Yes

The rapid pace of the development of the transport and vehicle industry in combination with megatrends such as digitalization, automation, and electrification can have huge effects on how transport planning and the society evolves. In order to meet goals such as increased traffic safety,improved environment, and reduced congestions a lot needs to be done. Two tools expected to be of significance when creating a more transport efficient society are automation and digitalization, whereby self-driving vehicles (SDVs) is an important area. The race towards fully autonomous vehicles is ongoing and scholars argue that the implementation of SDVs can be faster within freight transportation than passenger transportation. Higher costsavings, as well as decreasing availability on the labor market, are two arguments for why freighttransportation can be autonomous faster. Depending on how ambitious or slow the policy and planning are as well as the development of shared solutions, different future scenarios, as well as penetration rates of SDVs, can come through. One certain trend argued to continue to grow as well as having an impact on the development of SDVs is the rapid growth of e-commerce. This study addresses the uncertainty concerning SDVs from a transport administrator’s perspective by identifying important factors for Trafikverket regarding the implementation of SDVs within freight transportation. Four already developed future plausible scenarios for the year 2030 lay the ground for this study and a case study concerning the supply chain of e-commerce in Sweden is used to delimitate the study. Interviews with distributors were held to conduct the case and two workshops with experts within the transport sector, academia, and authorities, as well as a meeting with a reference group with representatives from Trafikverket were held to collect data. In the workshops, the experts identified trends and system impacts within the four future scenarios. A key insight gained in this study is that SDVs is an area with a lot of insecurity and thus, it needs to be investigated further. One solution to study the subject further is to implement restricted lanes for SDVs to test the technique properly. The results of this study clearly show that even though SDVs is a topical issue, it should not be studied as a solitary subject but rather in a larger context together with other significant factors. Nighttime transports and deliveries, platooning, and electricroads and electric vehicles are three factors that are likely to be implemented very soon and should, therefore, be studied together with SDVs. Moreover, the result from the workshops implies that there will be an increased number of vehicles as well as vehicle kilometers within the distribution of e-commerce packages in the future. In addition, the experts expect SDVs to be present in the year 2030, but the number of SDVs depend on multiple factors.

This thesis aims to create a first draft of a value-driven business model describing a mobility service for areas outside cities, which uses self-driving vehicles. The methodology used to fulfil the aim is based on service design thinking. User studies are conducted using qualitative interviews to explore the mobility needs and behaviour in rural areas. This is then combined with a morphological analysis, which is used as a structuring method for creating new business model concepts for the mobility service. Finally, stakeholder interviews are conducted in order to revise the developed business model and to find out their opinions about the proposed mobility service. The resulting mobility service is a feeder-service that includes self-driving vehicles, operated by the public transport authority. The study shows that a concept with self-driving vehicles like this would meet the users' mobility needs. Regarding the implementation of the service, stakeholders involved have driving factors that could facilitate the implementation, such as cost savings, increased accessibility, rural development, and environmental aspects. However, some barriers are identified as well, that mainly concerns the sparse structure and long distances in rural areas, the dimension of the vehicle fleet, laws and regulations, but also the psychological barriers such as acceptance of the users to go from using their own car to utilize self-driving vehicles in a mobility service.

Background: Nowadays, logistics service providers face several challenges which create an urge to rethink their strategy to improve their position within the market,decrease their costs and their environmental impact. At the same time theintroduction of autonomous driving potentially has an impact on logistics.Self-driving trucks can help logistics companies to tackle these challenges.However, the implementation of this technology could fundamentally alterthe competitive landscape. Hence, certain competitive advantages currentlyheld by logistics firms might lose their relevance in the future and need tobe adapted to maintain a strong market position. Purpose: The purpose of this study is to explore the perception of self-driving trucks within logistics and the impact on competitive advantages of logistics service providers. Thereby, this thesis will look at experts from Germany and Sweden and their opinion on future implications of self-driving trucks. Method: An inductive research approach is used to explore the topic. A multi-method research strategy is applied to gather data through qualitative semi-structured interviews with 17 participants. These were divided into five different case groups. To interpret the data a thematic analysis approach was chosen. Conclusion: The main contribution is a model representing the impact of autonomous driving on competitive advantages and the implications for the logistics industry. Findings are based on the perception of experts about autonomous driving, current resources and capabilities.

The diploma thesis âImpact of modern technology in logistics and their role in companyâ is focused to analysis impact of modern technology in logistics and their role in company DHL. The goal of this thesis is analysis of use self-driving vehicles on linehauls in company DHL that company will keep their leader role in the market and show other companies technological future in logistics.

Background: Self-driving cars, also known as automated cars are a form of vehicle that can move without a driver or human involvement to control it. They employ numerous pieces of equipment to forecast the car’s navigation, and the car’s path is determined depending on the output of these devices. There are numerous methods available to anticipate the path of self-driving cars. Pedestrian detection is critical for autonomous cars to avoid fatalities and accidents caused by self-driving cars. Objectives: In this research, we focus on the algorithms in machine learning and deep learning to detect pedestrians on the roads. Also, to calculate the most accurate algorithm that can be used in pedestrian detection in automated cars by performing a literature review to select the algorithms. Methods: The methodologies we use are literature review and experimentation, literature review can help us to find efficient algorithms for pedestrian detection in terms of accuracy, computational complexity, etc. After performing the literature review we selected the most efficient algorithms for evaluation and comparison. The second methodology includes experimentation as it evaluates these algorithms under different conditions and scenarios. Through experimentation, we can monitor the different factors that affect the algorithms. Experimentation makes it possible for us to evaluate the algorithms using various metrics such as accuracy and loss which are mainly used to provide a quantitative measure of performance. Results: Based on the literature study, we focused on pedestrian detection deep learning models such as CNN, SSD, and RPN for this thesis project. After evaluating and comparing the algorithms using performance metrics, the outcomes of the experiments demonstrated that RPN was the highest and best-performing algorithm with 95.63% accuracy & loss of 0.0068 followed by SSD with 95.29% accuracy & loss of 0.0142 and CNN with 70.84% accuracy & loss of 0.0622. Conclusions: Among the three deep learning models evaluated for pedestrian identification, the CNN, RPN, and SSD, RPN is the most efficient model with the best performance based on the metrics assessed.

During the last decade, self-driving technology has become increasingly visible in the news, with the vision that people would enter vehicles that drive themselves, and that people could instead rest, read the newspaper, or have a meeting. However, these visions have mainly focused on the potential for car usage, even though public transport could benefit greatly from self-driving technology. For bus traffic, the bus driver accounts for half of the cost of driving, and savings on personnel costs could, for example, be reinvested in expanded public transport service or used to lower taxes. At the same time, more research has shown potential problems linked to self-driving technology, for example that more comfortable driving would lead to more traffic, which in turn would lead to increased emissions, higher noise levels in cities or further focus on car-centric infrastructure. For public transport, the driver's role in creating safety and acting as problem solvers has also been emphasized - who should I ask for directions if there is no knowledgeable driver on board? Various methods have previously been used to explore the social effects of self-driving technology and in this dissertation I have used so-called "four-stage models", more specifically the Swedish transport model Sampers. Four-stage models have been used for 50 years to evaluate effects on the transport system from e.g. infrastructure changes, but these models face new challenges, handling vehicles that drive by themselves. In my research, I have adjusted the model to simulate self-driving technology and investigated what effects this has on, for example, traffic volumes and emissions. In the three articles that are part of the dissertation, I have four main conclusions: Self-driving technology can mean large savings in costs for public transport, primarily for bus traffic but also to some extent for rail traffic. In addition, a smoother driving behaviour would mean more comfortable travel, which would increase the attractiveness of public transport. In addition, public transport not limited by, for example, driver schedules or current commercial conditions, could develop new types of services, such as on-demand public transport. Four-stage models have previously been used to model the transport system and have been shown to have good results, at least at an overall level. Within my research, I have made some adaptations of these models to mimic self-driving technology, but the models in their current form cannot consider, for example, vehicle sharing. It is important to point out that bus and train drivers currently perform many tasks that are not directly related to the driving of the vehicle, such as answering questions, maintaining social order among passengers and taking care of faults that occur during the trip. Today, self-driving technology cannot fulfil these roles. Self-driving technology for public transport would affect people's accessibility, driving style for vehicles, safety on board, how we plan traffic and the people who currently work as drivers. In fact, a multitude of societal effects have been identified, affecting all areas of transport. In addition, the effects are generally not similar across geographies, time units or for different actors, which further emphasizes that the total effect is not easy to summarize. / Självkörande teknik har under det senast decenniet synts allt mer i media, med målet att människor ska slippa köra själv på väg till jobbet, och istället kunna vila, läsa tidningen eller hålla ett möte. Dessa visioner har dock i huvudsak fokuserat på just bilen, trots att kollektivtrafiken skulle kunna dra stor nytta av självkörande teknik. För busstrafik står bussföraren för hälften av kostnaden för att köra trafiken, och besparingar på personalkostnader skulle t ex kunna återinvesteras i mer utökad kollektivtrafik, lägre skatter eller utökad välfärd inom andra områden. Samtidigt så har alltmer forskning visat på potentiella problem kopplat till självkörande teknik, exempelvis att den mer bekväma körningen skulle leda till mer trafik som i sin tur leder till mer utsläpp, höjda bullernivåer i städer eller ytterligare fokus på bilcentrerad infrastruktur. För kollektivtrafiken har även förarens roll som trygghetsskapande och som problemlösare lyfts fram – vem ska jag fråga om vägen om det inte finns en kunnig förare ombord?  Olika metoder har tidigare använts för att utforska samhällseffekterna av självkörande teknik, i den här avhandlingen har jag använt mig av så kallade ”fyrstegsmodeller”, mer specifikt den svenska transportmodellen Sampers. Fyrstegsmodeller har använts i uppemot 50 år för att utvärdera effekter på transportsystemet, men har ställts inför nya krav på att hantera fordon som körs av sig själva. Inom min forskning har jag gjort anpassningar av modellen för att simulera självkörande teknik och undersökt vilka effekter detta får på t ex trafikvolymer och utsläpp. I de tre vetenskapliga artiklarna som är del av avhandlingen har jag kommit fram till fyra huvudsakliga slutsatser: Självkörande teknik kan innebära stora besparingar i kostnader för kollektivtrafiken, i första hand för busstrafik men även i viss mån för spårtrafik. Därutöver skulle en mer jämn körstil innebära bekvämare resor, vilket skulle öka kollektivtrafikens attraktionskraft. Därutöver kan kollektivtrafik som inte begränsas av t ex förarscheman eller nuvarande kommersiella villkor kunna innebära nya tjänster, såsom efterfrågestyrd (”on-demand”) kollektivtrafik.  Fyrstegsmodeller har tidigare använts för att modellera transportsystemet och visat sig ha god överenstämmelse med verkligheten, åtminstone på övergripande nivå. Inom ramen för min forskning har jag gjort anpassningar av Sampers för att efterlikna självkörande teknik, men modellerna kan i sin nuvarande form inte ta hänsyn till t ex delande av fordon.  Det är viktigt att påpeka att förare idag utför många uppgifter som inte direkt är kopplade till framförandet av fordonet, såsom att svara på frågor, upprätthålla ordning bland resenärer och att ta hand om fel som uppstår på fordonet. Dessa roller kan självkörande teknik idag inte uppfylla.  De samhällseffekter som identifierats är överlag varierande och mångfaldiga. Självkörande teknik för kollektivtrafik skulle påverka människors tillgänglighet, körstilen för fordonen, tryggheten ombord, hur vi planerar trafiken och de personer som idag arbetar som förare. Dessutom är effekterna generellt sett inte likartade över geografi, tidsenhet eller för olika aktörer, vilket ytterligare understryker att effekten inte är enkel att sammanfatta.

Helt självkörande fordon är inte längre en utopi eller något som man ser på film. Redan idag finns fullt fungerande prototyper och flera tillverkare påstår sig ha fullt självkörande fordon redan on några år. Autonomi bedöms civilt kunna ge upphov till flera resurseffektiviseringar inom vägtransportområdet. En kapacitetsökning av förmågan till förbandstransporter av stridsfordonsförband, samt en ökning av uthållighet, transportförmåga och tillgänglighet är faktorer som Försvarsmaktens perspektivstudie (2018) och Försvarsberedningens rapport, Värnkraft (2019) anser borde prioriteras fram till 2025.  I denna komparativa prediktionsstudie har tre olika alternativ av autonomi jämförts med hjälp av Analytic hierarchy process (AHP), för att analysera vilken grad av autonomi som har störst militär nytta för stridsfordonstransporter. Utgångspunkt för studien har varit utifrån ett scenario där förbandstransport av en mekaniserad bataljon genomförts. Som ingångsvärden för studien har litteraturstudier och intervjuer utifrån tekniken, autonominoch militära kontexten nyttjats. Resultatet indikerar att autonomi har militär nytta vid operativa stridsfordonstransporter genom att den taktiska tillgängligheten, operativa rörligheten och transportkapaciteten ökas. Möjlighet till autonomi minskar transporttiden vilket medger längre tid till förberedelser i insatsområdet för förbandet som transporterades. / Self-driving vehicles are no longer a utopian idea or something that you see in the movies. Today there are already fully functioning prototypes and several manufacturers claim they will have fully self-driving vehicles in just a few years’ time. In the civilian world, this new technology is expected to be capable of generating several resource efficiencies in road transportation. Increased capacity in unit combat vehicle transport capability and an increase in endurance, transportability and availability are factors that the Armed Forces' Perspective Study, as well as the Swedish Ministry of Defence´s study report Värnkraft, considers should be prioritized by 2025. In this comparative study, three different autonomy options have been compared, using the Analytic Hierarchy Process (AHP), to analyse what degree of autonomy has the greatest military utility for combat vehicle transport. The starting point of the study was based on a scenario where the transportation of a mechanized battalion had been carried out. The sources of information ​​for the study were literature studies and interviews based on technology, autonomy and the military context. The results indicate some degree of autonomy has military utility in the long-distance transportation of combat vehicles, by increasing tactical availability, operational mobility and transport capacity. Autonomy reduces transport time, allowing longer preparation time for the transported unit in the combat zone.

Det här arbetet har undersökt hur mycket end-to-end delay, packet reception ratio och throughput påverkas av antal bilar, bilars hastighet samt avståndet mellan bilar i en simulerad miljö när standarden IEEE 802.11p och LTE-V2X används för kommunikation. Båda teknologierna använder det licensierade Intelligent Transport System-bandet på 5,9 GHz. För att simulera IEEE 802.11p användes ramverket Veins som kombinerar nätverkssimulatorn OMNeT++ med trafiksimulatorn SUMO, och för LTE-V2X användes SimuLTE. Alla bilar skickade säkerhetsmeddelanden på 320 byte var 100 millisekund. I stadsområdet, korsningen och den raka vägen som studerades presterade IEEE 802.11p bättre än LTE-V2X. Kommunikation med LTE-V2X visade sig vara mycket känsligare för förändringar än när IEEE 802.11p används. När antalet bilar blev fler ändrades delayen betydligt mer för LTE-V2X än IEEE 802.11p. Delayen var nära 0,12 millisekunder i alla tester när IEEE 802.11p användes, medan LTE-V2X varierade från 14 millisekunder till 10 sekunder. Antalet mottagna paket var också mycket högre för IEEE 802.11p än LTE-V2X. Medan packet reception ratio var nära 100% i alla test då IEEE 802.11p användes var LTE-V2X under 50% i de flesta fall. / This study has evaluated the impact on the end-to-end delay, packet reception ratio and throughput of vehicle density, vehicles speed and the distance between vehicles in a simulated environment, where the vehicles were communicating with the standards IEEE 802.11p and LTEV2X. Both technologies operate in the licensed Intelligent Transport System band of 5.9 GHz. The network simulator OMNeT++ was combined with the traffic simulator SUMO to build the V2X simulator. The framework Veins was used to simulate IEEE 802.11p and SimuLTE was used to simulate LTE-V2X. All vehicles sent out safety messages of 320 byte at a rate of 10 Hz, i.e., every 100 milliseconds. In the urban area, intersection and straight road that were studied, IEEE 802.11p performed better than LTE-V2X. It was shown that LTE-V2X is far more sensitive to changes than IEEE 802.11p. When the density got higher the end-to-end delay was changed significantly more for LTE-V2X than IEEE 802.11p. End-to-end delay was near 0.12 milliseconds in all tests when IEEE 802.11p was used, while LTE-V2X ranged from 14 milliseconds to 10 seconds. Packet reception ratio was much higher for IEEE 802.11p than LTE-V2X. While it was near 100% when IEEE 802.11p was used in all tests, LTE-V2X showed a packet reception ratio less than 50% in most cases.

Den tekniska utvecklingen, närmare bestämt introduktionen av fenomenet självkörande fordon, har medfört att det i skrivande stund föreligger viss oklarhet beträffande ansvarsfrågan enligt gällande rätt. Denna oklarhet har varit föremål för diskussion i ett delbetänkande från regeringen. I SOU 2016:28 finns sammanfattade förslag på reglering, däremot endast avseende försöksverksamheten ”Drive Me” som biltillverkaren Volvo ligger bakom. För att bemöta denna oklarhet har rättsläget diskuterats och problematiserats i hopp om ökad insikt i frågan. Detta utifrån framförallt skadeståndslagen, trafikskadelagen och produktansvarslagen samt generella skadeståndsrättsliga principer och ansvarsformer. Sammantaget har det kunnat konstateras att det inte finns någon självklar lösning på problemet, även om det i ett flertal situationer går att få en uppfattning av vad som vore juridiskt rimligt. Uppsatsen bidrar således till en problematisering av rättsläget inför den kommande harmoniseringen av teknik och juridik; ett steg i utvecklingen. / The technological development, specifically the introduction of the phenomenon of driverless vehicles, has meant that the time of writing, some ambiguity regarding the issue of liability under the law exists. This uncertainty has been discussed in an interim report from the government. Proposals on regulation are summarized in current SOU, however, only for the pilot project “Drive Me” as the automaker Volvo is behind. In order to address this uncertainty, the legal position has discussed and problematized in the hope of increasing awareness on the issue. Mainly from tort liability, Traffic damage Act, product liability law and liability forms and general principles of tort law. Overall, it´s been established that there is no obvious solution to the problem, although it´s possible to get an idea of what would be legally reasonable in a number of situations. The essay contributes thus to a discussion of problems of the legal position for the upcoming harmonization of technology and law; a stage of development.