With existing and decided policy measures and developments as of today (2024), Sweden will not meet its climate goals for the transport sector. Sweden also cannot meet the EU's 2030 commitments without extensive purchases of emission allowances, and the long-term goal of net-zero by 2045 is at risk. Furthermore, the resilience of the transport sector to critical external events is limited and will decrease with the increasing electrification if no action is taken. In this project, scenarios are analyzed regarding how the Swedish road freight transport sector can contribute to achieving the climate goals, as well as how the resilience of the transport system develops for these scenarios. The resilience analysis focuses on changes that involve system-wide renewal. 

The scenarios represent different pathways for achieving targets, where various technologies contribute to differing extents and where the road-based freight transport sector contributes to the necessary emissions reductions to varying degrees. The scenarios entail different consequences for, among other things, the vehicle fleet, infrastructure, fuels, and logistics solutions. The analyses are conducted using a dynamic energy system model in which Sweden's energy system and transport sector are described as an integrated system. The transport sector is described in high detail, incorporating economics, technological development, actor behavior, policy measures, and other legislation. 

The analysis also considers input from industry and societal stakeholders, collected through workshops and dialogue meetings where discussions are based on the developed scenarios and related assumptions. The model is used to demonstrate how different policy measures can be employed to achieve the targets. 

The project is conducted by RISE in collaboration with 2030-sekretariatet and with contributions from DB Schenker and Volvo Group. Many more of the important stakeholders will be involved in the project through workshops and dialogue meetings. 

When the time margins decrease and the transport system is tuned for greater efficiency, new opportunities arise, but also new risks that need to be investigated and managed.

As part of the attempts to reduce the climate footprint of waterborne transport and the handling of goods in port, more and more attempts are being made around JIT calls. Tanker and bulk carriers often experience unplanned waiting time – when the vessel is at anchor outside the port, when maneuvering to and from the berth and while moored for loading and unloading (Poulsen & Sampson, 2020). There are several reasons why such delays occur, such as waiting for pilots, port opening hours, waiting for goods, traffic jams and weather conditions (Johnson & Styhre, 2015). The purpose of JIT is twofold. Firstly, the ships must be able to adjust their speed on the way to the destination and reduce fuel consumption. On the one hand, it should make the logistics chain faster and minimize the waiting time before the ship can load or unload, something that could also reduce emissions and environmental risks in coastal environments. Although many barriers to JIT have been identified (Dewan et al., 2018; Poulsen & Sampson, 2019), the concept has been adopted by the International Maritime Organization (IMO, 2018, 2020) and examples of implementations can be found both in the ports of Gävle and Finnish Rauma ( de Andres Gonzalez et al., 2021). The majority of existing research on JIT treats delays as "unproductive time in port" (Johnson & Styhre, 2015) where everyone has something to gain by minimizing waiting time. But is the time caused by delays at the port really unproductive for everyone?

The project highlights a major change in the industry and monitors the consequences of JIT for those working on board, an area where research to date is very limited. By engaging shipping companies with mixed experience of JIT, the project contributes to the exchange of experience as well as increased knowledge in the industry. The results from the project are shared in a way that is easily accessible and practically useful for shipping companies and their crews in the development of the ships' work environment work.

The project examines the consequences of streamlined logistics chains in shipping, especially just-in-time calls, on the crew's well-being and working conditions. The aim is to nuance the debate about just-in-time and to feed the conversation between shipowners, crews and their representatives. The goal is for the results from the project to be concrete enough to communicate to the industry in an information publication.

Together with municipalities, vehicle manufacturers, researchers, and industry stakeholders, the project will identify how we can roll out more efficient, fossil-free truck combinations with lower emissions and higher load capacity in Swedish construction and infrastructure projects.

The project is preparing for several pilots in multiple cities to enable regulatory changes. The project is well aligned with the ongoing Innovation Journey for HCT and is well anchored within the Swedish Transport Administration's R&D program.

A greater need to adapt the manufacturing industry based on adjustment needs and negative changes in our surrounding world is the background to the initiative. The project On demand - local and sustainable manufacturing of critical spare parts and components in 2033 will help companies become more resistant to external disturbances and at the same time create new business for local suppliers.

A test arena in a real environment

The initial work is based on creating a test arena where local companies and supply chains can be developed in a real environment, a so-called system demonstrator. The goal is for spare parts to be produced on demand, i.e. based on the customer's needs and delivered locally, quickly and with significantly less climate impact than today. Among other things, the initiative will explore more reliable solutions with 3D printing, where digital files are sent instead of physical components.

Participants will build a market and capacity for on-demand manufacturing, while developing and influencing technology, business models, infrastructure, policy and culture. The work has a long-term vision of ten years, but begins as a four-year project.

Procurements from large international NGOs, like the United Nations, Red Cross, IMF, World Bank etc., form a 20-billion-dollar annual market. The Central Baltic countries, however, are much underrepresented in the volume of annual sales. Promoting exports to International NGOs (INGOs) project will inform and mentor companies in how to effectively enter these processes. Furthermore, the project will take SMEs to international INGO events as well as seeks to form cross-border consortia to provide more complex solutions. As a result, SMEs will be able to enter, and win, procurement bids from these organizations. 

The Promoting exports to International NGOs project will arrange events to inform SMEs about the potential and possibilities of entering the procurement processes on international NGOs. Also, the project will mentor companies on how to bid successfully, matchmake companies with NGO representatives, and have SMEs that have experience in this field share their expertise. 

Furthermore, the project will take a select group of SMEs to visit international NGO events to learn more about the open calls, meet NGO representatives and present their innovative solutions. The project will also work with a range of NGO innovation and incubation programs to help and mentor SMEs from Central Baltic area to successfully enter these programs. 

For international NGOs and other stakeholders, the project offers a neutral partner with a dedicated budget to help them further inform SMEs about their processes, and to introduce new innovative solutions to the NGOs. The project consortium represents four different countries. 

The 3,5-year project is funded by Central Baltic Interreg Programme. The partner consortium consists of Turku Science Park and Business Tampere from Finland, Tallinn Tehnopol from Estonia, Latvian IT Cluster, and RISE from Sweden. 

DREAMIT 2.0 kommer att undersöka hur effektiv accesshantering kan minska turnaround-tiderna för lastbilar och tåg i hamnterminaler genom ett automatiserat utbyte av relevant information. Projektet kommer även att vidareutveckla automatisk informationsdelning, ta fram affärsmodeller, samt mäta och utvärdera de ramverks som har implementerats i det tidigare projektet DREAMIT men som ännu inte blivit mätta och utvärderade.

Dåligt informationsutbyte i dagens intermodala transportsystem innebär höga kostnader, långa köer och väntetider och negativ miljöpåverkan vid lossning och lastning av containrar i hamnterminaler. När lastbilar och tåg anländer till hamnterminaler har de inte tillgång till rätt containrar vid rätt tidpunkter. Detta beror på att lastbilar anländer oanmälda till hamnterminaler vilket medför att terminaloperatörerna inte kan förbereda deras ankomster. Tågen följer förbestämda tidsscheman men kan inte vid förseningar informera hamnterminalerna om ny ankomsttid. Syftet med DREAMIT 2.0 är att undersöka hur effektiv accesshantering kan minska turnaround-tiderna för lastbilar och tåg i hamnterminaler genom ett automatiserat utbyte av relevant information.

Forskningsfrågor

1. Utveckling: Hur kan relevant information utbytas automatiskt mellan fordon och terminal, så den inte upplevs som stressande för chaufförer?
a. Hur ser en sådan design av en tjänst ut och hur kan den implementeras?
b. Hur kan man skala upp en sådan lösning till en molnbaserad tjänst?

2.  Affärsmodeller: Hur ser affärsmodellerna ut vid effektiv accesshantering?

3. Mätning och effekter:
a. Vilka effekter har accesshanteringstjänsten ”automated gate services” på turnaround-tiden för lastbilar?
b. Vilka effekter har utbytet av relevant information (en vecka före, en dag före och två timmar före ankomst av lastbilar och tåg) på turnaround-tiderna för lastbilar och tåg?