Rivers worldwide are experiencing accelerating geomorphological change as climate‑driven increases in extreme precipitation and discharge intensify erosion, modify channel morphology, and increase landslide risk. This paper synthesizes more than a decade (2009–2022) of erosion projections used to support probabilistic geotechnical slope‑stability assessments along four Swedish rivers with high landslide susceptibility: the Göta River, Nors River, Säve River and the Ångerman River. The paper provides a synthesis of the applied methodologies and summarises key lessons learned and insights derived from these large‑scale assessments. It further presents a transferable workflow for assessing climate‑sensitive river erosion and associated geotechnical risks relevant to integrated river‑basin management and landslide risk assessment under changing climatic conditions. The work emphasises the need for interdisciplinary collaboration specifically across geomorphology, hydrology, sediment transport, hydraulics, and geotechnics. Case-specific findings suggest that, in rivers subjected to short-term flow regulation, the temporal resolution of discharge data can have a substantial influence on simulated erosion patterns. In heavily regulated systems, erosion associated with hydropower operations may, in some cases, exceed that driven by climate-related changes in discharge, potentially obscuring the effects of climate change. Projecting future erosion over the extended timescales considered in the present study is associated with substantial uncertainty. Consequently, recurrent and systematic monitoring, particularly through comprehensive bathymetric surveys, together with regular updates of the assessment, is essential. This is especially important in the event that a landslide were to occur. The results suggest that the analysis process needs to be dynamic and the management adaptable. By this paper, we hope to stimulate further research toward improving the integration of fluvial erosion processes into assessments of slope stability and future landslide probability, particularly in areas of high social vulnerability. 

This study investigates how physical alterations of paths, including changes in surfacing and lighting conditions, impact the behaviour of pedestrians and cyclists. Using drone-based imaging technologies, data were collected from shared-use paths in two Swedish cities during periods of reduced daylight hours. The study focused on speed and slalom, examining how these measures varied across different subsets defined by combinations of physical changes and lighting conditions. The results reveal that both physical alterations and lighting conditions significantly influence pedestrian and cyclist behaviour. These findings provide valuable insights into the complex interplay between environmental factors and user behaviour on shared pathways. Understanding how changes in environmental features influence pedestrian and cyclist behaviour can guide urban planning and infrastructure design aimed at improving safety and efficiency for all path users. 

Detta är ett PM som summerar resultaten i avhandlingen av Saana Ollila (2026), Carbon pricing in the shipping sector  Avhandlingen består av fyra individuella studier som analyserar effekter av koldioxidprissättning inom sjöfarts- och godstransportsektorn. En sammanfattning av avhandlingen återges nedan och är hämtad i sin helhet från Ollila (2026). Avhandlingen analyserar utformningen och effekterna av prissättning av koldioxid inom den nationella och internationella godstransportsektorn, med särskilt fokus på sjöfarten. Avhandlingen består av fyra individuella artiklar som undersöker både kortsiktiga och långsiktiga anpassningsmekanismer samt välfärdseffekter av koldioxidprissättning. De studerade anpassningsmekanismerna är bland annat reducerad seglingshastighet, förändringar i efterfrågan på transporter, investeringar i forskning och utveckling, överflyttning mellan transportslag samt justeringar av sändningsstorlekar. Avhandlingen studerar också internationellt samarbete och koldioxidprissättning. 

Sveriges tilnærming til styring av offentlige investeringer karakteriseres av sektorspesifikke systemer snarere enn av et enhetlig nasjonalt rammeverk. I transportsektoren spiller Trafikverket en sentral rolle. Trafikverket opererer etter en flerårig planleggingsmodell som legger vekt på nytte-kostnadsanalyse og målstyring, men som mangler formelle «stage-gate»-prosesser og systematisk tredjepartskontroll. Den siste tidens diskusjoner om kostnadsoverskridelser og ineffektiv planlegging har ført til en innsats for å forbedre kostnadsestimering og -kontroll. Samtidig er styringen av IKT-investeringer fortsatt fragmentert, med begrenset oppfølging og samordning mellom etater. Dette kapittelet tar for seg Sveriges styringsstrukturer for transport- og IKT-investeringer, belyser sentrale utfordringer og reformer og sammenligner den svenske modellen med internasjonal praksis.

Införandet av just-in-time fartygsanlöp har potential för minskade kostnader och utsläpp, så kallad win-win. Trots potentialen är införandet av just-in-time i sjöfart låg, och det saknas kunskap kring det förutsättningar som krävs för att införa just-in-time. Projektet utforskar potentialen av just-in-time i svensk sjöfart kontext samt studera förutsättningar från olika aktörers perspektiv för att införa just-in-time.

Tillgänglighet i landsbygder och mindre tätorter har länge betraktats som en fråga om transporter. När service centraliseras förväntas invånarna resa längre för att nå vård, handel, utbildning och andra samhällsfunktioner. Projektet ”Vänd på tänket för ökad tillgänglighet i glesa geografier" har studerat hur tillgängligheten på landsbygder kan öka genom att i stället låta service och tjänster komma till invånarna.

Forskningsprojektet finansierades av Trafikverket och genomfördes under perioden 2024-2026 i samarbete mellan IVL Svenska Miljöinstitutet, Trivector Mobility och VTI – Statens väg- och transportforskningsinstitut. Triple Access Planning-modellen har fungerat som teoretisk utgångspunkt och projektet bygger på enkätstudier, fallstudier, intervjuer, workshops och samhällsekonomiska analyser av lösningar från olika delar av Sverige. I projektet har tre olika strategier identifierats för att vända på tänket och öka tillgängligheten till service i landsbygder: servicen etableras lokalt, den digitaliseras eller den blir mobil och kommer till invånarna. Exempel på lösningar är allt från hybridbutiker och multifunktionella servicepunkter till fjärrundervisning, digital vård, bokbussar, mobila vårdtjänster eller fritidsverksamheter som flyttar mellan olika orter. När service finns närmare människor minskar behovet av resor.

Samtidigt visar studien att lösningarna ofta skapar fler nyttor än bara ökad tillgänglighet. Färre transporter innebär lägre klimatpåverkan, men lösningarna kan även stärka den sociala sammanhållningen genom att skapa mötesplatser och lokalt engagemang, bidra till arbetstillfällen och göra det lättare att bo kvar i mindre orter. Många av de framgångsrika exempel som beskrivs i rapporten bygger på lokalt engagemang och eldsjälar. Samtidigt visar projektet att ideella krafter inte kan bära utvecklingen ensamma. För att fler ska kunna använda och utveckla vänd- på- tänket-lösningar krävs stödjande strukturer från offentliga aktörer.

Tillgänglighet behöver få större plats i samhällsplaneringen och inte enbart behandlas som en transportfråga. Kommuner och regioner behöver planera för tillgänglighet bredare än transporter och aktivt stödja de aktörer som redan idag bygger framtidens landsbygdsservice. Rekommendationen är också att fler funktioner samlas i lokala servicenoder, att avtal och upphandling används mer strategiskt och att kommuner och regioner avsätter resurser för samverkan med näringsliv och civilsamhälle. En viktig uppgift för Tillväxtverket och andra organisationer som arbetar med att stötta landsbygdsutveckling är att sprida kunskap om nya arbetssätt till fler aktörer. Sist men inte minst behöver regering och riksdag se till att det finns en grundläggande finansiering så att kommuner och regioner kan stötta innovativa lösningar som ökar tillgängligheten i glesa geografier genom att vända på tänket.

Nuvarande regel om “betryggande avstånd” vid omkörning är otydlig och svår att tillämpa. Minskat omkörningsavstånd ökar kollisionsrisken och otryggheten. Forskningen visar samtidigt att nära omkörningar är vanligt förekommande. Ett införande av en fast avståndsregel (t.ex. 1,5 meter) riskerar att bli svårt att efterleva och kontrollera. Denna policy brief föreslår i stället en tydligare och mer tillämpbar princip: att cyklister inte ska köras om av motorfordon inom samma körfält. Förslaget bedöms ha goda förutsättningar att för bättra trafiksäkerheten och öka tryggheten, samtidigt som det är enklare att kommunicera, följa upp och efterleva.

Den internationella sjöfartsorganisationen (International Maritime Organization, IMO), som bland annat reglerar åtgärder för att minska sjöfartens utsläpp, har återigen haft svårt att enas om konkreta styrmedel. Under 2025 har införandet av ett så kallat net-zero framework för sjöfarten ännu en gång skjutits upp. De internationella svårigheterna att enas om ett gemensamt ramverk skapar osäkerhet för aktörer inom branschen. Osäkerheten gäller vilka investeringar som är strategiskt rimliga, vilket i sin tur riskerar att leda till ett avvaktande beteende (wait-and-see-effekt). Samtidigt är utrymmet för att avvakta begränsat, eftersom konsekvenserna av otillräckliga miljöåtgärder blir allt mer påtagliga. Detta ökar betydelsen av åtgärder som kan genomföras på kort sikt och som ofta beskrivs som low-hanging fruit. En sådan åtgärd är Just-in-Time (JIT) ankomst inom sjöfart. JIT innebär att fartygens hastighet anpassas efter resurs- och kapacitetsförutsättningarna i destinationshamnen, vilket skapar möjligheter att minska hastighet, bränsleförbrukning och därmed utsläpp.

Den befintliga forskningen har i huvudsak fokuserat på JIT:s potential i form av minskad bränsleförbrukning och lägre utsläpp. Studier som behandlar hur JIT kan införas i praktiken för att realisera denna potential är däremot mer begränsade. Detta projekt undersöker därför hur JIT kan implementeras i praktiken för att uppnå den förväntade effekten.

Projektet utgår från att först identifiera de beroenden som finns mellan olika aktörer vid implementering av JIT. Därefter analyseras samordningsmekanismer som kan möjliggöra en effektiv hantering av dessa beroenden. De mekanismer som studeras är digitala plattformar, policy för ankomsttider (slot-tider), kontraktuella klausuler, lotsdispens, samt system för övervakning och uppföljning av fartygsprestanda (vessel performance systems). Projektet argumenterar för att det är den samordnade och synkroniserade användningen av dessa mekanismer som skapar förutsättningar för att realisera effekten av JIT-anlöp i praktiken.

Ports are seeking greater operational efficiency to effectively manage the growing global flow of goods. At the same time, they are striving to improve energy efficiency to comply with new environmental regulations. Innovative ports are increasingly realizing the potential of digital twins to monitor, coordinate and optimize port processes. Digital twins have gained tremendous momentum in recent years due to advances in their enabling technologies and their potential to improve the efficiency of their respective systems, leading to cost and energy savings. While digital twins have been widely adopted in domains such as smart manufacturing and aerospace, their integration into port operations has been relatively slow. This is partly due to the complex multi-stakeholder dynamics inherent in ports and the high complexity of interconnected port processes.  Consequently, the objective of MODIG-TEK is to contribute to the adoption of digital twins in the port context. More specifically, it deals with the characterization of port digital twins, proposes criteria for assessing the maturity of existing digital twins, and presents and evaluates mathematical models to support key port processes whose optimization leads to energy savings. These models can serve as integral components of a port digital twin.

This report presents the results of a project aimed at evaluating the performance of asphalt pavements incorporating bio‑extended bituminous binders, with a focus on long‑term structural behaviour and surface characteristics. The project focused on bio-extended penetration-graded bitumen containing Tall Oil Pitch (TOP) and a polymer-modified bitumen (PMB) with a biogenic component as alternatives to conventional bituminous binders. Both penetration-graded bitumen and PMB were investigated. 

The experimental program consisted of full‑scale accelerated pavement testing (APT) using a Heavy Vehicle Simulator (HVS) at the indoor testing facility of the Swedish National Road and Transport Research Institute (VTI), complemented by surface performance monitoring of a walking and cycling path constructed in Sundbyberg, Stockholm. Four full‑scale pavement structures, penetration-graded reference and its bio‑extended variant, as well as PMB reference and PMB with biogenic component, were constructed using asphalt mixtures produced in asphalt plants. The pavement structures were instrumented with asphalt strain gauges (ASGs) and temperature sensors to measure temperatures and tensile strains related to fatigue cracking. Rutting performance was evaluated through repeated loading at test temperatures of 10 °C and 20 °C. 

The APT results showed that the structures incorporating bio-based binders exhibited similar or improved resistance to permanent deformation compared with conventional reference structures, particularly at the elevated temperature of 20 °C. Measured tensile strains at the bottom of the asphalt layers were generally lower or comparable for bio-based variants, indicating favourable fatigue‑related condition. No operational challenges were observed during asphalt production, transportation, or paving, and the biobased mixtures demonstrated good workability and compaction characteristics. 

The walking and cycling path was monitored over a three‑year period to assess surface texture and roughness using Mean Profile Depth (MPD) and International Roughness Index (IRI). The measured values remained within the range of reference data for newly paved paths in Sweden throughout the monitoring period. Overall, the results demonstrate the technical feasibility of bio-based asphalt mixtures as a sustainable alternative for asphalt pavements without compromising performance.

Under 2024–2025 genomförde Metodgruppens utskott för vägmarkering en ringanalys av två provningsmetoder enligt SS-EN 1871: mjukpunkt och stämpelbelastningsvärde. Provningen utfördes av sex deltagande laboratorier med syftet att studera resultatspridning, metodvariation och att ta fram precisionsdata. Totalt analyserades sex termoplastiska vägmarkeringsmaterial. VTI ansvarade för provförberedelser, statistisk analys och rapportering. 

Samtliga laboratorier genomförde provningar på fyra prover vardera. Underlag om metodtillämpning och utrustning samlades in för att kunna bedöma avvikelser från standarden.

För mjukpunkt visade analysen på generellt god repeterbarhet vilket innebär liten spridning av mätresultat mellan upprepade mätningar utförda av samma laboratorium. Reproducerbarheten varierar mellan olika material vilket tyder på att skillnader mellan laboratorier har inverkan på resultaten.

De materialoberoende måtten visar dock att repeterbarheten är god, medan reproducerbarheten varierar mellan materialen. Ingen tydlig skillnad kunde observeras mellan laboratorier som använde bitumenringar och dem som använde ringar enligt Wilhelmi-metoden, men dataunderlaget är för begränsat för att dra säkra slutsatser om ringtypens påverkan.

För stämpelbelastningsvärde uppvisade resultaten både låg repeterbarhet och låg reproducerbarhet för de flesta material. Även de materialoberoende måtten för metoden gav oacceptabel repeterbarhet och reproducerbarhet.   

Ringanalysen visar att metodtillämpningen varierar avsevärt mellan laboratorier och att det finns behov av harmonisering av både utrustning och provningsrutiner. Resultaten ger en första indikation på metodernas precision och utgör ett viktigt underlag för framtida utveckling av provningspraxis inom vägmarkeringsområdet.

The Aircraft Classification Number (ACN)-Pavement Classification Number (PCN) system used for publishing pavement bearing capacity in Aeronautical Information Publications (AIPs) has been replaced by the Aircraft Classification Rating (ACR)-Pavement Classification Rating (PCR) system. The ACR-PCR system utilizes actual aircraft and pavement structure data, allowing for more realistic modelling of individual aircraft and pavement structures. The concept of the Cumulative Damage Factor (CDF) is employed in the calculation of ACR-PCR. Computer programs, such as FAARFIELD, are used to compute PCR. The distress model used in FAARFIELD for the calculation of CDF is based on a subgrade criterion. While these types of subgrade model work well under most conditions, it has been found to result in unreasonably high PCR values for airport pavements with thicker base/subbase layers, which are necessary to control frost damage common in cold climates or Nordic countries. This paper evaluated an asphalt fatigue damage model for calculating the CDFs used in PCR calculations. Traffic and pavement structure data from four airports in Sweden are used for this analysis. The results indicated that the asphalt damage model produced reasonable PCR values. A comparison of PCR and PCN values for these runway and taxiway sections is also presented. 

Heavy axle loads may induce rapid and severe pavement damage. Seasonal variations further affect pavement capacity as material properties change with temperature and moisture. Traditional design methods using Equivalent Standard Axle Loads (ESALs) may not properly represent actual damage, as they convert all traffic loads to a single reference load, obscuring the effects of varying stress magnitudes. This study presents an approach based on the shakedown range (SDR) concept to more accurately identify pavement damage thresholds. Using repeated load triaxial (RLT) and extra-large wheel tracking (ELWT) tests, the SDR behavior of a well-graded crushed rock aggregate was investigated. The European standard (EN 13286-7) criteria for SDR classification were evaluated and found adequate. Based on these criteria, a methodology was developed to estimate seasonal load limits using the pavement analysis software ERAPave, combined with a permanent deformation (PD) model. A case study of a typical pavement structure and a heavy vehicle under spring and summer conditions showed that during the spring-thaw period, the gross vehicle weight should be reduced to avoid severe damage, while higher loads may be permitted at other times. Thus, the methodology provides a practical tool for determining limiting loads under varying seasonal conditions. 

Passings of heavy vehicles is a common cause of distress on thin and narrow cycle paths. The lack of lateral support at the edge and increased moisture content in the unbound granular materials are two important factors that affect deterioration. Three full-scale instrumented cycle path structures with different structural designs were constructed in a concrete pit at the Swedish National Road and Transport Research Institute (VTI) test facility. Response measurements were conducted with a falling weight deflectometer (FWD), a light weight deflectometer (LWD), and light, standard and heavy maintenance vehicles at three different groundwater table scenarios. The results confirm reduced load-bearing capacity close to the cycle path edge, and at an increased groundwater table. In general, larger transverse tensile strains can also be expected in the asphalt layer close to the edge. 

This study presents an experimental methodology for characterising the mechanical behaviour of sandy subgrade soils under unsaturated conditions, with relevance to pavement design and performance assessment. Repeated Load Triaxial (RLT) tests were conducted under controlled suction states on three sandy soils with varying fines content, aiming to evaluate resilient modulus (MR) as a function of moisture and matric suction. Suction equilibrium was achieved externally through water content control, and the corresponding suction levels were inferred using soil water retention curves (SWRC) established for each material. This approach enabled testing across a realistic range of field moisture conditions while maintaining repeatability and control over suction states. The results show that MR increases with decreasing moisture and increasing suction, highlighting the importance of accounting for unsaturated conditions in subgrade characterisation. The methodology demonstrates a viable laboratory procedure for capturing suction-dependent mechanical behaviour and offers insights into how such behaviour may influence pavement foundation design. 

Machine learning (ML) is becoming a powerful tool for forecasting pavement performance and enhancing the efficiency of maintenance and resource planning. This study investigates the application of machine learning, using the random forest (RF) algorithm, to predict pavement condition index (PCI) over time. Manually assessed data from 2014 and 2018 were used to forecast the PCI for 2022, allowing the model to capture deterioration patterns across residential and non-residential streets in Skellefteå Municipality, Sweden. Model performance was evaluated using several performance metrics to assess flexibility and generalization across a diverse set of input variables, including pavement age (A), several distress mechanisms (D), previous PCI rating (S), and traffic data (T). For non-residential streets, models were further grouped by surface treatment type to evaluate RF’s predictive accuracy under varying maintenance conditions. Among residential street models, the RF model using A+D+S achieved the best results, with an R² of 0.78 and a correlation coefficient of 0.89 using the combined 2014 and 2018 dataset. For non-residential streets, incorporating traffic variables (T) further improved accuracy, with the RF(A+D+S+T) model reaching an R² of 0.79 and a correlation coefficient (ρ) of 0.88. While performance varied slightly across treatment types, the PCI rating assessed in 2018 (Status2018) and the weighted distress value (WDV) emerged as the strongest predictors. Furthermore, using the combined dataset (2014 and 2018) did not significantly improve prediction accuracy over using 2018 data alone. The findings demonstrate that RF models can effectively predict PCI and enhance decision-making in municipal pavement management. 

This study investigates the application of a sigmoidal deterioration model with separate regression parameter sets to estimate the pavement condition index (PCI) for 2022 across both residential and non-residential streets—including main, collector and industrial roads—in Skellefteå Municipality, Sweden. Separate best-fit sigmoid curves were also developed for various pavement maintenance treatments applied to non-residential streets. The analysis is based on data gathered through windshield surveys conducted in 2014, 2018 and 2022. The findings reveal that the sigmoidal model exhibited poor performance for residential streets, with low R² values and weak correlations between predicted and observed PCI ratings—probably due to inconsistent pavement age and disruptions such as utility cuts within segments. Conversely, the model demonstrated strong predictive accuracy for non-residential streets, with high correlations and low prediction errors. Moreover, the sigmoid curve for pavements treated with surface levelling (SL) yielded the highest prediction accuracy, followed by sigmoid curves for surface treatment (ST) and for milling and resurfacing (MR) treated pavements, which showed moderate performance. Given its cost-efficiency, SL treatment is recommended for addressing early-stage deterioration, while MR may be more appropriate for extending pavement life, offering a balance between cost and predictive strength. The study offers insights to enhance timely, proactive, data-driven pavement maintenance in municipalities. 

This paper investigates the impact of pavement temperature on deflection measurements from embedded geophones and accelerometers under real-world heavy-vehicle traffic on the E16 motorway in Borlänge, Sweden. Heavy-vehicle passages were analyzed, covering a wide range of axle configurations, gross vehicle weights, speeds, and pavement temperatures from about 1 °C to more than 24 °C. Processed vibration velocity and acceleration signals were used to derive load-normalized surface deflections, which were related to near-surface pavement temperature using statistical and regression analyses. Linear and exponential temperature–deflection models were calibrated to normalize deflections to a data-driven reference temperature of +8 °C. Both models significantly reduced temperature-induced variability, with the exponential formulation providing the most reliable correction, consistent with the nonlinear stiffness–temperature behavior of asphalt concrete. Temperature-corrected deflections showed markedly improved agreement with multilayer elastic responses computed using ERAPave, with coefficients of determination up to 0.86 and normalized RMSE values near 12–17%. The results demonstrate that embedded geophones and accelerometers, when combined with appropriate temperature-normalization models, can provide accurate, traffic-speed, and year-round pavement deflection monitoring in cold and seasonally variable climates. 

Forest roads play a critical role in Sweden’s forest transportation network but are increasingly exposed to higher traffic loads and variable environmental conditions. Compaction is widely recognized as an important factor influencing the mechanical behavior of unbound road materials, yet its performance under field conditions on Swedish forest roads remains insufficiently documented. This pilot study evaluates the influence of enhanced compaction on the short-term structural response of a forest road test section in Trosa, Sweden. Two adjacent sections were constructed: one compacted using an 8-ton roller and one left uncompacted. Field measurements included lightweight deflectometer (LWD) testing to determine the dynamic deformation modulus (Evd), road profile measurements using rotating laser leveling, moisture content assessments, and visual inspections. Measurements were conducted during three phases: immediately after construction, after several months of environmental exposure, and after a controlled traffic simulation involving multiple truck passes. The compacted section consistently exhibited higher Evd values than the uncompacted section during all measurement phases, with average differences of approximately 20–24%. Profile measurements and visual observations generally indicated less deformation and more stable surface conditions in the compacted section compared with the uncompacted section. Moisture content measurements showed a negative correlation with Evd values in both sections, highlighting the influence of water content on the measured response. The findings suggest that enhanced compaction may contribute to improved short-term structural behavior of forest road materials under field conditions. 

Syftet med denna studie är att undersöka i vilken utsträckning de avgifter som sjöfarten på Vänern och Mälaren betalar motsvarar de externa kostnader som trafiken ger upphov till. Internaliseringsgraden beräknas med två metoder. I en AIS-baserad analys kombineras uppgifter om fartygens rörelser och egenskaper med externa kostnader för utsläpp, buller, olyckor samt isbrytning och lotsning. Dessa kostnader jämförs med erlagda farleds- och lotsavgifter. Därutöver genomförs manuella beräkningar för ett antal transportupplägg, baserade på bland annat uppgifter från rederier om bränsleförbrukning, last och avgifter.  

Studien visar att avgifterna för stora delar av den studerade sjöfarten överstiger de beräknade externa kostnaderna. I den AIS-baserade analysen är medianen för internaliseringsgraden 278 procent i Vänern och 309 procent i Mälaren. De manuella beräkningarna ger lägre nivåer, när hamnavgifter exkluderas är medianen 110 procent. Sammantaget bedöms internaliseringsgraden därför vara i storleksordningen 100–300 procent. 

Resultaten är dock känsliga för metodval och antaganden, framför allt om fartygens bränsleförbrukning. De bör därför ses som indikativa. Studien visar också att dagens sjöfartsavgifter främst är utformade för kostnadstäckning snarare än för att motsvara trafikens externa marginalkostnader. 

Driving anger is known to be associated with aggressive driving, which can lead to a higher probability of accidents. Since the Driving Anger Scale (DAS) was first introduced in the US, different versions of the scale have been used in many countries to measure anger evoked by different traffic situations. The first aim of this study was to test the validity and reliability of the UK-DAS in Iran. The second aim was to examine the relationship between demographic factors and the DAS factors found in Iran. A total of 409 questionnaires were completed by Iranian drivers, out of which, 205 were used for exploratory factor analysis and 204 were used for confirmatory factor analysis. The results revealed a reliable four-factor structure in Iran including 19 of the original 21 items from the UK-DAS. These four factors were interpreted as discourtesy, direct hostility, reckless driving and progress impeded. Further analyses showed that younger, compared to older, participants scored higher on driving anger evoked by other road users’ discourtesy and direct hostile behaviours. With the factor structure validated in Iran the DAS can now be used in further research, for example to examine how Iranian drivers express their anger in different traffic situations. Cross-culturally, the results can be compared with other countries.

Accidents related to insufficient road grip in Sweden have historically been investigated for winter conditions, where substantial effect on passenger car accident risk from different types of tyres has been observed. Grip-related accidents during summer conditions have so far primarily focused on the effect of Electronic Stability Control (ESC), with no assessment of possible influence from tyre properties. The use of winter tyres during summer has been increasing among passenger cars in Sweden and is currently estimated to be around 7%. Tyre tests indicate 20%–40% longer braking distances for winter tyres compared to summer tyres, and statistics have indicated that passenger cars with winter tyres are heavily overrepresented among the fatal accidents during the summer period in Sweden. The purpose of this study has therefore been to estimate the potential risk increase for a fatal grip-related accident for passenger cars using winter tyres, compared to summer tyres, during summer. Statistics from in-depth studies of fatal road accidents in Sweden from the 10-year period 2012–2021 was used in an induced exposure risk analysis, with a complementary stratified analysis investigating the effect of possible confounding factors. The results indicate that the overrepresentation among fatal accidents of cars equipped with winter tyres during the summer period to a large extent is related to the inferior road grip of winter tyres. The risk increase was particularly high for fatal grip related accidents when driving within the regulated speed limit. Tyre properties have generally been neglected as a contributing factor among fatal accidents occurring in the summer period in the Swedish in-depth studies. The present study shows that tyres have a substantial impact on grip-related fatal accidents with passenger cars in Sweden during the summer period, which account for 25% of the fatal accidents involving passenger cars. This highlights the need for increased attention to tyre properties in accident investigations. The results are most likely relevant also to other countries where winter tyres are used and the findings should be addressed by policy makers and other stakeholders.

The following report is an excerpt from the book ”Trafiksäkerhet – Samspelet mellan människor, fordon och trafikmiljö”, second edition (2024), ISBN 978-91-39-02765-2. Published by Norstedts Juridik, Stockholm, Sweden.  

Introduction: 

This study explores the experiences and opinions of customer-facing seafaring staff on the subject of fatigue and how it affects their work and interactions with passengers. This group is of particular interest as were there to be an emergency at sea it is those in customer-facing roles that would take responsibility for passenger safety.

Methods: 

Data was collected from focus groups with customer-facing staff (n = 45 participants across nine discussions).

Results: 

Fatigue was seen to be a problem, with all focus group participants having experienced sleepiness while at work and being able to detect fatigue in others. Factors identified as contributors to fatigue included: commuting, external factors such as the weather and onboard noise and shift and roster patterns. A variety of informal, self-devised (that is, not directed by a manager) countermeasures were being employed by the focus group participants, with caffeine in the form of coffee being the most common. Participating seafarers suggested that adrenaline carries them through emergency situations so that fatigue experienced after an incident was more of a concern to them than that encountered during it.

Discussion: 

The research represents one of the first qualitative studies to subjectively investigate fatigue amongst customer-facing staff on UK ferries, understanding their lived experience is a first step toward mitigating sleep related risks for this job role. Recommendations for ferry operating companies are made.

This study analyzes how the willingness to pay (WTP) for a stated reduction in the risk of traffic accidents depends on the type of measure that delivers the reduction and on whether it is framed as a public or a private good. Building on previous studies, we designed and conducted a contingent valuation survey targeting a representative sample of the Swedish adult population. Our results suggest that WTP for risk reduction varies across measures, even when they are all of private good or all of a public good nature. Furthermore, for conventional safety measures, WTP for a stated risk reduction is higher in private-good settings. Still, for a measure based on a mobile app, the result is the opposite (in the full sample). These findings caution against uncritical use of a uniform unit value of risk reduction and suggest that some public hesitancy towards the use of digital instead of conventional safety-enhancing technologies remains.

This study investigates the impact of freeze-thaw cycles on the dynamic California Bearing Ratio (CBR) of enzyme-stabilized and unstabilized subgrade soil. The research focuses on two enzyme-based stabilizers, Road Stabilizr and TerraZyme, applied to materials with varying plasticity indices. The results reveal that prior to conditioning, TerraZyme-stabilized samples exhibited an 11% increase in dynamic CBR, whereas Road Stabilizr-stabilized samples showed a slight decrease of 4% compared to unstabilized specimens. After subjecting the samples to freeze–thaw cycles, both enzyme-treated materials demonstrated substantially enhanced resistance to frost-induced degradation. Dynamic CBR increased by 38% for TerraZyme-stabilized samples and 39% for Road Stabilizr-stabilized samples relative to unstabilized controls. These results indicate that enzymatic stabilization strengthens interparticle bonding, reducing susceptibility to freeze–thaw weakening and promoting significant performance gains under cold-region conditions. The findings highlight the potential of enzyme treatments to improve the durability of soils in frost-prone infrastructure applications. 

Concerns about current and future officer shortages have intensified interest in understanding maritime students’ career plans. While previous research has primarily examined motivations for entering maritime education and training (MET), comparative evidence on students’ seafaring intentions across national contexts remains limited. This study addresses this gap by examining career plans and seafaring intentions among 1,548 maritime students enrolled in MET programmes in China, Greece, Croatia, Montenegro, and the United Kingdom. Using cross-national survey data, the study analyses differences in students’ intended career trajectories and explores whether demographic characteristics (gender, age, prior sea experience) and programme-related factors (programme type, level, duration, and exposure to shipboard training) are associated with intentions to pursue a seafaring career. The results reveal substantial cross-country variation in the proportion of students intending to work at sea, with higher levels observed in European countries compared to China. Logistic regression analyses further indicate that demographic and programme-related predictors are significant in the Chinese sample but not in the European sample, suggesting context-specific patterns. By providing the first comparative analysis of seafaring intentions across both European and Asian maritime education contexts, the study highlights the importance of national, educational, and demographic factors in shaping students’ seafaring intentions. The findings underline the need for context-sensitive recruitment and retention strategies to support the future supply of seafarer officers. 

This study applies sigmoidal models to predict pavement condition index (PCI) deterioration over time for residential and non-residential (main, collector and industrial) streets using pavement condition data from Skellefteå Municipality, Sweden. The dataset includes windshield-survey pavement assessments conducted in 2014, 2018 and 2022. Two modelling configurations were applied: temporal models calibrated using 2014 and 2018 observations to predict 2022 PCI ratings, and full dataset models developed using all available observations to represent overall deterioration behaviour. Separate sigmoidal curves were developed for residential and non-residential streets, as well as for the specific maintenance-treatment categories applied exclusively to non-residential streets. Sigmoidal curves for residential streets showed lower predictive performance and higher variability, potentially associated with heterogeneous pavement conditions, inconsistent pavement age and localized utility cuts, whereas sigmoidal curves for non-residential streets demonstrated comparatively better predictive capability due to more consistent deterioration patterns. Model performance also varied across maintenance-treated pavement surfaces, partly due to limited sample sizes. Sigmoid best-fit curves for street pavements treated with special treatments (ST) showed the highest predictive performance, while milling and resurfacing (MR)-treated pavements demonstrated relatively good agreement with measured PCI ratings. Surface levelling (SL) is a relatively low-cost treatment and may be suitable for earlier stages of deterioration, although traffic and pavement characteristics should also be considered when selecting treatments. Differences in unit cost between treatment types are considered only for contextual interpretation. Overall, sigmoidal curves may support more timely maintenance planning in data-limited municipal pavement management and reduce the need for major reconstruction.

Purpose

The purpose of this study is to explore how the fit between port community systems (PCS) assimilation and just-in-time (JIT) implementation co-evolves over time.

Design/methodology/approach

A longitudinal and process-based multiple case-study design focusing on two Swedish ports was employed. Data were collected through 33 interviews, 17 observations and 12 archival documents during 2020–2025.

Findings

The realization of JIT's environmental and operational outcomes is contingent on the fit between PCS assimilation and JIT implementation. However, their fit was jointly constrained by the PCS governance structure, digital immaturity, regulatory frameworks, and commercial and operational dependencies, leading to inconsistent JIT implementation. These sources of misfit do not stem from port-level PCS decisions alone, but also from actions, constraints and incentives of other port call actors.

Research limitations/implications

This study is based on two Swedish ports that can be characterized as early adopters of PCS supporting JIT implementation. While context-specific, the findings offer insights for ports seeking to assimilate PCS.

Practical implications

The study provides managerial insights for ports and maritime actors adopting a PCS to support JIT port calls. It shows that realizing JIT's outcomes requires manager to treat the assimilation process as collaborative and iterative. To assimilate PCS and scale-up JIT's implementation, interoperability should be prioritized by addressing regulatory constraints and uneven digital maturity among actors to reduce reliance on parallel systems. Furthermore, effective JIT implementation requires governance designs that prioritize system-level coordination by configuring berth windows, commitment rules and clearly assigned responsibilities to dominant operational and commercial conditions in the port call system.

Originality/value

The study conceptualizes PCS assimilation and JIT implementation as two interrelated process streams and argues that fit/misfit can either originate from one process stream to influence the other or result from the interaction between the two processes. 

In Sweden, peak-hour travel demand is ranked as the most important operational cost driver for public transport, linked to school and work hours. Achieving a more balanced demand throughout the day is therefore crucial for resource efficiency and promoting environmentally friendly transport. This study aims to gain a deeper understanding of the process of implementing staggered school start times to spread out travel demand, focusing on stakeholder impact and how implementation influences outcomes. In-depth interviews were conducted with key stakeholders from two Swedish cases where staggered school start times were implemented. How the implementation was designed and executed had a considerable impact on its outcome. In the studied cases, the process was led by the school transport actor and the sole objective of reducing operational transport costs was met. However, there were negative impacts on school operations, pupil and teacher scheduling, after-school leisure time, and family planning. These negative effects arose from a lack of stakeholder inclusion, limited knowledge of each other’s operational planning processes, and insufficient leadership across all organisations. This study identifies key contextual factors influencing success or failure, outlines transferable lessons for other regions, and contributes to insights into the distribution of positive and negative effects among stakeholders. Ultimately, staggering start times can reduce transport costs and potentially expand the public transport market, thereby contributing to a more sustainable and efficient transport system. A viable implementation requires allocating ample time and resources to successfully combine the complex planning and operational processes for transport and school. 

Klimatanpassning ställer kommuner och regioner inför utmaningar som är både tekniska, organisatoriska och djupt samhälleliga. Det kräver att vi tänker tillsammans, över förvaltningsgränser, roller och professionslogiker. PolKaT, ett designdrivet policy-labb för stärkt klimatanpassning av transportsystem, utvecklades som ett sätt att skapa just denna typ av gemensamt tänkande - en strukturerad men öppen process där aktörer kan utforska, analysera och forma policy i dialog.

Det designbaserade angreppssättet har varit centralt. Till skillnad från traditionella projektmetoder erbjuder designprocesser ett sätt att mötas innan man vet svaret, att hålla samtal vid liv även när osäkerheten är stor, och att närma sig komplexa problem genom både analys och kreativitet. Som forskare och processledare har vi därför arbetat med metoder som öppnar upp rummet - visualisering, kartläggning, prototypande och kollegial reflektion - och som gör det möjligt för deltagarna att dela sina erfarenheter på ett jämbördigt sätt. Omställningsarbete behöver mer än effektiva processer: det behöver kollektivt omdöme, gemensam orientering och en praktik som skapar mening i arbetet. PolKaT har prövat hur sådana metoder kan ta form i en kommunal kontext och hur design kan fungera som ett sätt att både organisera och demokratisera kunskap.

Genom arbetsböcker, workshops och lokalt förankrat arbete har tjänstepersoner och forskare tillsammans undersökt faktiska platser, processer och dilemma. Deltagarna har kartlagt system, identifierat flaskhalsar, formulerat problem och utvecklat idéer, och har på vägen fått syn på möjligheter som annars inte hade blivit tydliga. De har gjort det med ett stort engagemang, nyfikenhet och en vilja att dela med sig av sina perspektiv.

Klimatanpassning ställer kommuner och regioner inför utmaningar som är både tekniska, organisatoriska och djupt samhälleliga. Det kräver att vi tänker tillsammans, över förvaltningsgränser, roller och professionslogiker. PolKaT, ett designdrivet policy-labb för stärkt klimatanpassning av transportsystem, utvecklades som ett sätt att skapa just denna typ av gemensamt tänkande – en strukturerad men öppen process där aktörer kan utforska, analysera och forma policy i dialog.

Tjänstepersoner och forskare har tillsammans undersökt faktiska platser, processer och dilemman. Deltagarna har kartlagt system, identifierat flaskhalsar, formulerat problem och utvecklat idéer, och har på vägen fått syn på möjligheter som annars inte hade blivit tydliga. En referensgrupp har engagerats utifrån sina lokala, regionala och nationella perspektiv.

Genom intervjuer, workshops och litteraturstudier har policybehov identifierats och omvandlats till konkreta rekommendationer av forskare vid VTI och Malmö universitet. Dessa presenteras översiktligt i början av rapporten, följt av fördjupningar om bakgrund, policykontext för klimatanpassning, projektparternas utmaningar, resonemang kring rekommendationerna samt projektets upplägg och arbetsprocess.

Målgruppen för denna policyrapport är framför allt tjänstepersoner och beslutsfattare som arbetar med planering av bebyggelse, trafik och mobilitet, samt klimatanpassning av dessa. Vår förhoppning är att rapporten ska kunna användas som underlag och inspiration för att utveckla organisationers kapacitet för klimatanpassning av transportsystem.

The development of disruptive technologies such as artificial intelligence (AI), autonomous and electric vehicles, and smart grids challenges legal frameworks to remain relevant, adaptive, and coherent over time. This is evident in the transport sector, where technological innovation has the potential to fundamentally reshape transportation, logistics, and urban design, or is already doing so. Against this backdrop, the present study examines the legal ramifications of such transformations by exploring whether AI-based tools can support forward-looking legal research. Specifically, it aims to identify and map potentially complex or unclear legal situations that may arise from the deployment of disruptive technologies. 

This study employs two large language models (LLMs), Microsoft 365 Copilot and Claude Sonnet 4.6, to generate possible future legal scenarios for the period 2026–2037, using a scenario-based research design primarily situated within a Swedish and EU legal context. Several methods for engaging with the LLMs are applied, including mixed prompting, Chain-of-Thought prompting, the RACE framework, and meta-prompting.

The results show that both LLMs kept well to the prompt instructions regarding output format, including the integration of future scenarios, external drivers, and potentially challenging legal themes. Additionally, while differences between the responses of the two LLMs were observed, these were primarily differences of degree rather than of kind. 

The overall conclusions suggest that both LLMs demonstrate potential usefulness for further research and may serve as exploratory tools in legal research as a point of departure. However, although the scenarios produced by the LLMs were grounded in contemporary legal research “hot topics”, a more thorough examination of the validity of their claims is required to support well-founded decisions regarding future research. Finally, it is recommended that researchers should inter alia continue refining their “prompt literacy” while still relying on human judgment, especially for critically evaluating the validity and robustness of LLM-assisted research.