alarms and suboptimal warning designs can decrease warning effectiveness. Aligned with previous research, drivers should benefit from receiving an alert that is not visual.

Method

A driving simulator study with 80 participants was conducted. During a 30-minute drive, the participants received three EVA alerts, one of which was false. One group received a false alert first, followed by a true alert. The other group had the opposite order. Both groups received another true alert before the experiment ended. Half of the drivers received auditory warnings, and the other half visual warnings.

Results

Drivers who received auditory warnings moved over more quickly compared to drivers who received visual alerts. There was an order effect of false warnings, suggesting that drivers who had received a false warning before they received a true warning were slower at moving over, compared to drivers who received a true warning in their first interaction. However, when the drivers received one true and one false warning each, there was no order effect in the third interaction.

Conclusion

Both alert modality and false warning effects are important when implementing EVA alerts.

Application

This research should be used to understand the order effect of false warnings on in-car warnings. When designing in-car warnings, auditory warnings may be more effective.

To know which initiatives and measures are needed to improve road traffic safety, it is important to have accurate data regarding accidents and injuries. The aim of the project was to examine the capacity of emergency hospitals to report to Strada, and to identify how legislation, organisational factors and practical obstacles influence the reporting process, as well as which measures could strengthen the quality of the system. Digital interviews were conducted with three groups with experience of Strada: The Swedish Transport Agency’s Strada coordinators, Strada reporters at emergency hospitals, and their managers, in order to gain a deeper understanding of the conditions and challenges associated with the reporting work. The interviews with healthcare staff were analysed using deductive thematic analysis to identify, interpret and structure recurring patterns. 

The findings show that the reporters are highly committed, yet face several organisational challenges. The introduction of the Strada Act has increased the number of registered patients, but when reporting occurs without the traffic injury form, data quality varies and location information may be missing. Lack of time is the most pronounced challenge: scheduled reporting time may be insufficient or absorbed by clinical duties, causing delays. Limitations within medical record systems can also make it difficult to identify traffic‑injured patients. Differences between hospitals mainly relate to available resources, managerial support and the degree to which emergency department staff are involved or motivated to distribute the traffic injury form. Several reporters emphasised that staff motivation increases when their work is acknowledged, and that small rewards such as refreshments, cake or other tokens of appreciation, previously played an important role but have become rare. Improvements require clearer communication about the value of Strada, better technical solutions for identifying traffic‑injured patients and locating the crash site within medical record systems, and a reimbursement model that reflects the actual time required. Engagement, feedback and reasonable working conditions are crucial for achieving high coverage and good data quality.

As the electrification of heavy-duty trucks accelerates, conventional charging methods face challenges, including long charging durations and reduced transportation efficiency. This paper compares and evaluates various charging methods for electric heavy-duty trucks (EHDTs), including slow charging, fast charging, battery swapping, and electric roads, from both technological and economic perspectives. A case study in a harbor setting further examines the cost and efficiency implications of a 22 kW slow charger, a 150 kW fast charger, and battery swapping (the swappable battery is charged with 150 kW). The analysis provides insights into selecting the most suitable charging solution by assessing annual charging costs, truck and infrastructure cost amortization, and downtime across different scenarios. The findings of this paper indicate that slow charging is cost-effective in low-demand operations but becomes impractical as operational demand increases, leading to excessive downtime exceeding 37,000 h annually in high-demand scenarios. Fast charging significantly reduces downtime but requires higher infrastructure investment and charging costs. Battery swapping minimizes downtime to less than 300 h annually in high-demand scenarios, and, despite a higher initial infrastructure cost, it emerges as the most cost-effective option over five years for medium- and high-utilization fleets, with a total cost of approximately €1.67 million in the studied harbor case. Thus, selecting a suitable charging solution depends on operational priorities, such as minimizing cost or maximizing fleet availability within a specific use-case context.

The electrification of the passenger car fleet is a central component of Sweden’s strategy to achieve its climate targets, including the goal of a 70 percent reduction in greenhouse gas emissions from domestic transport and the objective of reaching net-zero emissions by 2045. To assess the actual effects of electrification, it is essential to understand how plug-in vehicles are used in practice. The aim of this project is to analyze how battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs) are used compared with internal combustion engine vehicles (ICEVs), and to examine the implications for transport efficiency and policy design. 

The study combines GPS-based travel data from TravelVu (762 individuals, more than 80,000 travel days, and approximately 338,000 trip segments), register data on annual vehicle kilometers traveled (VKT), and 50 semi-structured interviews with BEV and PHEV users. The quantitative analysis is descriptive and comparative, controlling for socioeconomic and household characteristics. The qualitative analysis deepens the understanding of motivations, charging strategies, and how electric vehicles are integrated into everyday mobility.  

The results show that BEV users, on average, drive longer distances than ICEV users—corresponding to approximately 4–6 kilometers per day—but do not make more trips per day. The difference thus relates to trip length rather than trip frequency. A substantial share of the difference can be explained by observable factors such as income, household composition, and geography, although a remaining gap persists. PHEVs exhibit driving patterns more similar to those of ICEVs. The interviews illustrate how household resources, vehicle mix, and access to charging influence planning, route choice, and perceived flexibility, thereby providing a deeper understanding of the mechanisms underlying the quantitative patterns.  

Overall, the findings indicate that the effects of electrification on the transport system cannot be understood solely as a technological shift, but rather as the outcome of interactions between technology, household structure, and geographic context.