During the Cold War, Sweden had a strong military preparedness and a well-developed civil defense organization, with universal conscription and its own defense systems.

"There were also so-called 'K-companies', which played an important role in Sweden's total defense and consisted of companies that played a key role in supporting military and civilian preparedness," says Elenor Bernelow Loyd, Vice President System and Product safety.

After the end of the Cold War in the early 1990s, Sweden drastically reduced its defense spending and many military units were closed or restructured. With Russia's annexation of Crimea in 2014, defense preparedness, robustness and resilience came back into focus.

Today, when we have overcome a pandemic, Russia has started a full-scale war against Ukraine and Sweden has joined NATO, Swedish companies once again have a role to play in Sweden's security of supply.

New, increased demands on security of supply

NATO has identified areas of particular importance for strengthening civilian resilience. These range from upholding the rule of law, ensuring communications, dealing with sudden, disruptive, mass-casualty crises, to energy and transportation.

"Anyone involved in any of these areas is affected. This could be a company that supplies spare parts for hydroelectric power plants, but also a consultant with customers in the telecommunications industry."

In addition, preparations are underway (October 2024) for the Swedish implementation of two EU directives, NIS2* and CER**, which in different ways set requirements for how Swedish companies should work with security of supply.

But how do I know if and how my company plays a role in Sweden's overall defense? There is no public list of "K-companies" according to the 20th century model.

"A lot of responsibility falls on the individual trader. My impression is that this is nothing new in larger companies, but in smaller organizations with limited resources, it can often be difficult to prioritize work on the organization's potential role in total defense."

Bernelow Loyd says the will is there in smaller companies, but they often don't know where to start.

"That in itself is not strange. It is difficult for someone who has another day job to suddenly start mapping their product flows and dependencies. Moreover, without directly seeing how it affects the existing business."

* NIS2 aims to achieve a high common level of cyber security across the Union.

**The Directive on the Resilience of Critical Entities (CER) requires measures to strengthen the resilience of certain critical activities.

Preparedness can be good for existing business

Elenor Bernelow Loyd believes that all companies should analyze their own organization's role in Swedish preparedness and prepare for future, as yet unknown crises and, in the worst case, war. This can have unexpected positive effects even on existing business.

"Preparedness is not so much about trying to predict exactly what situations the company might find itself in, but about making the organization ready for the unexpected. For example, by preparing for production changes and continually working on innovation. This makes everyone in the organization more flexible and able to take the initiative in a situation that you don't yet know what it is, making you better able to respond to unexpected events in everyday life."

Elenor Bernelow Loyd says to think about personal preparedness. Have all employees thought about how they will get by for at least a week if the company stops functioning?

"It's also in the company's interest, because if employees are focused on finding food and keeping the family warm, the company won't be able to function."

Crisis and war preparedness is about the organization being prepared.

For your business, crisis and war preparedness means knowing which suppliers your organization depends on, which customers depend on you, and how. You then identify risks and vulnerabilities, such as whether a critical component is manufactured in a particular country, the company's energy needs, and critical employee skills.

RISE conducts research in areas such as production transition and works closely with companies that want to prepare their own operations.

"We can provide practical guidance, for example by helping companies with continuity planning or training in production transition," says Elenor Bernelow Loyd. "We can also help companies with testing and certification of products and services, which must continue to function in times of crisis and war."

Experiments with driverless vehicles using radio control began as early as the 1920s. By the 1950s, self-driving cars were being tested on American highways. Many envisioned a sci-fi future where all you had to do was sit in the back seat and relax while the car did the work.

Rules, not technology, stand in the way of automated vehicles

Since then, the development of technology, including digitalisation and artificial intelligence, has exploded. Today, more than 100 years later, self-driving taxis can be found in many places in the United States. But cities have not yet been filled with automated vehicles to the extent that many thought they would be.

"It may have been technically possible, but there are challenges. One is the legal framework; for example, the Vienna Convention requires a driver to be in charge of the vehicle. This is just one of many examples of conditions that need to be changed," says Peter Janevik, CEO of RISE's proving ground AstaZero, where automated vehicles are tested in different environments.

"Another challenge is that it is more difficult than experts previously thought to handle all the situations that can arise in public traffic - compared to closed environments, such as mines, where automated vehicles are already being used in Europe.

In addition, autonomous vehicles are more demanding than human drivers.

"A common assessment is that autonomous vehicles need to be ten times safer than a human driver. It is a question of acceptance, but also an ethical question," says Peter Janevik.

"At the same time. Can you say that a self-driving car will never have an accident on public roads? No, then it will not be possible", says Peter Janevik.

Coordination needed in Sweden

Looking at Sweden alone, coordination is also needed.

"We need to create arenas where different actors from industry, transport customers and authorities work together to take further steps towards autonomous vehicles in traffic. I think we should take inspiration from countries in Europe and how they deal with these issues, rather than looking at China or the United States," says Anders Hjalmarsson Jordanius.

In Sweden, it is still unclear who will own the issue.

"Who should take the decision to adapt or change the rules? Is it the Swedish Transport Administration, the Swedish National Road Administration or someone else? There are uncertainties surrounding the regulation of autonomous vehicles in Sweden," says Anders Hjalmarsson Jordanius.

There is also the question of whether the public wants self-driving cars at all – or at least whether they are willing to pay extra for them. Car manufacturers believe that automation is the future, but how far into the future we are talking about is uncertain.

"The business case is difficult. It's a convenience function, and the benefit should be translated into how much more you can pay for a car. It's great if you want to go to the mountains, but you rarely go there. The value of the function is not yet high enough," says Peter Janevik.

"It is more likely that we will first see self-driving freight transport and public transport in Sweden."

"You can imagine a semi-closed environment, for example bus lanes, where automated vehicles are also allowed. I think that would be an attractive middle ground that is economically viable but also easier to solve from a technical and regulatory perspective. It could also have an impact on the urban environment and the traffic situation, for example if all freight transport takes place at night," says Peter Janevik.

Policies and business models as important as technology

At RISE's proving ground AstaZero, automated vehicles can be tested in a variety of traffic environments and situations. This is an important part of the process of getting self-driving cars on the road, but there are other parts too.

"In addition to the demonstration facilities where we can test the technology, RISE is also working on policy issues, business model issues and the interaction between people and technology. What we see now, in order to take the next step with self-driving vehicles, is the need for a national effort to show the way forward," says Anders Hjalmarsson Jordanius.

"Once this is in place, RISE can step in as an objective actor and act as a facilitator when there is a need to discuss this type of complex issue that involves several different actors and authorities."

Between 25 and 30 per cent of road accidents in Sweden are alcohol- or drug-related. Breath tests are important for detecting drivers under the influence of alcohol, but to test for drunk driving the police still rely on old-fashioned blunt methods using a torch and a pencil as their main tools.

"They shine the torch to assess pupil size and ask the suspected drunk driver to follow a pencil with their eyes to see if their eyes twitch when they look away. As a police officer, you learn to make judgements, but you also rely a lot on external features, which means you may not always be as objective in your assessment," says Stefanie Najafi, former police inspector and founder of Sightic.

She and her partner Jenny Johansson were working together in the Swedish Security Service when they came up with the idea for a digital tool to detect the influence of alcohol and drugs. In 2021, they left the Swedish Security Service to found Sightic Analytics.

"Helped us dismiss leads"

At an early stage, Stefanie Najafi and Jenny Johansson contacted Olof Mogren, head of AI research at RISE, whom they had met at a workshop. The plan was to start a research project funded by Vinnova, which required a research partner. The project involved collecting and analysing data from people under the influence. This data was then used to build the AI software that would detect whether a person was under the influence.

"There were quite a few of us in the company at the time, just three or four developers. This is where RISE could contribute with their development expertise. Our developers experienced great technical benefit from working with the RISE team. The group also provided new input and ideas, helping us to discard tracks that didn't work and move forward with those that had potential. We moved a lot faster with their help," says Stefanie Najafi.

"During the project, Sightic started to build its own technical department, hiring a technical manager and several engineers. It was a great way for us to work, providing deep technical knowledge and experience while the client built the expertise they needed in-house. When the project was finished, the collaboration continued for a while until Sightic was able to stand on its own two feet," says Olof Mogren.

First up: Mining in South America

The Swedish Transport Administration's report "Action plan for safe road traffic 2022-2025" states that it should be possible for the police to carry out random checks for drug use in road traffic. It also stresses that drug testing requires reliable and effective tests. But it is not in Sweden that Sightic's AI tool will first be used.

"A South American mining company that had seen us online contacted us and was interested in our solution. The company had problems with employees under the influence of alcohol and cannabis and needed a flexible tool to test many people at the same time. That is why South America and the mining industry became our first market," says Stefanie Najafi:

"Our challenge was that the tool is a bit too sensitive, based on the laws that apply in each country. This has taught us that we need to adjust the threshold of our algorithm so that it is adapted to the organisation where it will be used. In Sweden, for example, the threshold for alcohol is 0.2 per mil, but in other countries it is 0.8. Acceptance of cannabis also varies from country to country.

In addition to its presence in the mining industry, Sightic has also approached the automotive industry, where it has developed a drug-impaired driving detection solution to be implemented in vehicle software.

Importance of RISE reference

Stefanie Najafi stresses the importance of trust when working with AI, and with something as sensitive as determining whether people are affected. 

"Being able to point to a well-known research institute like RISE when presenting the solution to potential customers adds weight," she says. Of course, Stefanie and Jenny's professional background is not unimportant.

"Many old colleagues have said, 'Why didn't I think of this?'. It is obvious to anyone involved in drug testing that there is no way to get away from subjective judgement with the current method and that a different tool is needed," says Najafi.

As temperatures, precipitation and sea levels continue to rise, it is important that our properties are built to withstand the stresses. This is now a natural part of new construction, but it's a different story for existing properties. This is not surprising, says Stina Stenquist, project manager at RISE.

– When they were built, the circumstances were completely different, and so the risk levels that were relevant at the time were taken into account. The situation is different now, so we need to adapt, she says.

Adaptation of existing buildings is lagging behind

However, work on the adaptation of existing buildings is lagging behind, she notes. 
– Too often we see that they don't start until something happens. By then it is too late. This is unfortunate for a number of reasons: firstly, it is likely to affect a number of people personally. Secondly, it is usually much cheaper to prevent damage than to repair it once it has occurred.

In addition, the EU taxonomy and CSRD need to be taken into account for companies that have to report under these systems, such as large property companies. According to Moa Hamré, also project manager at RISE.

– These reporting systems are designed to make it easier for fund managers and other investors who want to invest their money in a sustainable way, for example by allowing real estate companies to demonstrate how climate-friendly they are. As a reporting real estate company, you have to carry out climate and vulnerability analyses with corresponding proposals for action, she says.
 

The property owner is responsible

There are several reasons why the work has not progressed as far as Stina Stenquist and Moa Hamré would like. One is that many property owners are not aware of their responsibilities when it comes to reducing vulnerability and adapting their properties to the risks that climate change may bring.

– For example, in the event of a major flood, property owners sometimes feel that it is the municipality that has failed in its responsibilities - when in fact it is the property owner who should be protecting themselves against the relevant climate risks. This is clearly stated in the national climate adaptation strategy, says Stina Stenquist. It is therefore important to work preventively, systematically identifying risks and planning concrete measures to address them.

– There is a clear need to raise awareness of the responsibilities of property owners. This includes taking the necessary measures to protect their property from, for example, floods, extreme heat, landslides and erosion. But responsibility also includes repairing damage to buildings and land when necessary, says Moa Hamré.

Her advice to property owners is to do as much as they can themselves. At the same time, she says, it will not be possible to protect against all climate risks within one's own property boundaries. This is one of the challenges: the need to work together to adapt to climate change.

 – Depending on the circumstances and the measures involved, cooperation may be needed between, for example, property owners, the local authority and the water company. Insurance companies can also play an active role in such a project, she says.

Identifying properties at risk

So there are good reasons for accelerating work, but also challenges. RISE has taken this into account and is working on risk analysis and climate adaptation planning in several ways.

– One important step is to identify which properties are considered more vulnerable than others. There are good opportunities to do this and we are working on a standardised form to report this. This knowledge could then be communicated through a climate resilience declaration, says Stina Stenquist. RISE also has departments for testing new solutions and can provide expert analysis of what needs to be done if a property is affected by extreme weather.

There is over 100 years of experience of how a "normal" car behaves when it catches fire – emergency services know how to deal with such fires. The modern electric car has a much shorter history. In other words, there is not as much knowledge about fires caused by – or in – electric vehicles. However, there is an answer to the question of whether electric cars are more likely to catch fire than petrol and diesel cars.  

One in ten chance of an electric car battery fire 

– We now know that the probability of an electric car battery fire is about one-tenth the risk of a conventional vehicle fire. Then there is the fact that battery fires cannot be extinguished, only suppressed and controlled. But overall I would still say that electric vehicles have a lower fire risk than conventional vehicles, says Michael Rahm, Business Developer, Fire-Safe Transport, at RISE.  

– Over time, the difficulties in dealing with electric vehicle fires will decrease. Everything is based on the knowledge of everyone from car owners to insurance companies and emergency services, says Michael Rahm.

At the RISE Battery Safety Lab in Borås, batteries are exposed to extreme conditions. Companies that develop or use batteries in their products come here to have their batteries tested. How high and low temperatures can batteries endure? How well do they perform when subjected to strong vibrations and shocks?  

In the battery safety lab, with its extra-thick concrete walls and steel doors, batteries undergo fire testing. They have found that fires in electric cars are neither more intense nor longer lasting than fires in diesel and petrol cars. However, it is more difficult to extinguish fires in electric cars due to the chemical composition and design of the batteries.

Growing need for environmentally-friendly battery testing 

Increasingly powerful batteries are a prerequisite for electrification and the green transition. This development leads to an increased need for testing. At the moment, the testing capacity matches the demand, says Michael Rahm. But he expects the pressure to increase in the future. Partly because there are new regulations and standards in the pipeline, and partly because in the near future we will see battery storage combined with solar systems in people's homes. In other words, the need for knowledge from testing will not diminish. And when it comes to battery tests that don't have a negative impact on the environment, the supply today is not very large. Michael Rahm:

– In other organisations, many of these safety-critical tests, especially of larger batteries, are performed outdoors. Our facility is built as an explosion-proof bunker, and we purify water and gases that would otherwise seep into the ground and enter the atmosphere. We are actually unique in the world in this respect and we believe it will become a new standard in battery testing. There have been enough ”black marks from greenification”, trying to go green but at the expense of the environment.   

The advanced and environmentally friendly testing facility is an important resource for companies that take the environmental aspects of their product development seriously, while at the same time wanting to demonstrate to the market that they meet specific requirements.  

– The importance of the laboratory in strengthening the competitiveness of companies should not be underestimated. The automotive industry will develop new types of batteries with better performance, and then you have to test them to make sure you are on the right track, says Michael Rahm.