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This paper evaluates the Swedish Armed Forces OSINT concept as it is laid out in the Swedish Armed Forces Intelligence regulations. The evaluation is done by applying John Gerring’s theory of Good Concepts to the concept in question. OSINT has become increasingly important in intelligence, with some sources claiming it regularly constitutes 35-90% of the answer to any given intelligence requirement. Since Sweden has applied for NATO membership it is increasingly important for the Swedish Armed Forces to be interoperable with NATO countries. To facilitate interoperability with regards to OSINT this paper also evaluates the OSINT concepts of the British and Norwegian Intelligence doctrines. The results are compared to the results of the evaluation of the Swedish Intelligence regulations, highlighting various pieces that would improve the Swedish concept. The results indicate that OSINT is neither well defined nor commonly understood in the Swedish Armed Forces or in NATO. OSINT is conceptualized in a way that blurs and confuses the distinction between OSINT and other intelligence collection disciplines. This paper concludes by suggesting several ways to improve the Swedish Armed Forces OSINT concept while also making it more interoperable.

Inhalable airborne particles have inverse health affect. In railways, mechanical brakes, the wheel–rail contact, current collectors, ballast, sleepers, and masonry structures yield particulate matter. Field tests examined a Swedish track using a train instrumented with particle measurement devices, brake pad temperature sensors, and speed and brake sensors. The main objective of this field test was to study the characteristics of particles generated from disc brakes on a running train with an on-board measuring set-up. Two airborne particle sampling points were designated, one near a pad–rotor disc brake contact and a second under the frame, not near a mechanical brake or the wheel–rail contact; the numbers and size distributions of the particles detected were registered and evaluated under various conditions (e.g. activating/deactivating electrical brakes or negotiating curves). During braking, three speed/temperature-dependent particle peaks were identified in the fine region, representing particles 280 nm, 350 nm, and 600 nm in diameter. In the coarse region, a peak was discerned for particles 3–6 μm in diameter. Effects of brake pad temperature on particle size distribution were also investigated. Results indicate that the 280 nm peak increased with increasing temperature, and that electrical braking significantly reduced airborne particle numbers. FESEM images captured particles sizing down to 50 nm. The ICP-MS results indicated that Fe, Cu, Zn, Al, Ca, and Mg were the main elements constituting the particles., QC 20120226.SAGE Best Paper in 2012, F6521

Airborne wear particles originating from disc brakes are one important contributor to the concentration of airborne particles in urban environments. It is therefore of interest to improve the knowledge of these particles. The purpose of this article is to investigate the concentration and size distribution of the airborne wear particles generated from the contact between a low-metallic pad material and a grey cast iron disc at different load levels. This is done on model level with a pin-on-disc machine that allows the cleanliness of the air surrounding the test specimens to be controlled, and thus the airborne portion of the wear particles to be studied separately. The concentration and size of airborne wear particles were measured online during testing with four particle instruments. In addition, airborne wear particles were collected on filters during the tests and afterward analysed using SEM. Trimodal size distributions with peaks around 280, 350 and 550 nm were registered during running-in for all load levels. After running-in bimodal size distributions with peaks around 350 and 550 nm were registered for all load levels with the exception of the highest load level where multimodal size distributions were registered. At the two highest load levels the concentration of ultrafine/fine particles showed an increase up to a factor hundred indicating a change in wear mechanism. SEM images show ultrafine, fine and coarse airborne wear particles., QC 20120504

QS 20120319

Wear particles originating from disc brakes contribute to particulate concentration in the urban atmosphere. In this work novel nanoporous composite-based and conventional brake materials were tested against cast-iron discs in a modified pin-on-disc machine. During testing airborne wear particles were measured online and collected on filters, which were analysed using SEM and EDX. The morphology of airborne wear particles containing elements such as iron, oxygen, and copper is presented. These results show that two of the nanoporous materials generated 3-7 times less airborne wear particles than the conventional materials. Both the conventional and nanoporous materials displayed a bimodal number distribution., QC 20120102

Based on the comparative analysis of the experimental values determined for the tribological parameters for the three novel nano-porous composition base and two conventional brake lining materials while friction with the grey cast iron disc, it was shown the considerable high tribological efficiency of the novel nano-porous composition base lining materials in comparison with the conventional (from EU and USA market) brake lining materials. The explanation is given to the action mechanism of nano-porous composition base brake lining material and its tribological efficiency basing on the "triple phase" tribo-pair model., QC 20140903

This paper investigates the changing roles of agglomeration externalities along the industry life cycle. We argue that industries have different agglomeration needs in different stages of their life cycles because their mode of competition, innovation intensity, and characteristics of learning opportunities change over time. For 12 Swedish manufacturing industries, we determined for each year between 1974 and 2004 whether the industry was in a young, intermediate, or mature stage. Whereas MAR externalities steadily increased with the maturity of industries, the effect of local diversity (Jacobs’ externalities) was positive for young industries but declined and even became negative for more mature industries.

A planned new train tunnel under the central parts of Stockholm was intended to be ventilated by natural ventilation and the movement of the trains. However, the amount of heat generated by the trains is so high that natural ventilation would give abnormal temperatures and velocities in the tunnel and at the stations. The heat adsorbed by the rock surrounding the tunnel can be neglected in comparison with the amount transported by air. Some of the problems with the ventilation system are described and also the problems with dust generation by the trains and the exposure to dust at the stations by the passengers. The final decision was to use glass walls at the stations to separate the ventilation for the tunnel from that for the stations., QC 20110218

Much attention is given to the consequences of airborne particles on human health and well-being. Wear is one source of airborne particles and contributions in the urban environments from wheel-to-rail contacts and disc brakes cannot be neglected. Traditionally, mechanical wear has been associated with the generation of particles of diameters of some microns. However, the research described has found ultrafine particle generation from wear processes. Particle generation from wear was measured under controlled laboratory conditions. The wear was created through sliding contact in a tribometer (type "pin-on-disc") with different materials and with different sliding velocities and pressures, to represent rail traffic and automobile disc braking. Particle concentrations and size distributions in the air were determined for particle diameters from 10 nm up to more than 10 mu m. For most materials and conditions three particle size modes were found: one at 50-100 nm, one at a few hundred nm and one at a few mu m particle diameter., QC 20110218

Most modern passenger cars have disc brakes on the front wheels.Unlike drumbrakes,disc brakes are not sealed off from the ambient air. During braking, both the rotor and the padswear, and this wear process generates particles that may become airborne. In field tests it isdifficult to distinguish these particles from others in the environment. It is thus preferable toconduct tests using laboratory test stands where the cleanness of the surrounding air can becontrolled.However, the validity of results fromthese test stands should be verifiedbycomparisonwith field tests. This article presents a comparison of the number and volume distributions ofairborne wear particles as measured online in field tests, in a disc brake assembly test stand,and in a pin-on-disc machine. In all cases, grey cast iron rotors and low metallic pads weretested. A promising correlation between the three different test methods is shown. The numberandvolume-weighted mean particle diameter for all test methods is about 0.4 and 2–3μm,respectively., QC 20100827

QC 20120127

The health effects of inhalable airborne particles are well documented. In the European Union the European Council mandates that the level of airborne particles with a diameter smaller than 10 µm (PM10) must not exceed an annual average of 40 µg/m3. Examples of possible sources from rail transport are mechanical brakes, wheel rail contact, current collectors, ballast, sleepers and masonry structures. In this regard, a series of field tests have been conducted on a regular Swedish track using a regional train instrumented with: particle measurement devices, temperature sensors in brake pads and sensors to measure the magnitude of train speed and a GPS. Two sampling points for airborne particles were designated in the train under frame. One of the sampling points was near a pad to rotor disc brake contact and a second global sampling point was chosen under the frame, but not near a mechanical brake or the wheel-rail contact. The first one was highly influenced by brake pad wear debris and the other one was influenced by all of the brake pads, wheel and rail wear debris as well as re-suspension. In each sampling points, three tubes were linked to three particle measurement devices. Two sets of Ptrak, Dustrak and Grimm devices were used. The Ptrak 8525 was an optical particle measurement device which could measure particle diameter in the size interval of 20 nm up to 1 micrometer. The Dustrak was used to measure particle mass concentration. The Grimm 1.109 was an aerosol spectrometer which counted number of particles from 0.25 micrometer to 32 micrometer in 31 intervals. These two Grimm devices were equipped with Millipore filters in the devices outlets to capture particles for further studies on morphology and matter of particles. The total number and size distribution of the particles for these two sampling points were registered and evaluated in different situations such as activating and deactivating electrical brake or train curve negotiating. During braking, three, QC 20120127

QC 20150420

QS 20120316

QC 20160226

During braking, there is wear on both the rotor and the pads. This process generates particles that may becomeairborne. In field tests, it is difficult to distinguish these particles from others in the surrounding environment.Therefore, a laboratory test stand has been designed which allows control of the cleanliness of the surroundingair. The test stand consists of a front right brake assembly mounted in a sealed chamber. A braking load is appliedby a pneumatic system and the rotor, which has been pre-conditioned with a rust layer to simulate a car standingparked overnight in a wet environment, is driven by an electric motor. The number and size of airborne wearparticles are then measured. This experimental set-up has been verified by an initial test series performed at lowbraking loads. The results suggest that this test stand can be used to study rust layer removal from the rotor., QC 20100818

This study examines the relationship between generated airborne particles and wear rate in the wheel-rail contact. The wheel-rail contact is experimentally simulated by using pin-on-disc testing to determine the difference in wear rate between selected contact conditions. Wear is discussed both in tribological terms and by using the wear categories prevalent in the railway industry, namely, mild, severe and catastrophic wear. The discussion is based on wear depth, the coefficient of friction, topographical measurements and measurements of airborne particles generated in the contact. The tests were performed under selected loading conditions representative of different contact conditions in a real wheel-rail contact. The results indicate that wear rates vary with the contact conditions arising from different types of triggered wear transitions. This is emphasised by the number and size of the airborne particles generated., QC 20100721

QC 20120206

QC 20120207

QC 20120507

QC 20120507