Detaljhandeln har präglats av förändringar under det senaste decenniet, inte minst har e-handeln ökat markant. Omsättningen hos e-handeln i den svenska sällanköpshandeln tredubblades mellan 2012 och 2019. Samtidigt har butikshandeln minskat på många håll, vilket även förstärkts av coronapandemin. Från kunderna finns bland annat ökade förväntningar på integration mellan online- och offlinekanalerna hos detaljhandlarna, det vill säga att utveckla en så kallad omnikanal. Detta har lett till att butikers roll har förändrats och butikerna har i större utsträckning använts i e-handelsdistributionen med strategier som Click-and-Collect och Ship-From-Store(SFS). Cervera är en svensk detaljhandlare inom matlagning, dukning och inredning och är ett företag som börjat använda sina butiker i e-handelsdistributionen. Det senaste steget har varit att möjliggöra artiklar att skickas till kund från butik, så kallad Ship-From-Store, om artiklarna i fråga är slut på centrallagret. Utformningen av vilka artiklar och från vilka butiker detta ska vara möjligt för, samt vilka effekter det får, är dock något Cervera vill utvärdera, och således var studiens syfte: Att ta fram ett beslutsunderlag för vilka artiklar och butiker som kan inkluderas i Cerveras SFS-flöde med avseende på kostnader, intäkter och leveransservice. I studien togs beslutsunderlag fram dels genom intervjuer med region- och butikschefer på Cervera och dels genom att utveckla en beräkningsmodell med avseende på hur Ship-From-Store kan komma att påverka kostnader, intäkter och lagertillgänglighet. I intervjuerna framkommer det att få praktiska anledningar finns för att exkludera butiker men att butikschefens och personalens inställning kan påverka resultatet. Uppstartskostnaderna för att inkludera ytterligare butiker är låga, men vid ett ökat antal e-handelsordrar till följd av Ship-From-Store kan ytterligare personal behöva anställas och således medföra ökade kostnader. En beräkningsmodell togs fram som behandlade kostnader och täckningsbidrag för en orderrad och hur dessa skiljer sig mellan Ship-From-Store-distribution och en e-handelsorder som skickas direkt från centrallagret. Kostnaderna och täckningsbidraget togs fram för alla Cerveras artikelnummer men även snittkostnader och snittäckningsbidrag över samtliga artikelnummer. Modellen behandlade även hur lagertillgängligheten kan förändras vid införandet av Ship-From-Store och i förlängningen även hur försäljningen och därmed intäkterna påverkas av denna ökade lagertillgänglighet. Beräkningsmodellen implementerades med indata från Cervera och från resultatet identifierades att de förbättringar som kan ses i lagertillgänglighet och ökad försäljning är som störst vid implementering av de första butikerna som inkluderas i Ship-From-Store. Att inkludera ytterligare butiker ökar lagertillgängligheten men effekten avtar desto fler butiker som inkluderas. En fördel med att inkludera fler butiker är att de ordrarna som Ship-From-Store resulterar i, kan fördelas ut på fler butiker desto fler som inkluderas och minskar därmed arbetsbelastningen per butik. Det medför mindre risk för butiker att behöva anställa mer personal för hantering av e-handelsordrar. De kostnader som huvudsakligen skiljer sig mellan Ship-From-Store och leverans från centrallagret är kostnader för hantering. I dagsläget tillkommer ingen explicit kostnad för hantering i butik men om Ship-From-Store-ordrar belastas med en kostnad motsvarande personalkostnaden för tiden det tar för hantering blir Ship-From-Store dyrare än alternativet när det skickas från CL. Antalet av en artikel en orderrad innehåller är också avgörande för täckningsbidraget för en orderrad. Vissa artiklar ger negativt täckningsbidrag om de köps enskilt, men genererar vinst om en orderrad innehåller flera av samma artikel. Ship-From-Store möjliggör även en markant förbättrad lagertillgänglighet på e-handeln och Cervera har möjlighet att på så sätt öka försäljningen enligt resultatet från den beräkningsmodell som har tagits fram. / The retail market has been subject to changes during the latest decade, especially e-commerce has seen significant growth. Sales in the Swedish retail market tripled between 2012 and 2019. Meanwhile, brick-and-mortar store sales have diminished in many places, this effect has been reinforced due to the Corona pandemic. There are increased expectations from the customers on integration between the online- and offline channels, to develop a so called omnichannel. This has led to a change in the role of brick-and-mortar stores which have been increasingly used in the fulfillment of e-commerce orders with strategies such as Click-and-Collect and Ship-From-Store. Cervera is a Swedish homeware retailer which has begun to use their brick-and-mortar stores in their e-commerce distribution. The latest step has been to enable articles to be sent to the customer from a store, so called Ship-From-Store, if the articles in question are out of stock in the central warehouse. The decision of which articles and from which stores this should be possible, is something Cervera wants to examine, and thus the purpose of this study was: To provide a decision basis for which articles and stores that can be included in Cervera’s Ship-From-Store-distribution with regards to costs, revenue and delivery service. In this study, a decision basis was provided partly through interviews with regional and store managers at Cervera and partly through developing a calculation model with regards to how Ship-From-Store might affect costs, revenue and delivery service. From the interviews it is revealed that there are few practical reasons to exclude stores from Ship-From-Store however the store manager’s and the staff’s attitude towards Ship-From-Store might affect the result. The initial costs for including a new store are low, but if the amount of e-commerce orders stores have to handle increases, stores might need to hire additional staff and thus costs will increase. A calculation model was developed which processed costs and gross margin for an order line and how these differ between Ship-From-Store and an e-commerce order sent from the central warehouse. The costs and the gross margin were calculated for each article number, but also the mean costs and mean gross margin between all article numbers. The model also processed how stock availability can change with the introduction of Ship-From-Store and by extension how sales and therefore revenue is affected by the increase in stock availability. The calculation model was implemented with input data from Cervera and the results suggested that the improvements in stock availability and sales were the most significant for the first fewstores included in Ship-From-Store. Introducing additional stores improves the stock availability, however, the effect decreases for each additional store being introduced. The advantage of adding additional stores is that the orders that Ship-From-Store results in, can be distributed between more stores and thereby decreasing the workload for each store. This entails less risk of stores needing to hire more staff for handling of e-commerce orders. The costs which mainly differs between Ship-From-Store and delivery from the central warehouse are costs for handling. No explicit cost from handling in store is added but if Ship-From-Store orders are burdened with cost corresponding to the cost of staff for the time it takes for handling, Ship-From-Store becomes the more expensive alternative when compared to shipment from the central warehouse. The number of articles an order line contains is also crucial for the gross margin of an order line. Some articles yield a negative gross margin if sold individually but earns a profit if an order line contains several articles. Ship-From-Store also enables a significantly improved stock availability for Cervera’s e-commerce and Cervera thus have the opportunity to increase sales according to the results of the calculation model that has been developed.

The present thesis aims to establish ideas and technical solutions that can have a positive impact on women's perceived safety while traveling in autonomous vehicles, made for sharing with strangers. The method follows the Design Thinking model which contributes to a user-centered design approach. Initial literature research was performed to understand the problem area, which included women's issues in public transportation, the development of autonomous vehicles, the foundation of a trusting behavior and authentication technologies for identifying users. Following ideation workshops with eight potential users of the service contributed with ideas based on the female perspective and their expectations of traveling in a shared mobility alternative. These results provide a foundation that contributes to a specific purpose of the thesis to create and evaluate strategies for authentication of co-passengers due to being advocated by the participants. Two versions of a high-fidelity mobile application prototype were created in Figma with different strategies for how to interact with the service and authentication methods to align with the autonomous vehicle prototype provided by NEVS during the following tests.  The final user tests, with 14 participants, indicate that an identification method should be included in the service, especially during the night. Six of seven female participants appreciate a combination of Bank ID while requesting a ride and facial recognition when boarding the vehicle. However, the results of the male participants vary to a larger extent. The results do not indicate where the identification technology should be implemented, in the private phone or the vehicle doors. To create a solution available to a larger target group, the mobile application need to adopt and provide option alternatives regarding identification methods due to individual differences and previous experiences which lays a foundation for the users' ability to contribute to a trusting behavior. Furthermore, an onboarding process for the first-time user is proposed to prepare the user and describe how the service could be used and what is expected by them.

The purpose of the study is to: 1. develop a model for studying the strategies of third-party providers, and 2. preparing empirically supported hypotheses regarding the TPL providers strategies. Empirical data has been gathered from 21 Australian, European, and North- American targeted TPL providers, all recognized as large, innovative or influential industry representatives. The thesis propose an empirically supported model for studying positions or for positioning of TPL providers, based on both served markets and internal industry variables. Further, the TPL providers expected development, the values delivered to clients, and activity and capability for supply chain integration are explored. The results of the study indicate that the TPL providers in general have similar strategies, and expect to develop in similar ways. The main values provided to clients are Cost and the possibility to Focus on Core, and the main mechanisms for creating that value are Operative Competence and Systems Development.

Efficiency in the public and freight transportation systems is of crucial importance for a society. Railways can offer high capacity and relatively low environmental impact, but require that several technical systems are tuned and operate well. Specifically there is a very tight interdependency between infrastructure and trains, which distinguishes railways from other transportation modes. Thus maintenance of all the subsystems is needed. Railways do also have some specific and complicating properties that influence maintenance and operations: Most activities need exclusive access to the infrastructure and - due to the geographic layout, safety requirements and partitioning of the subsystems - large portions of the network will be affected by each activity. Furthermore, several organisational units and resources are involved, ranging from governments and regulatory bodies, over operators and contractors to suppliers, technical experts and work forces. Thus railway maintenance is complicated to organize and consumes large budgets. This thesis treats the planning and scheduling problems that concern railway infrastructure maintenance and the coordination with train traffic. Mathematical methods and optimization are studied and used, with the aim of advancing the knowledge about models for solving such problems. The thesis contains three papers and presents: (1) A survey regarding railway maintenance activities, the major planning problems and the conducted research so far; (2) A model for quantitative comparison and assessment of competing capacity requests from train operations and maintenance; (3) An optimization model for integrated scheduling of both maintenance windows and train services. The work can be helpful for practitioners as well as researchers who want to take further steps in this interesting and challenging area. Based on the results that have been obtained, future research directions are presented that may lead towards practical use of concurrent planning of railway maintenance and train services. / Efficient planning of railway infrastructure maintenance

When developing new active safety systems or improving existing systems, conducting performance evaluations is necessary. By performing these evaluations during early development stages, potential problems can be identified and mitigated before the system moves into the production phase. Testing active safety systems can be difficult since the characteristic scenarios may have complex interactions. Using real vehicles for performing these types of scenarios is difficult, expensive, and potentially dangerous. Alternative methods, such as using inflatable targets, scale models, computer simulations or driving simulators, also suffer from drawbacks. Consequently, using virtual reality as an alternative to the traditional methods has been proposed. In this case, a real vehicle is driven while wearing a head-mounted display that presents the scenario to the driver. This research aims to investigate the potential of such technology. Specifically, this work investigates how the chosen technology affects the driver. This investigation has been conducted through a literature review. A test platform was constructed, and two user studies using normal drivers were performed. The first study focused on the effects of visual time delays on driver behavior. This study revealed that lateral behavior changes with added time delays, whereas longitudinal behavior appears unaffected. The second study investigated how driver behavior is affected by different modes of virtuality. This study demonstrated that drivers perceived mixed reality as more difficult than virtual reality. The main contribution of this work is the detailed understanding of how time delays and different modes of virtuality affect drivers. This is important knowledge for selecting which scenarios are suitable for evaluation using virtual reality. / <p>The series name <em>Linköping Studies in Science and Technology Licentiate Thesis</em> is incorrect. The correct series name is <em>Linköping Studies in Science and Technology Thesis</em>.</p>

The construction industry is associated with problems such as low productivity and high costs. This has been highlighted in several government-funded reports in both Sweden and in the UK during the course of over two decades. The construction industry is a large industry sector employing hundreds of thousands and a large contributor to a country’s GDP. The problems therefore have a large impact on society. Some of the problems are rooted in the organizational structure of the construction industry. Compared to other manufacturing industries, the construction industry is organized in temporary organizations. The temporary organizations cause temporary supply chains, fragmentation among construction industry actors and adversarial relationships between those actors. Partnering has been but forward as a solution to overcome the temporariness and the adversarial relationships in the construction. Another solution to mitigate the problems suggested in the reports is supply chain management (SCM). Both concepts have been taken from the manufacturing industries and partnering has been more successful compared to SCM in the construction industry. In the construction industry the progress towards SCM has focused on logistics. In recent years dedicated third-party logistics (TPL) solutions have emerged in the Swedish construction industry, where a company is hired to manage the logistics in a construction project. The purpose with the research presented in this licentiate thesis is to explore how client initiated TPL solutions and partnering can be facilitators for SCM in the construction industry. Being a new phenomenon in the construction industry TPL solutions provide a logistical competence not necessarily included in a traditional construction project. Therefore, TPL solutions are of particular interest when studying the realization of SCM in the construction industry. In the process of realizing SCM in the construction industry, the construction clients have been put forward as having a crucial and important role. The clients are the initiator and funder of construction projects and as such the client can influence the course of a construction project. Therefore, it is of interest to study how the client can take an active role in this process. Initiating a TPL solution in a construction project is one way for a client to take an active part in the realization of SCM in construction. However, in order to study how clients can take an active role towards the realization of SCM in the construction industry, there have to be an understanding of how SCM is to be adopted to the construction industry context. SCM that derives from the manufacturing industry is designed to be used in long-term relationships with permanent organizational structures. The construction industry on the other hand is associated with short-term relationships and a temporary organizational structure. Partnering that is designed to mitigate the temporariness and establish long-term relationships have been quite successful in the construction industry, and could therefore be used as a facilitator for SCM in construction. To study the use of client initiated TPL-solutions in construction and the realization of SCM in the construction industry the following research questions have been addressed: RQ1: To what extent can a third-party logistics solution be a facilitator for client driven SCM in the construction industry? RQ2: How will upstream and downstream tiers be affected when a thirdparty logistics provider is used in a construction project? RQ3: How can partnering be used a mean to facilitate the realization of SCM in the construction industry? To answer the research questions two main methodologies have been used; case study for the empirically grounded research and conceptual studies for the analysis of the case studies as well as for comparing the two concepts of partnering and SCM. All questions have been grounded in literature and previous research. The findings of this research is therefore grounded in both theory and in practice. The main findings of this research is that TPL solutions are not a quick fix for realizing SCM in the construction industry. However, if used right a TPL solution can be an effective tool to address logistical issues in a construction project and to establish an interface between the supply chain and the construction site. By initiating a TPL solution the client addresses the importance of logistical competence in a construction project. A TPL solution does not have a purpose of its own; a TPL solution is a service function to the construction project, providing expertise on logistics management. There are also a number of driving forces and concerns that have been identified, if they are addressed prior to a TPL solution is implemented, the likelihood of its success will increase. Furthermore, both partnering and SCM rely on high trust and share several key components and issues that have to be addressed. Partnering on strategic level with several suppliers included can even be hard to distinguish from SCM. Wherefore, partnering is considered a facilitator for the realization of SCM in construction. By addressing the necessary issues in both concepts a good foundation for SCM is established.

Solcellstekniken har funnits sedan lång tid tillbaka och har med en kontinuerlig utveckling vuxit fram till att bli ett rimligt alternativ för kraftförsörjning. Fördelen med solpaneler är dess installationsmöjligheter vilket tillåter installation på outnyttjade ytor så som fasader och tak. Västlänken är ett stort pågående projekt i Göteborg, projektet innefattar byggnation av nya tågstationer och förläggning av ny järnväg. Detta innebär upprättning av nya teknikhus i anslutning till järnvägen. I samband med detta väcker Sweco Sverige frågan om hur takytorna bäst kan användas på dessa teknikhus. Syftet med arbetet är att tillsammans med Sweco undersöka vilken effekt som kan genereras av en solcellsanläggning som installeras på teknikhus som är belägna i Göteborg, huruvida installation av ett PV-system är möjlig med den befintliga utrustningen som finns i ett teknikhus och hur stor del av utrustningen i ett teknikhus som kan drivas av den genererade effekten från PV-systemet. För beräknandet av potentiell uteffekt från PV-system användes ett simuleringsprogram framtaget av Energiforsk AB. Gällande installationsmöjligheter fördes direktkontakt med företaget som levererar rectiverters till Trafikverket. Resultatet visar att effekten från ett PV-system är direkt beroende av installationsytan samt verkningsgraden på solcellsmodulerna där uteffekten varierar från 0,10 kW vid lägst verkningsgrad och minst installationsyta till 1,62 kW vid högst verkningsgrad och störst installationsyta. Installation av ett PV-system är ej genomförbar till den befintliga utrustningen i teknikhusen utan måste kompletteras med tilläggsmoduler och solladdare för att systemet ska fungera på ett tillfredställande sätt. Med resultatet kunde lasteffekten för den avbrottsfria kraften och uteffekten från PV-systemet jämföras för Scenario 1 och Scenario 2, då det var för dessa två scenarier som lasteffekten var känd. Andelen av lasteffekten för den avbrottsfria kraften som kan tillgodoses av ett PV-system beräknades till 1,6 % ̶ 10,1 % för Scenario 1 och 2,3 % ̶ 18,2 % för Scenario 2. / Solar cell technology has been around for a long time and has with continuous development grown to become a viable alternative for power supply. The advantage of solar panels comes with the possibilities for installations on surfaces such as facades and roofs. Västlänken is a large ongoing project in Gothenburg, the project includes the construction of new train stations and the construction of a new railway. This includes the establishment of new signal boxes along the railway. In conjunction with this, Sweco Sweden has raised the question of how to best utilize the roof of these signal boxes. The purpose of this thesis is, in cooperation with Sweco Sweden, to investigate the potential output power that can be generated by a photovoltaic system once installed on the signal boxes located in Gothenburg, whether installation of a PV system is possible with the existing equipment in a signal box and how much of the equipment in the signal box that can be powered by the PV-system. For the calculation of potential output power from PV-systems, a simulation program designed by Energiforsk AB was used. Regarding the installation options a direct contact with the company that supplies rectiverters to the Swedish Transport Administration was established. The results shows that the output power of PV-systems depends on the installation area and the efficiency of the photovoltaic modules. The output power varies from 0.10 kW at the lowest efficiency and the smallest installation area to 1,62 kW at the highest efficiency and largest installation area. Installation of a PV-system is not feasible with the existing equipment in the signal boxes as additional modules and solar chargers are needed for a working system. With the result, the load for the uninterruptible power and the output power from the PV system could be compared for Scenario 1 and Scenario 2, as the load was known for just these two. The part of the load that can be met by the PV-system was calculated to be 1,6 % ̶ 10,1 % for Scenario 1 and 2,3 % ̶ 18,2 % for Scenario 2

Att förlora framdrivningsförmågan ombord på ett fartyg kan vara förödande och få stora konsekvenser. Examensarbetet har undersökt huruvida haverirapporter från Europas flaggstaters administrativa haveriutredningsorgan kan användas som underlag vid förebyggande och jämförande studier av orsaker till förlust av framdrift ombord på fartyg. Examensarbetet har även undersökt kategoriserings möjligheten av rapporterna utifrån kategorierna operativt fel (drift/underhåll), organisationsfel och tekniskt fel. I 37% av rapporterna var det en kombination av orsaker, därav gick det inte att strikt kategorisera orsaken efter en enda kategori. Arbetet finner att det finns flera återkommande brister och fel som bristande systemkännedom eller ett handhavandefel då detta framkommer i 37% av rapporterna vilket indikerar att informationen kan användas för att skapa förutbyggande åtgärder. Examensarbetet påvisar även brister med informationen om just förlusten av framdrift i rapporterna som kan göra det svårt att använda en del av haverirapporterna för förebyggande studier. / Losing propulsion ability onboard a ship can be devastating and have major consequences. The thesis has examined if accident reports from the administrative accident investigation bodies of the European flag States can be used as a basis for preventive and comparative studies of causes of loss of propulsion onboard ships. The thesis has also investigated the categorization possibility of the reports based on the categories Operative (operation/maintenance) errors, organizational errors, and technical errors. In 37% of the reports it was a combination of causes, hence it was not possible to strictly categorize the cause by a single category.  The thesis finds that there are several recurring deficiencies and errors such as lack of system knowledge or a handling error as this appears in 37% of the reports indicating that the information can be used to create pre-construction measures. The thesis also shows shortcomings with the information about the loss of propulsion in the reports that can make it difficult to use some of the accident reports for preventive studies.

This thesis concentrates on implementing an efficient scheduling and planning system for a Third-Party Logistics Company as a 3PL has more restrictions and parameters on how their work gets carried out on daily basis. The problems associated with the case company is that the company has poor scheduling and planning system which is leading to decrease in productivity and increase in backlog of work. Due to lag in information flow between the stakeholders, planner is unable to predict the different situation. In this technological era, it is important to enhance planning and scheduling which directly reflects on productivity. On understanding the present problem based on interview with the traffic department, questionnaires to the shopfloor employees and observations made, authors selected particular framework by referring different journal articles which led to find the solution for the problem. This report gives the solution for enhanced scheduling system by integration of digitalization. Digitalization helps in reaching the updated information faster which is required for planning and scheduling process. An efficient scheduling and Planning system always help in a smooth functioning of any production facility. It keeps the work to be done on track and helps the employee in finishing the task for the day in the best possible way. This thesis is carried out and conclusion is achieved by solving the existing problem for the case company. This system may further enhance by incorporating RFID system which updates the information faster with more data required for planning and scheduling system.

The technology of autonomous vehicles has the potential to provide a significant number of safety, efficiency and environmental benefits to those who are able to harness it. As such, it is only natural that the company which is the subject of this project should want to explore this field, since the company prides itself on being at the cutting edge of both environmental sustainability and technological advancement. This inquiry was therefore launched in order to amass a sufficient knowledge base to enable management to make informed decisions about the possible future implementation of autonomous trucks, specifically to handle the logistics flow between their production facility in Skellefteå, Sweden and the nearby harbour. The first step to achieving this objective consisted of an exploration of the state of autonomous vehicle technology as well as the regulatory framework in Sweden for operating such systems on public roadways. Information was gathered from a vast array of sources, including academic literature, official reports from various authorities, journalistic publications as well as interviews with individuals with competence or experience within this field. While the regulatory situation in Sweden at the moment offers no legal way to operate autonomous vehicles on public roads, it is possible to be granted permission to perform trials of this technology under certain conditions. An investigation was undertaken to determine whether this might be a viable option for the company’s case. As such, hazard analysis was performed on the proposed route in Skellefteå. The method for this was based off of methodology gained from sources who had previously executed safety cases for trials of autonomous technology. A list of potential hazards relevant to the operation of autonomous vehicles was composed, together with variables with which to measure their severity. The relevance and appropriate scope of these hazards and variables was then verified by discussing it with sources with competence in this field. The route was then travelled in order to observe the prevalence of the aforementioned variables. The information was completed and verified through various reports gathered from the Swedish Transport Administration and the Swedish Meteorological and Hydrological Institute. The result of the inquiry was that the autonomous technology on the market today is not sufficiently advanced to handle the specified application with an adequate level of safety. The route is also of limited use in establishing trials for testing of autonomous vehicles. While there are uses for autonomous transportation technology, great breakthroughs are needed before the technology reaches the level needed to handle such complex challenges as would be encountered on the proposed application. / Självkörande fordon är en teknologi som visar potential för betydande fördelar inom säkerhet, effektivitet och miljömässigt för dem som kan tygla den. Det framstår därför som naturligt att uppdragsgivaren till detta projekt skulle vara intresserad av denna teknik, då företaget är känt för att vara vid både miljö- och teknikfrågornas framkant. Därför lanserades detta utredningsarbete för att sammanställa tillräcklig kunskap för att kunna ta informerade beslut om en potentiell implementering av ett autonomt transportsystem från deras fabrik i Skellefteå till Skelleftehamn. Denna utredning började med att kartlägga hur autonoma fordonstekniken ser ut idag, samt de regulatoriska möjligheterna att driva autonoma system på allmän väg I Sverige. Informationen samlades från en mängd olika källor, inklusive akademisk litteratur, rapporter från officiella källor, journalistiska källor samt från intervjuer med personer som besitter kompentens och erfarenhet av ämnet. Emedan den regulatoriska situationen i Sverige för stunden inte medger något lagligt sätt att operera självkörande fordon på allmän väg så finns det möjlighet att få tillstånd att utföra försöksverksamhet med sådana fordon så länge vissa villkor uppfylls. En utredning genomfördes för att fastslå om sådan verksamhet skulle kunna vara relevant i företagets fall. I och med detta så utfördes en riskanalys på den föreslagna rutten i Skellefteå. Metoden för dess utförande baserades på metodologi som hämtades från källor som tidigare hade utfört säkerhetsbevisningar för försöksverksamhet på autonoma fordon. En lista av möjliga risker framtogs, tillsammans med mätpunkter vilka skulle kunna användas för att fastslå deras betydelse för autonom fordonteknologi. Dessa riskers relevans och lämpligheten av dess omfattning diskuterades därefter med källor med kompetens inom området. Sedan besöktes rutten för att observationer om mätpunkternas förekomst kunde utföras. Informationen kompletterades och verifierades därefter med information från ett antal rapporter från Trafikverket och Sveriges Meteorologiska och Hydrologiska Institut. Det man kommit fram till är att det idag inte finns något autonomt fordonssystem som är tillräckligt avancerat att klara rutten mellan fabriken och hamnen med god nog säkerhet. Rutten är dessutom av begränsat värde vad det gäller att testa sådana system. Även om det finns autonoma system i operation i dagsläget så ligger dock tekniken långt under den nivå som skulle behövas för att ta sig an de utmaningar som skulle uppstå I det föreslagna användningsområdet.