From many perspectives there is a need to understand more of how capacity, signal systems, anddriving behavior interact, and naturally since ERTMS is in its early stage, some areas are stillunexplored. The number of retrofitted ERTMS lines and new designed ERTMS lines are increasing inEurope, which implies extra focus on the capacity optimization in the network planning process.Many of these signaling projects involves going from traditional national lineside signaling to ERTMS.One of the parameters in capacity assessments that is relatively unexplored is the impact of the traindriver. One important knowledge gap to fill, is how simulation parameters should be adapted formore realistic capacity planning, based on driving behavior. ERTMS support new possibilities ofsignaling with its design of speed profiles, but what consequences does the choices have? It is animportant topic since ERTMS is a paradigm shift in train driving, and driveability has an impact onsafety, energy-consumption, and capacity. The purpose of this PhD project is adding knowledge tothis field. The work has been carried out incrementally, beginning with investigation of drivingbehavior with Swedish traditional lineside signaling (ATC), and with this new information proceedingto the area of ERTMS. The continuation of this project aims at investigating train driving behavior forERTMS with a proposed new measuring method based on the standardized ETCS radio signaling. Thisnew method offers a broad spectrum of train driving analysis for ERTMS in a new efficient way.Lastly, in the perspective of ERTMS lines have been evaluated as more challenging to drive, asystematic literature review was conducted to understand ERTMS driveability and how driveabilitycan be assessed. In the overall picture the impact on driveability originates from both technological,organizational, and train driver aspects. Analyzing the research objectives in this area aims atcontributing to a more effective and beneficial network planning process. / Ur flera perspektiv finns det ett behov av att förstå mer om hur kapacitet, signalsystem ochkörbeteende samverkar, och eftersom ERTMS är i ett tidigt skede är det naturligt med vissaoutforskade områden. Antalet ERTMS-linjer som bygger på gamla signalprojekteringar och nyadesignade ERTMS-linjer ökar i Europa, vilket innebär extra fokus på kapacitetsoptimering inätplaneringsprocessen. Många av dessa signalprojekt handlar om att gå från traditionell nationellsignalering till ERTMS. En av parametrarna i kapacitetsbedömningar som är relativt outforskad ärtågförarens inverkan. En viktig kunskapslucka att fylla är hur simuleringsparametrar bör anpassas fören mer realistisk kapacitetsplanering baserat på körbeteende. ERTMS stöder nya möjligheter attsignalera med sin design av hastighetsprofiler, men vilka konsekvenser har valen? Detta är ett viktigtämne eftersom ERTMS är ett paradigmskifte i tågkörning, och körbarhet påverkar säkerhet,energiförbrukning och kapacitet. Syftet med detta doktorandprojekt är att bidra med kunskap inomområdet. Arbetet har utförts stegvis, först en utredning av körbeteende med svensk traditionellsignalering (ATC), och med denna nya kunskap sedan vidare till ERTMS-området. Fortsättningen avdetta projekt syftar till att undersöka förarbeteende för ERTMS med den nya mätmetod beskriven iavhandlingen och som är baserad på standardiserad ETCS-radiosignalering. Metoden erbjuder ettbrett spektrum av analyser av tågkörning för ERTMS på ett nytt effektivt sätt. Slutligen, ERTMS-linjerhar utvärderats som mer utmanande att köra, och i perspektivet av detta genomfördes ensystematisk litteraturgranskning för att förstå ERTMS körbarhet och hur körbarhet kan bedömas.Från ett övergripande perspektiv påverkar både tekniska-, organisatoriska- och tågföraraspekterkörbarheten. Forskningen inom detta område syftar till att bidra till en mer effektiv och hållbarsignalplanering. / <p>QC 210521</p>

I detta arbete utforskas cybersäkerhetsaspekter av positionssystem inom sjöfartssektorn. Syftet är att identifiera åtgärder för att hantera och förebygga säkerhetshot samt utforska implementering av övningar för att bygga kompetens i detektering och hantering av dessa hot. Genom en systematisk litteraturstudie granskades befintlig forskning. Resultaten visar på vikten av anpassade utbildningsprogram, en förändrad inställning till cybersäkerhet, behovet av starka säkerhetskulturer samt effektiva förebyggande strategier och beredskapsplaner. Studien utreder även den kollektiva ansträngningen mellan rederier, tillverkare och andra maritima aktörer för att förbättra systemens motståndskraft mot cyberhot.  Slutligen uppmanar avhandlingen till vidare forskning för att utveckla mer detaljerade implementeringsstrategier. / In this work, cybersecurity aspects are explored within positioning systems in the maritime sector. The purpose is to identify means for handling and preventing security threats and explore the implementations of drills to build competency in detecting and handling these threats through a systematic literature review that looks at existing research. The results show the need for education courses, a changed outlook on cybersecurity, a strong security culture, effective prevention strategies, and contingencies. The study also investigates the collective effort between shipping companies, manufacturers, and maritime actors to improve the systems' resilience to cyber threats. Finally, the work encourages further research to develop more detailed implementation strategies.

Scope 3 emissions are emissions which a company is not directly responsible for. The case company, Duni Group, wants to reduce their Scope 3 CO2e emissions with 46,2% to 2030 using 2019 as a baseline. The aim of this report is to evaluate how they can do this for transportation and distribution. This will be done using four research questions which includes determining the current setup, proposing a new setup to this current situation, reviewing, and benchmarking partners and developing a roadmap. The case company, Duni Group, has facilities in Skåpafors, Bramsche, Poznan and Wolkenstein where the CO2e are calculated between and to customers in 20 European countries which is Duni’s largest markets. 15 different companies are handling these transports, which will be included in the scope. The frame of reference maps out different technologies that can be used to reduce the CO2e emissions. Among these are trucks with HVO100, electric, hydrogen and train solutions. Each technology has their own pros and cons, why tables for summing up these different technologies were created. The methodology is based on calculating the trucks needed to fulfill the transports, and from this calculate the CO2e emissions using NTMCalc. The frame of reference will together with the result from the current setup suggest promising alternative setups. Then, a survey is sent out to the strategic partners to get their point of view of the future and investigate if they have the same ambitions as Duni have. Lastly, a roadmap based on these earlier chapter will be created.  The current setup consists mostly of diesel trucks, for some markets there is already greener options implemented such as HVO100 and intermodal train solutions. The total CO2e emissions for the current setup are calculated to 9 714 tons, and the cost is calculated to 21 303 000 €. The lead time is for the linehauls 1-3 days and differ a lot for the distribution. The future setup reveals promising alternatives mostly to trucks with HVO100, electric trucks, and train solutions. When investigating these further, trucks with HVO100 is a good alternative close in time and electric trucks closer to 2030. Train solution is only recommended for the linehaul to Spain. When reviewing and benchmarking the partners, interesting findings from their sustainability work and their view on future technologies were revealed. The partners reviewed presented their sustainability work so far and got to rank their own sustainability work. Most of them ranked themselves above average, which is a good sign for Duni’s ambitions. For the insights in the future, the trend could be seen that HVO100 could be viable closer in time, and electric or hydrogen trucks viable in the future. However, electric was more popular than hydrogen. The partners also presented obstacles towards their sustainability work, among these are the cost, availability, tolls, and lack of infrastructure. It is also believed that most of the current strategic partners can implement the suggested changes in the future, but some changes might be needed.  Presenting a roadmap, the CO2e emissions could be reduced by 44% in 2024, mainly using HVO100 which would increase the total cost by 5-9%. This could be reduced further to 65% in 2030, mainly using electric trucks to make this change which could increase the cost by less than 1%. However, this can change and needs to be investigated further closer in time since a lot can happen in these years with new technologies. The price in the end will vary based on electricity price and purchase price of the vehicle. Other obstacles could also affect this, for instance how well the infrastructure develop.

This thesis investigates the integration of vehicles with differing levels of automation and connectivity within suburban traffic systems, focusing on their impact on road safety, traffic efficiency, and risk, particularly concerning vulnerable road users. By employing a Cooperative and Connected Automotive Mobility (CCAM) framework, the study examines how vehicles that share real-time information and intentions under different CCAM configurations influence the dynamics of suburban mobility. Utilizing simulation tools like SUMO and Artery, this research conducts multiple traffic scenario simulations to capture the interactions between automated, connected, and conventional vehicles. The simulations specifically target the implementation of Intelligent Transport Systems (ITS) protocols such as ETSI ITS-G5, directed by the European standard, assessing their efficacy in fostering safer and more efficient suburban environments. The parameters used to determine the performance of a scenario are number of emergency brakes, collisions, average vehicle speed, average relative speed and ratio of departed speed. The findings aim to provide actionable insights into deploying advanced vehicular technologies, ensuring their beneficial integration into increasingly complex suburban traffic networks, thus supporting global road safety initiatives like Vision Zero. This project shows that safety-wise, the general mix of vehicles that provide the safest traffic conditions are the heterogenous mix of 50% automated, with higher levels of connectivity contributing to better metric scores from an efficiency standpoint.

This thesis had the goal to investigate the potential of 90+ ton trucks in Sweden. As of current, the highest allowed weight on public roads is 74 ton. A few research questions were formulatedin order to capture the most important aspects of the system in which these vehicles operate. The research questions were what the potential economic savings could be, what the environmental improvements could be, where these vehicles best operate and which barriersthat exist for these vehicles to be successfully deployed. The method has consisted of a literature study, interviews with experts and building asimulation model to see if the efficiency observed in some cases would be applicable to other cases as well. The results from the simulations show the same positive trend toward bigger trucks even withmore and longer routes driven. This was the case even when prices for fuel were set to different values in order to see its effect on the relation between the compared trucks. It was also shown that the heaviest vehicle, 98 tons, still would be more effective if its cargo weight was reduced by 10%. The conclusions from the study is that the BK4 road network that exists in Sweden need to be expanded as well as bridges in the network being analyzed and reinforced to handle proposed gross weights in the future. For the 90+ ton trucks themselves, rigid flows of biomass like int hose cases where terminal driving occurs are the most suitable cases for the trucks due to the predictability of the high biomass flow.

Many cities suffer from problems with high traffic flows in the city centers which leads to a desire to get more people to choose public transport over cars. For many car drivers, the main reason to take the car is the convenience and time efficiency; the price is often of less importance. The public transport providers should, therefore, strive to improve their Level of Service (LOS). A general process that can be used by public transport providers or other stakeholders to evaluate the LOS in a public transport system based on Automated Vehicle Location (AVL) data is developed and presented in this thesis.The process values the quality and suitability of the AVL data, propose which KPIs to use and how to use the results to find possible improvements. Four different types of erroneous data were discovered: outliers in position, outliers in speed, outliers in travel time and general errors. KPIs are developed in three main areas: on-time performance, travel time distribution and speed, where each KPI is divided into several sub-areas.

The demand for road freight transport continues to grow with the growing economy, resulting in increased fossil fuel consumption and emissions. At the same time, the fossil fuel use needs to decrease substantially to counteract the ongoing global warming. One way to reduce fuel consumption is to utilize emerging intelligent transport system (ITS) technologies and introduce heavy-duty vehicle (HDV) platooning, i.e. HDVs driving with small inter-vehicle gaps enabled by the use of sensors and controllers. It is of importance for transport authorities and industries to investigate the effects of introducing HDV platooning. Previous studies have investigated the potential benefits, but the effects in real traffic, both for the platoons and for the surrounding vehicles, have barely been explored. To further utilize ITS and optimize the platoons, information about the traffic situation ahead can be used to optimize the vehicle trajectories for the platoons. Paper I presents a dynamic programming-based optimal speed control including information of the traffic situation ahead. The optimal control is applied to HDV platoons in a deceleration case and the potential fuel consumption reduction is evaluated by a microscopic traffic simulation study with HDV platoons driving in real traffic conditions. The effects for the surrounding traffic are also analysed. Paper II and Paper III present a simulation platform to assess the effects of HDV platooning in real traffic conditions. Through simulation studies, the potential fuel consumption reduction by adopting HDV platooning on a real highway stretch is evaluated, and the effects for the other vehicles in the network are investigated. / Efterfrågan på godstransporter på väg fortsätter att öka i takt med den växande ekonomin, vilket resulterar i ökad förbrukning av fossila bränslen och ökade utsläpp. Samtidigt behöver användandet av fossila bränslen minska för att motverka den pågående globala uppvärmningen. Ett sätt för att minska bränsleförbrukningen är att utnyttja den teknik kring intelligenta transportsystem som är under utveckling och introducera lastbilskonvojer, det vill säga lastbilar som använder sensorer och regulatorer för att kunna köra med korta avstånd mellan sig. För transportföretag och -myndigheter är det viktigt att undersöka effekterna av att införa lastbilskonvojkörning. Tidigare studier har undersökt de möjliga fördelarna, men effekterna vid körning i trafik, både för konvojerna och för omgivande fordon, är outforskade. För att ytterligare utnyttja intelligenta transportsystem och optimera konvojerna kan information om trafiksituationen längre fram på vägen användas för att optimera konvojernas körning. Artikel I presenterar en optimal hastighetsregulator baserad på dynamisk programmering och som inkluderar information om trafiksituationen längre fram. Den optimala regulatorn appliceras på lastbilskonvojer under ett inbromsningsscenario och den potentiella minskningen i bränsleförbrukning utvärderas genom en mikroskopisk trafiksimuleringsstudie där lastbilskonvojerna kör i verkliga trafikförhållanden. Effekterna för omgivande fordon är också analyserade.Artikel II och artikel III presenterar en simuleringsplattform för att utvärdera effekterna av lastbilskonvojkörning i verkliga trafikförhållanden. Genom simuleringsstudier analyseras den potentiella bränsleförbrukningsminskningen då lastbilskonvojer körs på en verklig motorvägssträcka och effekterna för de övriga fordonen på vägen undersöks. / <p>QC 20180516</p>

The present thesis is devoted to an application of the ideas of complex networks theory for analysing, modelling, and, finally, optimising different processes that occur in transportation networks.

Over the course of the past decade the MRT (Mass Rapid Transit) stations in Taiwan have become open air art galleries: with more prominent and frequent display of various artistic creations in stations, including interactive artworks. However, unlike the audiences in more meticulously choreographed exhibition contexts, those in stations are usually involuntary. New criteria for the creation and evaluation of artworks in these context are necessary to enhance the connection between the audience and the artwork, and to elicit meaningful experience via interactivity. This research aims to uncover the critical factors that can turn an indifferent passenger into an explorative participant, subsequently leading them to obtain meaningful experiences through interaction with computer-based interactive artwork. This research focuses on artworks that are permanently installed in the stations, with three case studies conducted in MRT stations forming the backbone of the research. Field observation was the first step in each case study, conducted in order to understand the fundamentals of the interactivity between the passengers and the artworks. This was followed by in-depth interviews with the passengers and three professional interview groups. A critical Analytical Framework was formed throughout the course of the research, identifying five engaging characteristics: Incentive, Transfer, Accessibility, Play, and Challenge. These five characteristics were eventually reapplied to re-examine the case studies and the content of the interviews with the professionals. The findings of this research articulate how the Analytical Framework can be adopted in future research intended to create the conditions for more meaningful art-interactions. This Analytical Framework will assist artists, designers and researchers in their pre-planning and follow up evaluations of the degree of engagement generated by computer-based interactive artworks displayed in transport hubs. The interest that the outcomes of this research has attracted in the field suggests that the framework could be extended to the examination of various computer-based interactive artworks in similar public contexts. In this context, the framework would play a valuable role in uncovering a more dynamic paradigm used to illustrate how meaningful experiences can evolve in similar public spaces.

Det finns olika sätt att öka kapaciteten hos en flygledare. En av de är att göra samordningar mer effektiva. Samordningar sker idag via datalänk eller verbalt, då genom telefonsamordning eller face-to-face. Det finns även icke verbala samordningar där bara kroppsspråk står för en del av kommunikationen. På en kontrollcentral utförs många samordningar och informationsdelningar mellan flygledare. Detta görs för att kunna hålla en hög säkerhet men ändå arbeta på ett effektivt sätt. Östgöta kontrollcentral, ÖKC, har undersökts för att se om informationsdelningen kan bli effektivare samt om en flygledarassistent kan stötta två flygledare samtidigt. Med hjälp av en teoretisk referensram och litteraturstudie har det visat sig att bland annat Lean production kan appliceras på området för att utvärdera ÖKC. Författarna har observerat den operativa verksamheten på ÖKC och samlat data som i sin tur ligger till grund för de mätningar som gjorts. Därefter har ett alternativt ÖKC tagits fram med förankring i teorin om hur kontrollcentraler bör se ut för en bra social samverkan och teamwork. Utifrån data från observationen är informationssträckan som information inne på ÖKC måste färdas 150,8 meter. Detta mätetal är undersökningens viktigaste mätetal och visar att alternativet har motsvarande 130,5 meter informationssträcka, vilket ger en minskning med 20,3 meter.