Production transfers are a result of outsourcing and offshoring decisions. Though, because of

the strategic focus of the outsourcing literature have not the operational issues of how

relationship development between sender, receiver and raw material been fully depicted. The

purpose of the present paper is to explore relationship development connected to transfer of

raw material supplies responsibility during transfer of production. To fulfil the purpose, four

different production transfers were studied: three from Sweden to China, Romania and

Hungary respectively and one transfer from Holland to Sweden. We can see that the

dependence and power shifts gradually between the sender and the receiver and the

relationship between them sets the arena for what relationship is developed between the

receiver and the raw material suppliers. Furthermore, short social distances can over bridge

cultural and technological distances to some extent, because it motivates to take the

relationship into a more developed state.

Production transfers are a result of outsourcing and offshoring decisions. Because of the strategic focus of the outsourcing literature, the operational issues of relationship development between sender and receiver and its impact on the transfer progress have not been fully depicted. The purpose of the present paper is to explore relationship development during production transfer. To fulfil this purpose, we studied three different production transfers and derived four propositions for further testing. Our main conclusions included that dependence and power gradually shift between the sender and the receiver and that the relationship between them sets the arena for what types of relationships can be developed between the receiver and the suppliers. Furthermore, short social distances can bridge cultural and technological distances to some extent, because it motivates the actors to bring their relationship into a more developed state. Finally, we noticed that the headquarters’ involvement can work both as an inhibitor as well as a converter.

Rapporten syftar till att kartlägga och analysera dagens transportflöde av läkemedel på fraktområdet Cargo City på Arlanda. Cargo Center och APH Logistics är två fraktagenter som har sin verksamhet på Cargo City. Observera att Cargo City och Cargo Center inte har samma innebörd. Cargo Center och APH Logistics erbjuder genom nära samarbete transport och hantering av temperaturkänsligt gods, som till exempel läkemedel. Läkemedel är värdefullt gods som kräver särskild skötsel vid transport, hantering och förvaring. Det ställer stränga krav på samtliga aktörer i försörjningskedjan. Genom studiebesök och intervjuer har författarna kartlagt det befintliga flödet av läkemedel. SACT, ett åkeri och dotterbolag till Cargo Center, utför transporten av godset till Cargo City med nerkylda lastbilar. APH Logistics omlastningsterminal på Cargo City är temperaturkontrollerad, vilket innebär att läkemedelsgodset förvaras och lastats i flygcontainrar där. Det färdiglastade godset forslas sedan vidare till Cargo Centers terminal. Där sker vikt- och volymkontroll av godset, det registreras i olika datasystem och slutligen märks det med etiketter, så som flygfraktsedeln. Mycket av godset som hanteras på Arlanda körs med lastbil till andra flygplatser och destinationer runt om i Europa istället för att flygfraktas direkt från flygplatsen. Dessutom hanteras och förvaras inte allt läkemedelsgods under temperaturkontrollerade former. En totalkostnadsanalys har gjorts för att jämföra olika transportflödesscenarion. Dessutom har författarna identifierat den kundservice Cargo Center och APH Logistics bör erbjuda kunden. Den bygger på kvalitativa resonemang. Resultatet av rapporten är författarnas rekommendation till företagen av hur de bör gå tillväga i framtiden. Den ger både kortsiktiga och långsiktiga tips.

Nowadays, airline ticket prices can vary dynamically and significantly for the same flight, even for nearby seats within the same cabin. Customers are seeking to get the lowest price while airlines are trying to keep their overall revenue as high as possible and maximize their profit. Airlines use various kinds of computational techniques to increase their revenue such as demand prediction and price discrimination. From the customer side, two kinds of models are proposed by different researchers to save money for customers: models that predict the optimal time to buy a ticket and models that predict the minimum ticket price. In this paper, we present a review of customer side and airlines side prediction models. Our review analysis shows that models on both sides rely on limited set of features such as historical ticket price data, ticket purchase date and departure date. Features extracted from external factors such as social media data and search engine query are not considered. Therefore, we introduce and discuss the concept of using social media data for ticket/demand prediction. (c) 2019 The Authors. Production and hosting by Elsevier B.V. on behalf of King Saud University. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

Fordonstrafiken ökar allt mer i Sverige, antalet lastbilstransporter likaså riksväg 51 står inför nybyggnation som ska öka framkomligheten för fordon genom Finspång, men vem tänker på gång och cykeltrafikanterna? Denna rapport undersöker framkomligheten för en problematisk sträcka av Riksväg 51 genom Finspång, där hastighetsbegränsningen är hög och bristen på säkra övergångar är stor. Passageräkning kommer utföras vid två områden för att få svar på hur stort problemet är för Finspångs invånare. Rapporten resulterar i förslag till två nya säkra övergångar, en gångbro vid Postnords kontor i Finspång och en tunnel intill en cirkulationsplats i anslutning till Willys i Finspång. Om kommunen anser att dessa förslag är något att arbeta vidare med är helt upp till dem.

Framtidens logistik står inför mycket stora utmaningar som har direkt bäring på svenska företags och organisationers förmåga till tillväxt, hållbarhet och konkurrenskraft. 

Det står utom all tvivel att logistikens betydelse kommer att öka ännu mer i framtiden. Vinnare på de globala, rörliga marknaderna kommer ett vara de flödeseffektiva företagen, som har förmåga att hantera förändringarna på marknaden med en effektiv logistik som grund. För att lyckas behövs ett Logistiklyft för Sverige, med ett medvetet fokus på att utveckla de dynamiska förmågorna i företag och organisationer. Detta gäller i de allra flesta branscher och typ av företag.

Den här innovations- och forskningsagendan utgår från den svenska traditionen och internationellt sett unika kunskapen och förmågan att med en systemsyn som grund designa, utveckla och styra komplexa system där flera olika kompetenser samverkar. Logistikens systemkunskap handlar om att lära sig att utforma och styra omfattande och allt mer komplexa försörjningskedjor (supply chains) från råvara till slutkund i syfte att öka svenska företags internationella konkurrenskraft och förmåga att växa på ett miljömässigt och ekonomiskt hållbart sätt. 

Agendan adresserar behovet av kompetens och kunskap för mer innovativ logistikutveckling som följer:

• Utveckling av kunskap om nya och mer innovativa logistiksystem och modeller för industri & handel 
• Tjänsteutveckling för transport/logistik och IT-företag som stöd för mer innovativa logistiksystem, men också att ta till vara och stimulera den omfattande tjänsteutveckling som finns i förnyelsen av svenskt näringsliv, t ex mot högre grad av e-handel. 
• Tillämpning av befintliga logistikkunskaper för områden och sektorer i behov av ett logistiklyft och ökad flödeseffektivitet, t.ex. logistik för små- och medelstora företag (SME) med fokus på HUR (genomförandeprocesser) istället för VAD (utformning av koncept och modeller). 
• Utveckling av kunskaper om hur logistiksystem kan bidra till en hållbar utveckling, såväl miljömässigt som socialt.
• Utveckling av kunskap om och tillämpning av logistiklösningar med primär samhällsnytta, t ex sjukvårdslogistik och citylogistik samt effektiv och hållbar försörjning av livsmedel, energi etc.

Den här forsknigs- och innovationsagendan är utvecklad i samarbete mellan Linköpings Universitet, Lunds Tekniska Högskola, Chalmers Tekniska Högskola och en lång rad företag där Axis, SKF, Volvo och Nobel Biocare har funnits med i projektets styrgrupp. 

Agendan finns endast som PDF. Kontakta Mats Abrahamsson, Linköpings Universitet. mats.abrahamsson@liu.se

Vast application of ITS and the availability of numerous on-road detection devices has resulted in variety of alternative data sources to be exploited and used in the field of traffic modelling. In this thesis, historical travel times, as an alternative data source, is employed on the developed method to perform dynamic network loading. The developed method, referred to as DNLTT, uses the share of each route available in the route choice set from the initial demand, as well as link travel times to perform the network loading. The output of the algorithm is time-dependent link flows. DNLTT is applied on Stockholm transportation network, where it is expected to have variation in link travel times in different time-periods, due to network congestion. In order to calculate the route shares, a time-sliced OD matrix is used. The historical travel times and the routes in the route choice set are extracted from an existing route planning tool. An available logit model, which considers the route travel time as the only logit parameter, is used for the route share calculation and the network loading is performed according to 2 different methods of DNLTT and DL. The evaluation of results is done for a toy network, where there happen different network states in different time-periods. Furthermore, the model output from Stockholm case study is analyzed and evaluated. The dynamic behavior of DNLTT is studied by analysis of link flows in different time-periods. Furthermore, the resulting link flows from both network loading methods are compared against observed link flows from radar sensors and the statistical analysis of link flows is performed accordingly. DNLTT exhibits a better performance on the toy network compared to DL, where the increasing link travel times cause the link flows to decline in different time-periods. However, the output of the developed method does not resemble the observed link flows for the investigated links in Stockholm case study. It is strongly believed, that the performance of DNLTT on the investigated transportation network potentially improves, in case the historical travel times better resemble the network dynamics. In addition to a more reliable data set, an OD adjustment process in all the time-periods is believed to generate better model output.

Traffic safety at intersections is a particularly difficult phenomenon to study, given the fact that accidents occur randomly in time and space thereby making short-term measurement, assessment and comparison difficult. The EU directive 2008/96/EC introduced road infrastructure safety management, which offers a five layer structure for developing safer road infrastructure has been used to develop tools for accident prediction and black spot management analysis which has been applied in this work to assess the safety level of intersections in Norrköping city in Sweden. Accident data history from STRADA (Swedish Traffic Accident Data Acquisition) and the network demand model for Norrköping city were used to model black spots and predict the expected number of accidents at intersections using PTV Visum Safety tool, after STRADA accident classification was restructured and the Swedish accident prediction model (APM) was configured and tested to work within the tool using the model from the Swedish road administration (SRA). The performance of the default (Swiss) and the Swedish APM was compared and identified locations with the high accident records, predicted accident counts and traffic volumes were audited using qualitative assessment checklist from Street-Audit tool. The results from these methods were analysed, validated and compared. This work provides recommendations on the used quantitative and qualitative methods to prevent accident occurrence at the identified locations.

Sörmlands län består till stor del av landsbygd där en kostnadseffektiv kollektivtrafik är svår att uppnå eftersom resandeunderlaget och därmed även efterfrågan normalt är låg. I dessa områden finns dock potential att uppnå en hållbar kollektivtrafik med hjälp av anropsstyrda trafikformer. I detta projekt utreddes dels en övergång av turer i landsbygdslinjetrafiken till allmän anropsstyrd trafik och dels en samordning av den allmänna och särskilda anropsstyrda kollektivtrafiken. En generell metod för val mellan fast linjetrafik och anropsstyrd linjelagd trafik utvecklades, vilken bestod av enkla tumregler för utvärdering av turer med regelbundet låg efterfrågan i landsbygdslinjetrafiken. Samordningen bestod av att utreda effekterna av att kompletteringsresor planerades och utfördes med samma fordon som den särskilda anropsstyrda kollektivtrafiken. Då kompletteringstrafiken får en högre kostnadseffektivitet genom samordning med den särskilda kollektivtrafiken kan denna användas som en flexibel ersättning där turutbudet i landsbygdslinjetrafiken behöver minska. En kostnadseffektivisering av landsbygdslinjetrafiken där turutbudet anpassas bättre till efterfrågan tillåter därmed en satsning av resurser till kompletteringstrafiken. Detta för att i enlighet med kollektivtrafikmyndighetens mål skapa en attraktiv kollektivtrafik för hållbar tillväxt och utveckling i Sörmlands län.

We consider a combinatorial optimization problemin passive In-Building Distributed Antenna Systems (IB-DAS) deployment for indoor mobile broadband service. These systems have a tree topology, in which a central base station is connected to a number of antennas located at tree leaves via cables represented by the tree edges. Each inner node corresponds to a power equipment, of which the available types differ in the number of output ports and/or by power gain at the ports. This paper focuses on the equipment selection problemthat amounts to, for a given passive DAS tree topology, selecting a power equipment type for each inner node and assigning the outgoing edges of the node to the equipment ports. The performance metric is the power deviation at the antennas from the target values. We consider as objective function the minimization of either the total or the largest power deviation over all antennas. Our contributions are the development of exact pseudo-polynomial time algorithms and (additive) fully-polynomial time approximation schemes for both objectives. Numerical results are provided to illustrate the algorithms. We also extend some results to account for equipment cost.

Returpack är ansvariga för Sveriges retursystem av tomma PET-flaskor och aluminiumburkar där insamling och hantering av förpackningar är en stor del av verksamheten. Transport av tomma förpackningar från butik till Returpacks fabrik i Norrköping sker huvudsakligen i form av lösvikt (bulklast) av Returpack. Övriga transporter av förpackningar sker i kartong eller säck där dryckesleverantörer sköter insamlingen. Syftet med denna studie är att skapa och undersöka olika typer av inhämtningsstrukturer för tomma förpackningar, där Returpack strävar efter att på ett kostnadseffektivt och miljömässigt sätt sköta inhämtningen samt öka kontrollen över flödet. I studien kommer fem områden i norra Sverige att undersökas, vilka skiljer sig från övriga områden i Sverige då dessa kännetecknas av långa avstånd mellan butiker samt låga volymer av förpackningar. I studien utförs ruttplanering av lösviktsinsamling samt totalkostnadberäkningar för varje område, där ett antal scenarier skapats med olika typer av inhämtningsstrukturer. I scenarierna varieras antalet butiker, mellanlager, ruttider samt insamlingsbilar. Utöver detta undersöks även fyra olika hubblösningar där förpackningarna gör en övergång från kartong- och säckflödet till lösviktsflödet. Resultaten av ruttplanerningarna visar att två av områdena har en hög belastning där antalet insamlingsbilar behöver ökas. Totalkostnadsberäkningarna tyder på att det går att sänka totalkostnaden i två av områdena genom att öka lösviktsinsamlingen. I de övriga tre områdena ger den nuvarande strukturen den lägsta totalkostnaden. Resultaten visar också att antalet fordonskilometer kan minska genom att addera ytterligare ett mellanlager i två av områdena. I studien visas det också att hubbar kan sänka kostnader för Returpack och minska antalet inkommande kartonger och säckar till fabriken. Att införa hubbar minskar också antalet fordonskilometer med mer än 50 %.

Cost-optimal planning (COP) uses action costs and asks for a minimum-cost plan. It is sometimes assumed that there is no harm in using actions with zero cost or rational cost. Classical complexity analysis does not contradict this assumption; planning is PSPACE-complete regardless of whether action costs are positive or non-negative, integer or rational. We thus apply parameterised complexity analysis to shed more light on this issue. Our main results are the following. COP is W[2]-complete for positive integer costs, i.e. it is no harder than finding a minimum-length plan, but it is para-NPhard if the costs are non-negative integers or positive rationals. This is a very strong indication that the latter cases are substantially harder. Net-benefit planning (NBP) additionally assigns goal utilities and asks for a plan with maximum difference between its utility and its cost. NBP is para-NP-hard even when action costs and utilities are positive integers, suggesting that it is harder than COP. In addition, we also analyse a large number of subclasses, using both the PUBS restrictions and restricting the number of preconditions and effects.

I Saab Aerostructures tillverkning av flygplansdelar, används icke strukturbundet material, det vill säga material som inte har en angiven kvantifierad förbrukning per tillverkad enhet eller material vars angivna kvantifierade förbrukning per tillverkad enhet inte stämmer överens med verklig förbrukning. Personal på inköpsavdelningen vet i vissa fall inte var ett specifikt icke strukturbundet material förbrukas, alltså vilka tillverkningsavdelningar eller flygplansdelar som förbrukar materialet. Likaså saknas övergripande och gemensamma rutiner för hur material som klassas som icke strukturbundet material planeras och lagerstyrs. För att identifiera problemområden i materialförsörjningen genomfördes en flödeskartläggning för att identifiera vilka olika typer av icke strukturbundet material som används i Saab Aerostructures produktion samt hur dessa lagerstyrs mellan lager och buffertlager i produktion. Under flödeskartläggningen definierades sex olika materialgrupper tillhörande icke strukturbundet material. För att lagerstyra de identifierade materialgrupperna av icke strukturbundet material används idag åtta stycken lagerstyrningsmetoder. Saab Aerostructures har anlitat tredjepartslogistiker för att sköta merparten av dagens lagerstyrning. Lagerstyrningsmetoderna skiljer sig åt beroende på tredjepartslogistiker och materialgrupp av icke strukturbundet material. Resultatet från genomförd kartläggning och analys påvisar att det finns förbättringspotential i flera utav dessa lagerstyrningsmetoder, samt att det är möjligt att reducera antalet lagerstyrningsmetoder genom att använda samma lagerstyrningsmetod för snarlika materialgrupper av icke strukturbundet material. Genomförd analys påvisar även behovet av ett förbättrat informationsflöde mellan beredning, inköp och produktion, när det gäller hanteringen av icke strukturbundet material. Konkreta åtgärder i form av rekommendationer, för att förbättra lagerstyrningen av icke strukturbundet material, presenteras i slutet av denna rapport.  

The meat producers of the western world needs to develop their export organizations and to streamline their physical distribution in order to take new market shares on the fast growing overseas markets. HKScan is one of those meat producing companies, the group has businesses in Finland, Sweden, Denmark and the Baltic countries. A part of their sales goes frozen on overseas export by container sea freight. Lately the logistics management of HKScan has been interested in investigating the effects of centralizing the physical distribution for the overseas export from Sweden and Denmark. This leads to the purpose of this study, which is:

 “For HKScan, develop and apply a model that evaluates distribution structures for overseas export of frozen food regarding total cost, delivery service, environmental impact and regulations.”

The case study included comparison between the current distribution structure for HKScan and three pre-determined scenarios. The current setup consists of multiple warehouses in both countries. In the first scenario the distribution structure is centralized to include one warehouse per country. In the second scenario, the total export flow of products from both Sweden and Denmark is redirected and centralized to one warehouse in Denmark. In the third scenario, the total export flow of products from both Sweden and Denmark is instead redirected and centralized to one warehouse in Sweden.

To evaluate and compare the different distribution structures a general model was first created by combining different theoretical models and adapting them to the context of overseas distribution for frozen food. The study then included the three phases of developing the model to fit the case company, applying the model on the case company and then to finally evaluating the model.

The resulting model, which was the outcome of the development process, can be seen below. The model illustrates the different included elements.

By then applying the model onto the case company, HKScan, it was found that a centralization to a joint warehouse in Denmark would make total cost savings of several percents. In addition, this scenario would increase the total service level. However, the environmental impact would be increased due to long cross-border road transport distances and longer land and sea transports from the warehouse. In addition, it was not possible to fully investigate whether such a distribution would be possible from a regulatory point of view.  A centralization in each country would have minor regulatory issues, it would lead to the smallest environmental impact and have a slight increase in service levels as well as a reduction for the total cost of one percent.

The evaluation of the model showed that it produces reasonable results with the regulatory elements being the hardest to evaluate for the different scenarios. Regarding the detail level, the veterinary element could be accounted for by the warehousing element and the sea freight element split into transport from warehouse to domestic port and sea freight from domestic port to the destination port. The box-model, containing twelve elements, can be seen as generalizable for evaluating distribution structures in similar contexts, Overseas export of frozen food. However, the calculation performed within the model do probably only apply to the specific scenarios in the study.

Driver sleepiness studies are often carried out with alert drivers during daytime and sleep-deprived drivers during night-time. This design results in a mixture of different factors (e.g. circadian effects, homeostatic effects, light conditions) that may confound the results. The aim of this study was to investigate the effect of light conditions on driver sleepiness. Thirty young male drivers (23.6 +/- 1.7years old) participated in a driving simulator experiment where they drove on a rural road. A 2x2 design was used with the conditions daylight versus darkness, and daytime (full sleep) versus night-time (sleep deprived). The results show that light condition had an independent effect on the sleepiness variables. The subjective sleepiness measured by Karolinska Sleepiness Scale was higher, lateral position more left-oriented, speed lower, electroencephalogram alpha and theta higher, and blink durations were longer during darkness. The number of line crossings did not change significantly with light condition. The day/night condition had profound effects on most sleepiness indicators while controlling for light condition. The number of line crossings was higher during night driving, Karolinska Sleepiness Scale was higher, blink durations were longer and speed was lower. There were no significant interactions, indicating that light conditions have an additive effect on sleepiness. In conclusion, Karolinska Sleepiness Scale and blink durations increase primarily with sleep deprivation, but also as an effect of darkness. Line crossings are mainly driven by the need for sleep and the reduced alertness at the circadian nadir. Lane position is, however, more determined by light conditions than by sleepiness.

All new vehicle types within the European Union must now be equipped with a driver drowsiness and attention warning system starting from 2022. The specific requirements for the test procedure necessary for type approval are defined in the Annex of EU Regulation C/2021/2639. The objectives of this study were to: (i) investigate how sleepiness develops in professional truck drivers under real-road driving conditions; and (ii) assess the feasibility of a test procedure for validating driver drowsiness and attention warning systems according to the EU regulation. Twenty-four professional truck drivers participated in the test. They drove for 180 km on a dual-lane motorway, first during daytime after a normal night's sleep and then at nighttime after being awake since early morning. The results showed higher sleepiness levels during nighttime driving compared with daytime, with a faster increase in sleepiness with distance driven, especially during the night. Psychomotor vigilance task results corroborated these findings. From a driver drowsiness and attention warning testing perspective, the study design with sleep-deprived drivers at night was successful in inducing the targeted sleepiness level of a Karolinska Sleepiness Scale score of >= 8. Many drivers who reported a Karolinska Sleepiness Scale >= 8 during the drives also acknowledged feeling sleepy in the post-drive questionnaire. Reaching high levels of sleepiness on real roads during daytime is more problematic, not the least from legal and ethical perspectives as higher traffic densities during the daytime lead to increased risks.

Latent driver sleepiness may in some cases be masked by for example social interaction, stress and physical activity. This short-term modulation of sleepiness may also result from environmental factors, such as when driving in stimulating environments. The aim of this study is to compare two road environments and investigate how they affect driver sleepiness. Thirty young male drivers participated in a driving simulator experiment where they drove two scenarios: a rural environment with winding roads and low traffic density, and a suburban road with higher traffic density and a more built-up roadside environment. The driving task was essentially the same in both scenarios, i.e. to stay on the road, without much interaction with other road users. A 2 x 2 design, with the conditions rural versus suburban, and daytime (full sleep) versus night-time (sleep deprived), was used. The results show that there were only minor effects of the road environment on subjective and physiological indicators of sleepiness. In contrast, there was an increase in subjective sleepiness, longer blink durations and increased EEG alpha content, both due to time on task and to night-time driving. The two road environments differed both in terms of the demand on driver action and of visual load, and the results indicate that action demand is the more important of the two factors. The notion that driver fatigue should be countered in a more stimulating visual environment such as in the city is thus more likely due to increased task demand rather than to a richer visual scenery. This should be investigated in further studies.

Indicators based on visual time-sharing have been used to investigate drivers visual behaviour during additional task execution. However, visual time-sharing analyses have been restricted to additional tasks with well-defined temporal start and end points and a dedicated visual target area. We introduce a method to automatically extract visual time-sharing sequences directly from eye tracking data. This facilitates investigations of systems, providing continuous information without well-defined start and end points. Furthermore, it becomes possible to investigate time-sharing behavior with other types of glance targets such as the mirrors. Time-sharing sequences are here extracted based on between-glance durations. If glances to a particular target are separated by less than a time-based threshold value, we assume that they belong to the same information intake event. Our results indicate that a 4-s threshold is appropriate. Examples derived from 12 drivers (about 100 hours of eye tracking data), collected in an on-road investigation of an in-vehicle information system, are provided to illustrate sequence-based analyses. This includes the possibility to investigate human-machine interface designs based on the number of glances in the extracted sequences, and to increase the legibility of transition matrices by deriving them from time-sharing sequences instead of single glances. More object-oriented glance behavior analyses, based on additional sensor and information fusion, are identified as the next future step. This would enable automated extraction of time-sharing sequences not only for targets fixed in the vehicles coordinate system, but also for environmental and traffic targets that move independently of the drivers vehicle.

While in-vehicle eco-driving support systems have the potential to reduce greenhouse gas emissions and save fuel, they may also distract drivers, especially if the system makes use of a visual interface. The objective of this study is to investigate the visual behaviour of drivers interacting with such a system, implemented on a five-inch screen mounted above the middle console. Ten drivers participated in a real world, on-road driving study where they drove a route nine times (2 pre-baseline drives, 5 treatment drives, 2 post-baseline drives). The route was 96 km long and consisted of rural roads, urban roads and a dual-lane motorway. The results show that drivers look at the system for 5-8% of the time, depending on road type, with a glance duration of about 0.6 s, and with 0.05% long glances (amp;gt;2s) per kilometre. These figures are comparable to what was found for glances to the speedometer in this study. Glance behaviour away from the windscreen is slightly increased in treatment as compared to pre- and post-baseline, mirror glances decreased in treatment and post-baseline compared to pre-baseline, and speedometer glances increased compared to pre-baseline. The eco-driving support system provided continuous information interspersed with additional advice pop-ups (announced by a beep) and feedback pop-ups (no auditory cue). About 20% of sound initiated advice pop-ups were disregarded, and the remaining cases were usually looked at within the first two seconds. About 40% of the feedback pop-ups were disregarded. The amount of glances to the system immediately before the onset of a pop-up was clearly higher for feedback than for advice. All in all, the eco-driving support system under investigation is not likely to have a strong negative impact on glance behaviour. However, there is room for improvements. We recommend that eco-driving information is integrated with the speedometer, that optional activation of sound alerts for intermittent information is made available, and that the pop-up duration should be extended to facilitate self-regulation of information intake. (C) 2016 Elsevier Ltd. All rights reserved.

Även om direktbusstrafiken i Dalarnas län redan i dagsläget trafikerar relativt raka och snabba linjesträckningar anser länstrafikbolaget Dalatrafik att det finns potential till att ytterligare sänka restiderna för att locka fler resenärer. Fyra av länets viktigaste direktbusslinjer har därför studerats och för var och en av dessa har ett antal förändringsåtgärder tagits fram. Målet med förändringsåtgärderna har varit att, i första hand, åstadkomma en rakare linjesträckning och utreda hur mycket restiden skulle komma att förändras om bussen istället kör den nya vägen. Utifrån befintlig resandestatistik över hur många resenärer som reser på varje sträcka har den totala tidsbesparingen för samtliga förändringsåtgärder per linje beräknats och detta har givits ett monetärt värde. Genom täckningsanalyser har befolkningen inom upptagningsområdet kring varje hållplats beräknats, detta för att visa hur tillgängligheten till respektive linje förändras efter ett eventuellt införande av de föreslagna åtgärderna.

Idag ställer samhället och konsumenterna allt större krav på klimatsmarta boenden för att minska energianvändningen. Trots det byggs fortfarande till stor del traditionella hus efter Boverkets byggregler. På uppdrag av WSP studerar denna rapport hur energiåtgången hos ett befintligt flerbostadshus i Stockholm, byggt efter BBR, hade sett ut om det uppförts för att fylla kravspecifikationen för passivhus enligt FEBY12. Samt hur livscykelkostnaderna hade skiljt sig för de två husen.

Studien inleddes med en datainsamling av för det befintliga flerbostadshusets areor samt Uvärdena och följs upp med simuleringar av flerbostadshuset i beräkningsprogrammet Energihuskalkyl. Datorberäkningarna jämfördes med manuella beräkningar för att säkerställa värmeförlusttalet samt andelen köpt energi. Varefter flerbostadshuset anpassades med Kingspans detaljbibliotek för att uppfylla FEBY12s passivhuskrav och följdes upp med samma dator- och manuella beräkningar. Där de båda resultaten presenteras och jämförs.

I rapportens andra del undersöks och jämförs de två flerbostadshusens livscykelkostnader, sett till investerings-, drifts- och underhållskostnader. Då beställaren sekretessbelagt de verkliga kostnaderna antogs de verkliga kostnaderna för det befintliga huset från Statistiska Centralbyrån. För att beräkna det teoretiska passivhusets investeringskostnader beräknades materialkostnaderna för de båda husen efter de givna ritningarna. Där skillnaden i materialkostnaderna adderades till investeringskostnaden för det passiva flerbostadshuset.

Underhållskostnaderna antogs till detsamma för det passiva flerbostadshuset samtidigt som att driftskostnaderna sänktes procentuellt med den minskade mängden köpt energi från energiberäkningarna.

From 2009 until 2011 project BRA (Bygg-och Rivningsavfall i Stockholms Län) “Construction and Demolition (C&D) waste in Stockholm County” was coordinated from the division of Industrial Ecology, KTH. This project was focused on actively improving (from plural perspectives) the cycles of C&D (specifically non-metallic inert) materials in the region. In response to the normative aim and inter-systems complexity, a highly participative action research procedure was adopted. Through processes of network communication, workshops, a course, and an international symposium - a number of issues (such as market development, recycled product quality, greenhouse gas impacts, collaborative planning, and statistics) were prioritized, researched, and acted upon. Indicators for measuring progress in selected areas were developed and preliminary action plans created. At a final co-organized symposium Swedish delegates laid the groundwork for the establishment of a Swedish C&D recycling b ranch organization. This initiative of continued collaboration between and within sectors is seen as a vehicle for the priorities and action requirements identified in BRA to be further enabled and held in focus. Furthermore, these actors taking ownership of the process is seen as a success in accordance to the original aims and the need for further cycles of evaluation, planning, and action.

Industrial symbiosis (IS) developments have been differentiated as self-organized, facilitated, and planned. This article introduces a tool, Looplocal, which has been built with objectives to support the strategic facilitation of IS. Looplocal is a visualization tool built to assist in 1) Simplifying the identification of regions susceptible to new industrial symbiosis facilitation activities 2) Enabling proactive and targeted marketing of potential exchanges to key actors in specific regions and 3) Assisting facilitators to assess the various strategies and consequential engagement and analysis methodologies suitable for additional IS development in specific regions. The tool compares industrial symbiosis data and estimated regional material and energy flows (on a facility level) to identify potential IS transfer information along with key stakeholder and network data. The authors have performed a proof of concept run of this tool on Sweden. In its early stages of application the method has given results seen as useful for identifying regions susceptible to the investment of symbiosis facilitators' time and resources. The material focus and customization possibilities for the tool show potential for a spectrum of potential facilitators: from waste management companies to national or regional authorities. In conjunction with long term business models, such a tool might be utilized throughout an adaptive chain of facilitation activities and aims.

Faced with increasing challenges, railways around Europe have recently undergone major reforms aiming to improve the efficiency and competitiveness of the railway sector. New market structures such as vertical separation, deregulation and open access can allow for reduced public expenditures, increased market competition, and more efficient railway systems.

However, these structures have introduced new challenges for managing infrastructure and operations. Railway capacity allocation, previously internally performed within monopolistic national companies, are now conferred to an infrastructure manager. The manager is responsible for transparent and efficient allocation of available capacity to the different (often competing) licensed railway undertakings.

This thesis aims at developing a number of methods that can help allocate capacity in a deregulated (vertically separated) railway market. It focuses on efficiency in terms of social welfare, and transparency in terms of clarity and fairness. The work is concerned with successive allocation of capacity for publicly controlled and commercial traffic within a segmented railway market.

The contributions include cost benefit analysis methods that allow public transport authorities to assess the social welfare of their traffic, and create efficient schedules. The thesis also describes a market-based transparent capacity allocation where infrastructure managers price commercial train paths to solve capacity conflicts with publicly controlled traffic. Additionally, solution methods are developed to help estimate passenger demand, which is a necessary input both for resolving conflicts, and for creating efficient timetables.

Future capacity allocation in deregulated markets may include solution methods from this thesis. However, further experimentations are still required to address concerns such as data, legislation and acceptability. Moreover, future works can include prototyping and pilot projects on the proposed solutions, and investigating legal and digitalisation strategies to facilitate the implementation of such solutions.

Railway markets in Europe have been reorganized to allow competition between different operators. Thus, European railways have been vertically separated, separating infrastructure management from provisions of train services. This allows several train operators to compete for passengers and freight services. Different ways have emerged for vertical separation, capacity allocation and track access charges. This paper reviews, compares and discusses important deregulation aspects, using examples from a number of European countries to show different possible solutions. The study describes how competition has been introduced and regulated, with a particular focus on describing the different ways capacity is allocated and how conflicting requests by different train operators are resolved. It also reviews the related issue of how access charges are constructed and applied. Although guided by the same European legislation, we conclude that the studied railways have different deregulation outcomes, e.g., market organization, capacity allocation. Besides, few countries have so far managed to create efficient and transparent processes for allocating capacity between competing train operators. Although allowed by the legislation, market-based allocation is absent or never used. In order to foster more competition which can yield substantial social benefits, the survey indicates that most European railways still need to develop and experiment with more efficient and transparent capacity allocation procedures.

Passenger origin–destination data is an important input for public transport planning. In recent years, new data sources have become increasingly common through the use of the automatic collection of entry counts, exit counts and link flows. However, collecting such data can be sometimes costly. The value of additional data collection hence has to be weighed against its costs. We study the value of additional data for estimating time-dependent origin–destination matrices, using a case study from the London Piccadilly underground line. Our focus is on how the precision of the estimated matrix increases when additional data on link flow, destination count and/or average travel distance is added, starting from origin counts only. We concentrate on the precision of the most policy-relevant estimation outputs, namely, link flows and station exit flows. Our results suggest that link flows are harder to estimate than exit flows, and only using entry and exit data is far from enough to estimate link flows with any precision. Information about the average trip distance adds greatly to the estimation precision. The marginal value of additional destination counts decreases only slowly, so a relatively large number of exit station measurement points seem warranted. Link flow data for a subset of links hardly add to the precision, especially if other data have already been added.

Social cost-benefit analysis is often used to analyse transport investments, and can also be used for transport operation planning and capacity allocation. If it is to be used for resolving capacity conflicts, however, it is important to know whether transit agencies' timetable requests are consistent with the cost-benefit framework, which is based on passenger preferences. We show how a public transport agency's implicit valuations of waiting time and crowding can be estimated by analysing timetables, apply the method to commuter train timetables in Stockholm, and compare the implicit valuations to the corresponding passenger valuations in the official Swedish cost-benefit analysis guidelines. The results suggest that the agency puts a slightly lower value on waiting time and crowding than the passenger valuations codified in the official guidelines. We discuss possible reasons for this and implications for using cost-benefit analysis for capacity allocation. We also find that optimal frequencies are more sensitive to the waiting time valuation than to that of crowding.

On highly used railway lines with heterogeneous traffic, timetabling is challenging. In particular, the limited existing capacity means that to guarantee an acceptable level of quality, the infrastructure manager must cancel some train services on the expense of others. In this article, we study the conflict between commercial long-distance trains and subsidized commuter trains with a socio-economic perspective (i.e. travelers and train operators). The study attempts to answer the following question: What is the socio-economic effect of modifying the timetable of a commuter service?

The case study treats the commuter train services in Stockholm. Trip data was collected from the local commuter train operator. An entropy maximization-based model was implemented to estimate the dynamic network Origin-Destination (OD) matrix. This dynamic matrix, of one full working day, was then used to estimate the number of travelers per train, and further converted for use in the microscopic simulation tool RailSys. Travel and waiting time are estimated for each OD pair and with that the generalized costs for the travelers and operators. The effect of crowding in the trains is included in the estimation. The article can be considered as an initiation to a novel method to calculate effects of changes in commuter train timetables. This novel approach enables to price commercial train slots in the capacity allocation process such as in an auction. It provides a new way to estimate the local train operator´s valuation of the different parameters (i.e. waiting, travel time and interchanges). Using RailSys for the estimation of times makes it possible to include capacity aspects that normally are difficult to reveal.

Methods for economic assessment are often used in the rail sector to evaluate large infrastructure investments such as new high-speed lines. With larger networks and ageing infrastructure, these methods can also be used for planning maintenance. In this paper, we focus on the newly introduced concept of maintenance windows in Sweden. These are pre-allocated slots in the train timetable dedicated to performing, among others, periodic/frequent maintenance activities. To justify the pre-allocation of such windows, this study presents a method to find minimal utilization rates depending on window designs and traffic situations. Using a cost-benefit approach, the windows are assessed using a total social cost including work costs, loss in traffic production and reliability gains in future traffic. Based on a case study from the Southern main line in Sweden, we study the minimal utilization rate in different test scenarios, i.e., night or day shifts, asset degradation functions and designs of maintenance windows. The results show that lower utilization rates (4-42%) can be accepted during low-volume traffic or for partial closures, while higher utilization rates (47-83%) are required for full closures during high-volume traffic. Whether the rates are measured as the share of used window time or the share of utilized windows is less important, especially when higher utilization is required. Sensitivity analyses of asset knowledge indicate that parameters such as asset degradation function and minimum asset quality (and to a lesser extent traffic volume, discount rate and failure likelihood) can have a substantial effect on the minimum required utilization rates.

The train timetabling problem (TTP) consists of finding a feasible timetable for a number of trains which minimises some objective function, e.g., sum of running times or deviations from ideal departure times. One solution approach is to solve the dual problem of the TTP using so-called bundle methods. This paper presents a new bundle method that uses disaggregate data, as opposed to the standard bundle method which in a certain sense relies on aggregate data. We compare the disaggregate and aggregate methods on realistic train timetabling scenarios from the Iron Ore line in Northern Sweden. Numerical results indicate that the proposed disaggregate method reaches better solutions faster than the standard aggregate approach.

Switches & crossings (S&Cs) are vital assets as they allow for increased railway capacity by introducing flexibility and connectivity in railway networks. At the same time, this makes them critical since they can cause costly delays and disruptions if they are not well maintained. This motivates studies to improve maintenance strategies of S&Cs, considering both the life-cycle costs (LCCs) of the assets and socio-economic transportation costs for passengers and freight customers. In this paper, the interdependence between deterioration mechanisms, maintenance activities, and expected LCC (including transportation costs) for the crossing panel - an S&C subsystem - is investigated using a combination of mechanical and econometric modelling. The interrelation between the degradation of contact geometry and track settlement is analysed using simulations of dynamic vehicle-turnout interaction. Long-term mechanical degradation of the crossing panel is simulated for different maintenance strategies that correspond to different timing of the associated maintenance measures (crossing repair welding and tamping). This provides the basis for analysing the interdependence between preventive and corrective activities using econometric modelling. Based on a case study of a common type of S&Cs in the Swedish infrastructure, the impact of different maintenance strategies on LCC and transportation costs is analysed. Opportunities and challenges in the development of more economically effective maintenance strategies of S&Cs are discussed.

Switches & crossings (S&Cs) are vital assets as they allow for increased railway capacity by introducing flexibility and connectivity in railway networks. At the same time, this makes them critical since they can cause costly delays and disruptions if they are not well maintained. This motivates studies to improve maintenance strategies of S&Cs, considering both the life-cycle costs (LCC) of the assets and socio-economic transportation costs for passengers and freight customers. In this paper, the interdependence between deterioration mechanisms, maintenance activities, and expected LCC (including transportation costs) is investigated using a combination of mechanical and econometric modelling. The interrelation between the degradation of contact geometry and track settlement is analysed using simulations of dynamic vehicle–turnout interaction. Long-term mechanical degradation of the S&C is simulated for different maintenance strategies that correspond to different timing of the associated maintenance measures (crossing repair welding and tamping). This provides the basis for analysing the interdependence between preventive and corrective activities using econometric modelling. Based on a case study of a common type of S&Cs in the Swedish infrastructure, the impact of different maintenance strategies on LCC and transportation costs is analysed. Opportunities and challenges in the development of more socio-economically effective maintenance strategies of S&Cs are discussed.

Train delays with increasing demand result in substantial social costs. One way to reduce these costs is through efficient communication of various types of traffic information to passengers. Depending on which/when information is received, passengers’ behavioral adaptations reduce their travel costs especially in the event of delays.This project aims at calculating the social benefits of such traffic information. The purpose is to develop a quantitative model to quantify the value of communicating information to passengers in cases of train delays.Using different disruption scenarios in a case study from Stockholm commuter train services, the study provides insights to the infrastructure manager on the social value of such information systems as part of the large infrastructure investments. These insights can also help design more effective information strategies to reduce social costs of train disruptions.

Child pedestrian safety is one of the biggest safety issues regarding planning of a well arranged urban traffic. The fact that vulnerable road users suffer most from traffic incidents also raises concern for children. Children need special care while considering traffic safety. The factors are various that they differ from adults by many aspects. For their physically smaller size, immature ability to judge the traffic situations, lack of experience about traffic and mental deficiencies like losing concentration after short periods, they are much more susceptible to the traffic hazards than adults. Various studies have been carried and many applications regarding child and school pedestrian safety worldwide and the most hazardous periods were found as afternoon hours. Age factor generally is flexible but as the child grows older, mobility increases and risks become larger. The risk factors also include the social and economical environment that children living in good life standards suffer less than those are not. Education is also crucial on adopting the sense of road safety on children’s perspective. Simulation based studies have proved to be effective in order to draw child’s attention to the subject, however it should be combined with field trips to gain a more realistic and solid idea about the matter. Besides, engineering measures rise up as another milestone where roadside and land use planning is important. Traffic calming measures have proved to be effective to warn road users and thus form a safer traffic environment for children. Special applications for school zones such as flashing lights, narrowed crossways or 30km/h areas have been effective. The case study concerns the evaluation of child pedestrian safety in the vicinities of various accidents previously happened in Norrköping. Two methods were used to examine the degree of safety for the places of incidents. For locations near an intersection, road safety audit and traffic conflicts technique were applied, while, for the incident points along streets, only road safety audit technique was used. It is stated that, because of the multivariable aspect of the problem, collective application of various safety evaluation solutions would give better idea on the risk of the location and possible improvements for the future.

Traffic models based on micro-simulation are becoming increasingly important as traffic analysistools. Due to the detailed traffic description, different micro-simulation models are needed tosimulate different traffic environments. The Rural Traffic Simulator, RuTSim, is a unique microtrafficsimulation model for traffic on rural roads. RuTSim is developed at VTI with support fromthe Swedish Transport Administration. Currently, a new version of the RuTSim model has beenimplemented based on the earlier one but with some enhancements. Due to these enhancements,the new implementation of RuTSim should be verified before being used to analyze real worldproblems.

In this master’s thesis, a verification of the new implementation of the RuTSim model, RuTSim 2,has been carried out. This paper includes a description of traffic micro-simulation models forrural roads in general and a description of RuTSim model in particular. Common verificationtechniques of the simulation models are also discussed in this study.

Based on the theoretical assessments, a model-to-model comparison verification scheme isselected to verify the RuTSim 2 model. That is, the model verification is performed by comparingthe simulation outputs from RuTSim 2 to the old version of RuTSim (RuTSim 1), since RuTSim1 is well verified and calibrated. Statistical hypothesis tests are used to check whether the meanand standard deviation differences of the simulation outputs between the two simulators aresignificant or not.

Based on the verification results, the new version of the RuTSim model has comparable modelingof vehicle-vehicle and vehicle-infrastructure interactions as the old version. Furthermore, thehypothesis test results show that the differences of the mean simulation results of the twosimulators are not significant. Therefore, the new implementation of RuTSim model, RuTSim 2,has been proven to be equivalent model as the old version.

Traffic calming measures, such as speed bumps and elevated crossing points, are used to reduce speed, to prevent overtaking and generally contribute to a safer traffic situation. However, they might also cause increased response times for rescue vehicles (e.g. ambulances or fire trucks). An alternative to the conventional traffic calming measures is so-called smart traffic calming measures. These can determine when a vehicle approaches, whose journey should not be hindered, and adjust to allow for free passage for this vehicle.

This report gives an overview of the problem, and some examples of smart  traffic calming measures are discussed. Special focus is put on the wireless communication necessary to detect emergency vehicles. Furthermore, existing challenges and possible solutions for traffic calming measures and the communication needed to make them smart are discussed.

Carrying instruments and different political goals have given rise to variation of the construction investments. This has led to various challenges regarding construction but mainly in construction logistics. Furthermore, construction logistics and its inner part together with building materials represent 61% of the construction cost. In 2010 construction per square meter was approximately 26 000 kr. In 2020, the cost is at 37 000 SEK/m2. Sweden also has the highest construction costs in Europe. Therefore, the biggest challenge is to reduce the cost by streamlining construction logistics. The purpose of this study is to investigate the biggest challenges that exist in construction logistics caused mainly by the Swedish economy and environmental policies. The goal is to identify the main challenges in construction logistics and what the potential measure can be applied to further reduce construction costs. The first question is what are the main challenges that construction logistics has today caused by economics and environmental policy? The second question is what measures there for these challenges are. To answer the questions, the study needs to apply a scientific research method to ensure that all data and information collected is objective. Furthermore, the study chooses a quantitative research method due to interests in statistics, generalizable and quantifiable results. In order to fulfill the purpose of the study, the quantitative method is considered the most suitable for drawing appropriate conclusions and forming better perception of reality. The results of the information obtained, and graphs/ figures indicate that fuel prices have increased, and this means higher logistical costs for the construction industry. This, in combination with stricter requirements by the state, the form of reduction obligations and net zero emissions by 2045 has created a more difficult environment to adapt to. Combination of Covid-19 and Russia's invasion of Ukraine has created an even more difficult environment. Possible measures are applying LCC and LCA to tackle the environmental policies. Economically, the suitable measure is to apply VSM to guarantee a more stable economy for the construction industry. Another measure that combines both environmental but also economic aspects is the application of BIM. Sweden is in great need of new housing and infrastructure renovations. However, taking into account the new environmental policies and economic obstacles, meeting the needs becomes more difficult. Reducing construction logistics prices, especially in transport, is a growing challenge as the state has been clear that fuel prices will most likely be the same in the future. Current situation suggests that the majority of all challenges would actually not exist from the outset. Carelessness in the form of re-tracking fees, traditional working methods, and minimal interest in innovation have been the characteristics of the construction industry for a long period. Furthermore, all these “not so big problems” have been built up and caused a “snowball effect” on the industry itself and also Sweden in general. Despite this, there are still options for at least prevention for future generations. 

Östergötland County Council has begun to implement “Lean-Thinking" in healthcare service. Staff at healthcare service has experienced new challenges. Health care quality cannot anymore be measured only by medical treatment results, other factors are of importance, for example accessibility.

The management of the health centre “Cityhälsan Söder” wished to identify problems that affect patient flow and requested proposals for improvements which could increase the number of patients cared for at Blood Pressure-department and Asthma/COL- department.

For the mapping of the activities performed by a nurse during a working day, two data collection methods were used: observation and survey. Collected data were analysed in relation to the frame of reference concerning theories of Lean healthcare and logistics. Focus in the identification of problems was to improve the utilization of nursing time to allow more patient visits. 

In the analysis eight types of wastes are especially used: overproduction, waiting, transportation, extra-processing, inventory, motion, defects and non-utilised skills. From the healthcare logistics point of view, the cancelations problem, lack of resources and matching capacity with demand was also analysed.

To increase staff knowledge of how service may work better it was suggested to take advantage of the staff's creativity by expanding the personnel’s perception of patient flow in order to match capacity with demand. Other proposals concerned waiting-list management, which aims to introduce direct time booking of upcoming patient visits at both departments, freeing administrative time that can be spent to accommodate more patients. To standardize medical examinations on Asthma/COL-departments is also a proposal.

IT-solutions for both departments may also create opportunities for more patient visits. A film that prepares the patient by teaching the correct blowing technique for the visit on Asthma/COL-department may accelerate medical examinations and free time that can be used better.

Transportation and energy play an essential role in modern society. Since the Industrial Revolution, fossil fuels have enabled great advancements in human society. Within this process, Internal Combustion Engines Vehicles (ICEVs) played a significant role in guaranteeing reliable and affordable long-distance transportation. However, the subsequent increase of the Motorized Private Transport resulted in undesired effects such as pollution. One instrument in reducing the Greenhouse Gas (GHG) emissions of the transport sector is to shift from the conventional ICEVs toward zero local emission vehicles. Electric Vehicles (EVs) are being promoted worldwide as a suitable powertrain technology that could replace the ICEVs. However, unless combined with electricity from renewable generation technologies the EVs will not effectively reduce GHG emissions. Through the simulation of future transport and energy sector scenarios in Germany, the GHG emission reductions have been analyzed. Techno-economic and environmental characteristics for several powertrain technologies under several vehicles charging strategies are evaluated. The thesis explores the impact of charging EVs on the electrical grid. The result show that EVs using smart charging strategies that support Vehicle-to-grid (V2G) are capable of fulfilling mobility needs of users while providing substantial flexibility to the electrical grid. Such flexibility can facilitate the future expansion of non-dispatchable Renewable Energy Sources (RES).

Companies conducting business in multiple marketing channels need logistics and IT solutions that support their wide array of strategy and operations. Those, and other firms, do not solely rely on new concepts but also on continuously developing their businesses in the interaction between marketing and logistics. This case study will show on these aspects - how marketing and logistics may be integrated in such a channel environment by continuously developing the business as well as through new approaches in information technology - electronic commerce.

The Luna case Within Bergman & Beving Tools illustrates the development of a medium sized distributor from catalogue based firm to flow co-ordinator in a group constellation, a change from a single steady going to a multiple requirement demanding marketing channel. Luna is a transaction intensive distributor of tools and machinery equipment with long experience in logistics and information technology. The company is guarantor for assortment quality, fast and reliable logistics through sophisticated IT solutions as well as value added competence in its trade relations with dealers and end customers. Independent dealers and end customers are found in Nordic industrial, construction, engineering, administration and consumer sectors. Bergman & Beving Tools is parent company to seven distributors of which Luna is the largest.

To start with, this case describes the background development of the business in the fields of marketing, logistics and information technology until 1993. The second part between 1993 and 2001 describes how the marketing agenda has changed, how electronic commerce has been used to develop the business and changes in logistics, both on operational and strategic levels. As a whole the case describes changes in logistics management and how that has interacted with market development.

För att flygplatser ska kunna ha så hög kapacitet som möjligt krävs effektivisering av alla delar av flygplatsverksamheten. Denna studie har identifierat problem och utvecklingsområden av användningen av markutrustning på flygplatser. I studien har det även analyserats effektiviseringsmöjligheter. Några exempel på problem och utvecklingsområden som funnits är att utrustningen är utspridd på flygplatsen och att det finns för mycket utrustning. Ett av lösningsförslagen som föreslås i rapporten är att en tredjepartsaktör äger all markutrustning på flygplatsen och sedan bedriver uthyrning av utrustningen till användarna.

Majoriteten av företagen runt om i världen arbetar ständigt med att förbättra sin logistik. Detta eftersom om logistiken fungerar på ett bra sätt ger det upphov till ett bra flyt igenom hela processen samt bra produktresultat. Logistiken som används i dagsläget av olika byggföretag har i princip liknande grunder. Beroende på vad som skall göras kan processen skilja sig åt. Inom företaget NCC kan man hitta olika logistikprocesser som bygger på liknande förutsättningar. Varav en av logistikprocesserna ligger hos verksamheten Addera byggkoncept som arbetar utifrån ett industrialiserat koncept för renovering/stambyte av badrum i miljonprogrammets bostäder, med en mer standardiserad arbetsgång än ordinarie byggverksamhet. Denna specialanpassade logistikprocess kommer i denna studie jämföras med en mer traditionell logistikprocess för renovering/stambyte av badrum

Water is an essential resource that we today take for granted. The distribution of drinking water is done with pipes in our water distribution network. These pipes have a limited lifetime and at some point they will rupture, with a leak as a result. The leak can lead to major consequences. Some examples are: disturbance in traffics, damage to property, as well as private individuals and businesses that are without water. Another consequence is the cost itself of repairing the leak, which sometimes is the most severe consequence.

To avoid future problems with water leaks, it is important to renew the pipe network. The planning of this renewal is called renewal planning. A method in renewal planning is so-called “risk-based renewal planning”. This method aims to find the pipes that carry the highest risk. A pipe with high risk is a pipe that has high probability of rupturing, at the same time as the consequence of a rupture is great.

Tekniska Verken in Linköping is in charge of the water distribution network in Linköping municipality. In their renewal planning they are working on a new tool, called “Knappen”. The ambition with “Knappen” is to be able to find pipes with high risk with “just one touch of a button”. “Knappen” is a calculation based on a variety of input data on probability and consequence. One of the factors to be used in the calculation is an estimate of the repair cost that the leak causes. This study has resulted in a formula for calculating this cost.

The formula is based on data about past leaks from 2011. The factors that the formula turned out to depend on is: in which land type the leak has occurred, how far the distance is, which repair method has to be used and also the material and dimension of the pipe.

Scandinavian Airlines (SAS) är nordens största flygbolag och har en besättning på 5 000 personer med baser i Danmark, Norge och Sverige. SAS besättningsscheman för kabinpersonal med bas Stockholm samt piloter med samma bas och kvalifikationer för flygplanstypen Boeing 737 har analyserats. Genomförda förändringar efter att scheman publicerats under 2013 och 2014 har kartlagts. Förändringarna har utretts för att fastställa hur stor andel av ett schema som genomförs som planerat. Vidare har ett mätetal som även tar hänsyn till antalet ändringar som sker från planerad ledighet och sjukdom till någon form av produktion tagits fram, mätetalet kallas förändringskvot. Andelen avvecklat enligt plan och förändringskvoten är beräknade per produktionsdag. Mätetalens resultat är relativt jämna för 2013 och 2014. År 2013 avvecklades i genomsnitt 75 % av panerade produktionsdagar och förändringskvoten utgjorde i genomsnitt 30 %. Motsvarande siffror för år 2014 var 77 % och 29 %.

For some decades now, transport researchers have put considerable efforts into developing what is called activity-based approaches for modelling urban travel demand. The basic idea is that travel demand is derived from people's desires to take part in different activities. In particular, the interrelationships among different activities with respect to temporal and spatial constraints are in focus. It means that such models treat the activities and the travelling of the households with respect to where and when the activities can be carried out and how they may be scheduled, given characteristics of the households and potential opportunities, the transport networks and various institutional constraints. We discuss what demands we see on future travel demand models, with a focus on urban analysis. This discussion is somewhat biased towards what role activity-based models could play in meeting these demands. We then review in some detail three prominent and distinctly different representatives of operational activity-based models to give an indication of what new modelling possibilities they offer. Theoretical appeal, empirical validity, usefulness for planning, need for data and easiness of implementation are discussed. In the final section we draw some conclusions about the prospects of these models and of their descendants.

Sänkhammarborrning är en metod som används för att utföra grundläggning med stålpålar. Metoden blir allt vanligare i Svenska tätbebyggda miljöer där krav ställs på låg omgivningspåverkan. Vid sänkhammarborrning borras ett foderrör av stål ner genom jordlagren till avsett djup, oftast till bärkraftigt berg. Foderröret lämnas sedan kvar, armeras, gjuts och utgör sedan själva pålen. Borrmaskinen består bland annat av en hammare som arbetar nere i hålet och drivs av antingen vatten eller luft. Borrföretagen har ofta tillgång till flera olika borrsystem men det saknas ibland underlag och forskning för hur olika borrsystem och metoder påverkar mark och omgivning vilket kan skapa en osäkerhet i projekteringsfasen och oförutsedda problem i utförandestadiet. Sänkhammarborrning anses ha en mindre massförträngande effekt men ger ändå en viss omgivningspåverkan både ovan och under mark. I den här studien har omgivningspåverkan under mark behandlats. Tre störningskällor har undersökts; vibrationer, uppspolning och trycksättning. Syftet har varit att teoretiskt undersöka hur vattendrivet- och luftdrivet sänkhammarborrsystem påverkar undergrunden i samband med att stålrörspålar installeras. För att nå syftet har en litteraturstudie och en intervjustudie genomförts. Även två fältbesök har gjorts. Litteratur och intervjuer har sedan analyserats med utgångspunkt i de tre nämnda fenomenen. Resultatet visar att de viktigaste faktorerna som påverkar hur stor omgivningspåverkan blir är markförutsättningar, maskinutrustning och utförandet. Vattendriven borrning visar sig löpa mindre risk att påverka omgivningen när det gäller uppspolning och trycksättning men om borrningen utförs på rätt sätt kan omgivningspåverkan undvikas även vid luftdriven borrning. De två borrsystemen har olika slagenergier och slagfrekvenser dock kan inga slutsatser dras av hur detta påverkar vibrationsnivåerna. Ett antal åtgärder finns för att minimera omgivningspåverkan, det handlar framförallt om att välja rätt borrsystem samt att borrningen utförs på rätt sätt.

Most accidents occur in urban areas, and the most related casualties are vulnerable road users (pedestrians and cyclists). The traffic calming measures (TCMs) are widely used and considered to be successful in reducing speed and traffic volume. However, TCMs create unwanted effects include: noise, emissions, energy consumption, vehicle delays and emergency response time (ERT). Different vertical and horizontal TCMs have been already applied nationally (Sweden) and internationally with different impacts. It is a big challenge among traffic engineers, planners, and policy-makers to choose and priorities the best TCMs to be implemented. This study will assess the existing guidelines for TCMs in relation to safety and ERT with focus on data from Norrkoping city in Sweden. The expected results will save lives, time, and money on particularly Swedish Roads. The study will also review newly technologies and how they can improve safety and reduce ERT.

A strong monitoring system of road safety in a city is necessary to ensure that the strategies implemented will meet stated targets at city and national levels. Although road safety performance is a result of many key indicators, only a few of these indicators are generally considered in monitoring the performance of road safety in a city and in comparison to other cities. A number of monitoring systems are already being developed and used in road safety and they range from relatively simple models to highly complex ones depending on the number of indicators involved, details of data and complexity of methods used in calculations and analysis. In road safety, there are three main types of monitoring that are generally used, which are: Process Monitoring, Outcome Monitoring and Target Monitoring. The aim of this paper is to provide the importance and usefulness of having a fourth type of monitoring, so-called Integrated Monitoring, that links process, outcome and targets together. The paper also provides a conceptual overview, and illustrations that are used in the construction of the integrated monitoring system.

This dissertation develops, presents and tests a new international tool, the so-called Road Safety Development Index (RSDI), which indicates in a comprehensive and easy way the severity of the road safety situation in a specific country and/or in comparison with other countries. There are three pillars of outcomes involved in the framework of RSDI. One pillar is the People focus (road user behaviour). The second is the System focus (safer vehicles, safer roads, enforcement, management, etc). The third is the Product focus in terms of accident death rates. This thesis analyses each of these pillars. In addition, RSDI links the key national practices of road safety to each other and to the end-results (accident death rates). The study suggests a master-list of performance indicators to be implemented for assessing road safety level in a country and for RSDI building. Based on the “master-list”, a short key list of performance indicators is chosen and classified into two primary categories that correspond to two groups of countries: LMCs “Less Motorised Countries” and HMCs “Highly Motorised Countries”. RSDI aggregates the key performance indicators into one single quantitative value (composite index). Four main objective and subjective approaches are used to calculate RSDI and determine which one is the best. One approach uses equal weights for all indicators and countries, whereas the other approaches give different weights depending on the importance of indicators. Two empirical studies were carried out, in different parts of the world, to determine the applicability of this tool in real world applications. The first empirical study comes from eight European countries (HMCs). The second empirical study comes from five Southeast Asian countries (LMCs). The RSDI results from this study indicate a remarkable difference between the selected countries even at the same level of motorisation and/or with close accident death rates. The unavailability of comparable and useful data are problems for deeper analysis of RSDI, especially the index should be as relevant as possible for different parts of the world. The empirical and theoretical assessments prove that RSDI can give a broader picture of the whole road safety situation in a country compared to the traditional models and can offer a simple and easily understandable tool to national policy makers and public.