Pesquisadores de diversas áreas estão estudando o desenvolvimento do que chamamos de Cidades Inteligentes: a integração de Sistemas de Informação e Comunicação com tecnologias de Internet das Coisas para utilizar os recursos de uma cidade de forma mais inteligente. Um dos principais objetivos das cidades inteligentes é solucionar os problemas relacionados à mobilidade urbana, que afeta significativamente a qualidade de vida da população. Um problema observável nas grandes metrópoles é a qualidade dos seus serviços de transporte público, especialmente quando nos referimos ao modal ônibus. A falta de informações confiáveis, associada à baixa qualidade dos serviços de transporte coletivo disponibilizados, leva o usuário a não optar pela utilização desse recurso, o que agrava problemas urbanos sociais e ambientais. Para reverter esse cenário, as iniciativas em cidades inteligentes propõem o uso de Sistemas de Transportes Inteligentes que podem utilizar diversos sensores e equipamentos para coletar diferente tipos de dados referente aos serviços de transporte público. A captura e processamento desses dados permite, em tese, permite que o cidadão possa utilizar o transporte público com confiabilidade e previsibilidade. Contudo, esses dados podem ser insuficientes ou de baixa qualidade para uso em tempo real. Neste trabalho de mestrado investigamos o uso de dados obtidos via colaboração coletiva (crowdsourcing) como complemento dessas informações. Para mitigar as incertezas introduzidas pelo uso de crowdsourcing, este trabalho propõe a utilização de técnicas de aprendizado de máquina para criação de métodos de análise de confiabilidade dos dados coletados para o sistema de transporte público (por ônibus) do município de São Paulo. Para mitigar as incertezas introduzidas pelo uso de crowdsourcing, este trabalho propõe e compara o uso de diferentes técnicas de aprendizado de máquina para criar um modelo de análise de confiabilidade para os dados coletados, especializado no sistema de transporte coletivo (por ônibus) da cidade de São Paulo. Os resultados demostram, que os algoritmos de Árvore de Decisão e Gaussian Naive Bayes foram mais eficazes e eficientes na realização da atividade de classificação dos dados obtidos com crowdsourcing. O algoritmo de Árvore de Decisão, apresentou os melhores indicadores de desempenho em termos de acurácia (94,34\\%) e F-score (99\\%), e o segundo melhor tempo de execução (0,023074 segundo). Já o algoritmo de Gaussian Naive Bayes foi o mais eficiente, com tempo médio de execução de 0,003182 segundos e foi o quarto melhor resultado em termos de acurácia (98,18\\%) e F-score (97\\%) / Researchers from different areas are studying the development of what we call Smart Cities: integrating Information and Communication Systems with Internet of Things to use city resources more intelligently. A major objective of smart cities is to solve problems related to urban mobility that significantly affects the quality of life of the population. An observable problem in big cities is the quality of their public transport services, specifically when we refer to the bus modal. The lack of reliable information, associated with the poor quality of public transport services, encouraging the user to look for alternatives, which aggravates urban social and environmental problems. To reverse this scenario, smart cities initiatives propose the use Intelligent Transport Systems, that can use various sensors and equipment to collect several types of data on public transport services. The capture and processing of these data allows, in theory, citizens to use the public transport with reliability and predictability. However, this data can be insufficient or of poor quality for usage in real-time. This master\'s work investigates the use of crowdsourcing data as a complement to this information. To mitigate the uncertainties introduced by the use of crowdsourcing, this research proposes and compares the use of different machine learning techniques to create a reliability analysis model for the data collected that is specialized for use on public transport system (bus) in the city of São Paulo. The results show that the Decision Tree and Gaussian Naive Bayes algorithms are more effective and efficient in performing the classification activity of the data obtained with crowdsourcing. The Decision Tree algorithm presented the best performance indicators in terms of accuracy (94.34\\%) and F-score (99\\%), and the second best execution time (0.023074 seconds). The Gaussian Naive Bayes algorithm was the most efficient, with an average execution time of 0.003182 seconds and was the forth best result in terms of accuracy (98.18\\%) and F-score (97\\%)

Driverless vehicles might fundamentally change the transport system in multiple ways. Reducing driver costs in mobility services could create opportunities for new mobility concepts. Research on driverless vehicles have previously concentrated on urban areas, though driverless vehicles in rural areas could have greater positive effects. Hence, the aim of the study is to see how driverless vehicles can be used in rural areas to contribute to a more sustainable transport system. Three rural mobility concepts for driverless vehicles are developed and by applying these to different case locations, the feasibility of the concepts is discussed. Interviews with local actors in Sweden were conducted to learn about general and local challenges with specific case locations. What rural mobility concept for driverless vehicles to use depends on access to public transport, distance to main roads and spatial density of travel demand. A modelling approach of a first and last mile feeder service is used to evaluate the feasibility of this mobility concept further. Model results show that driverless shuttles can feed travel demands of 100-150 passengers daily and still perform alternative tasks. Even though rural areas have general challenges, local issues also need consideration to optimize the benefits of the services. Public transport authorities are experts on local challenges and could take more responsibility in questions regarding driverless vehicles. For instance, flexibility, accessibility and equality could be improved by merging routes and shorten travel times for entire bus routes. Furthermore, other societal functions can be developed by reinvesting capital in other areas.

<p>This master thesis is to highlight the importance of what needs to be identified in the CVIS system, how this could be done, how different techniques affect privacy and security and how the privacy and security mechanisms can be improved for the whole system. The report starts with a background of ERTICO – ITS Europe, followed by a description of how the CVIS project is organized, how the CVIS system will work, and a presentation of privacy, security and identification, both in general and in CVIS. After this follows the analysis and the report is finally wrapped up with conclusions and recommendations.</p><p>Why this is an important topic to highlight and discuss and the reason being for this master thesis, is because there is a clear need within the CVIS consortium to harmonise these topics. As it is today, different persons and different sub-projects have different views and opinions on what needs to be identified for example. This needs to be harmonised in order for everyone to know what is being developed, but also, and much more importantly, to in the end get acceptance for the CVIS system. If people do not feel they can trust the system, if they feel it is not secure or that it violates their privacy, they will not use it, even if it has been proved the technique works.</p><p>The key question discussed in the report is what needs to be identified. This is the most important question to solve. There must be very good reasons and consensus why a certain entity is to be identified, otherwise identification of that entity will always be questioned. This also links very tightly with privacy.</p><p>The objective of this master thesis is to bring forward this critical question about identification, to highlight different reasons for identifying or not identifying different entities and to get the discussion started.</p><p>Finally, the main conclusions and recommendations on what to actually identify is the vehicle and the different parts in the central sub-system. The best technique would be by using single sign on with a very strong encryption, for example random numbers, that will be handle by a new node Identification Management Centre or that it will be a part of the Host Management Centre. To ensure privacy in the system, the single sign on mechanism should be combined with the approach of using pseudonyms when communicating in the CVIS system.</p>

This study assesses how to measure and evaluate performance impacts of IntelligentTransport Systems (ITS) in the transport chain.The importance of transportation in global trade has increased significantly in the lastdecades. Cost pressure, rising customer demand for sophisticated logistics services, sustainabilityand security as well as safety issues have boosted the need for more efficient,effective and differentiated transport operations. Intelligent Transport Systems werefound to have the potential to address these challenges in the transport chain. However,due to the novelty of the technology both ITS developers and users face huge uncertaintyabout the performance impacts of ITS. Evaluating ITS in the transport chain beforethe rollout based on concrete measures is likely to reduce the uncertainty involvedin ITS developments and enhance the adoption rate of the new technology. The increasingnumber of ITS projects, like the Secure Intermodal Transport Systems at VolvoTechnology, create a need for a structured approach to measure and evaluate ITS.A literature review concerning the characteristics of the transport industry, technologyadoption, ITS and performance measurements served as a basis for the empirical studyin which 8 semi-structured interviews with different stakeholders in the transport industrywere conducted in order to find out how the performance impacts of ITS are perceivedin the industry and how they could possibly be assessed. The focus groupmethod was used to validate and apply the findings from the interview study to a GeofencingITS-service.The study has confirmed that the concept of ITS is still an emerging phenomenon in thetransportation industry. There is no common understanding of ITS among researchersand practitioners in the transport industry and still a lack of knowledge regarding theperformance impacts of ITS. Even though it could be found that ITS leverages mainlythe service level that can be offered to the customer and that they increase the efficiencyin the back office, the great variety of ITS-services calls for an individual assessment.Structuring the assessment into the phases of measurement design, implementation anduse of the measures facilitates this process. For the different phases a set of activitiescritical for a successful assessment of ITS have been identified. Despite its usefulnessfor mitigating the uncertainty related to the new technology, the focus group validationuncovered that a comprehensive measurement for ITS is not appropriate from the outset,but should be assessed based on the cost of the measurement, the ITS project priority,the customer relations as well as the hierarchical structure in the provider firm.

This master thesis is to highlight the importance of what needs to be identified in the CVIS system, how this could be done, how different techniques affect privacy and security and how the privacy and security mechanisms can be improved for the whole system. The report starts with a background of ERTICO – ITS Europe, followed by a description of how the CVIS project is organized, how the CVIS system will work, and a presentation of privacy, security and identification, both in general and in CVIS. After this follows the analysis and the report is finally wrapped up with conclusions and recommendations. Why this is an important topic to highlight and discuss and the reason being for this master thesis, is because there is a clear need within the CVIS consortium to harmonise these topics. As it is today, different persons and different sub-projects have different views and opinions on what needs to be identified for example. This needs to be harmonised in order for everyone to know what is being developed, but also, and much more importantly, to in the end get acceptance for the CVIS system. If people do not feel they can trust the system, if they feel it is not secure or that it violates their privacy, they will not use it, even if it has been proved the technique works. The key question discussed in the report is what needs to be identified. This is the most important question to solve. There must be very good reasons and consensus why a certain entity is to be identified, otherwise identification of that entity will always be questioned. This also links very tightly with privacy. The objective of this master thesis is to bring forward this critical question about identification, to highlight different reasons for identifying or not identifying different entities and to get the discussion started. Finally, the main conclusions and recommendations on what to actually identify is the vehicle and the different parts in the central sub-system. The best technique would be by using single sign on with a very strong encryption, for example random numbers, that will be handle by a new node Identification Management Centre or that it will be a part of the Host Management Centre. To ensure privacy in the system, the single sign on mechanism should be combined with the approach of using pseudonyms when communicating in the CVIS system.

With perpetual strains on resources, road agencies need to develop network-level decision-making frameworks to ensure optimum resource allocation. This is especially true for incident management services and in particular variable message signs (VMS), which are relatively immature disciplines compared to traditional road engineering. The objective of incident management and VMS is to minimise the safety, efficiency, reliability and environmental impacts of incidents on the operations of the transport system. This may be achieved by informing travellers of the incidents so they can adapt their behaviour in a manner that reduces community impacts, such as lateness and the associated vehicle emissions, unreliability of travel times, as well as secondary accidents due to incidents. Generally, road authorities do carry out needs assessments, but qualitatively in many cases. Therefore, this masters research presents a framework that is systematic, quantitative and relatively easy to implement. In order to prioritise VMS infrastructure deployment, a risk management approach was taken that focuses on minimising the impacts on, and costs to the community. In the framework and case study conducted, safety, efficiency and reliability, and environmental impacts are quantified using an economic risk management approach to determine an overall risk score. This score can be used to rank road sections within the network, indicating the roads with the highest risk of incident network impacts and therefore the roads with the highest need for intervention. A cost-effectiveness based risk-reduction ranking can then be determined for each incident management treatment type, comparing the net risk with treatment to that without treatment, and dividing by the net present value of deployment. The two types of ranking, pure risk and cost-effectiveness based risk reduction, will help to minimise the network impacts on the community and optimise resource allocation.

Background: Due to the rapid development of globalization, increased competition has led to significant market changes. Enterprise resource planning (ERP) has been a crucial part of gaining competitive advantage, but implementing an ERP system have shown to be complicated and expensive. Hence, understanding the critical success factors (CSF) when implementing an ERP system is vital as it can provide a successful implementation. Previous research has mainly focused on the general perspective, whereas the user perspective towards the CSFs has been lacking. This thesis complements the research by concentrating on the operational user and their perception towards the importance of each CSF as well as in which implementation phase each CSF is essential.  Purpose: The purpose of this study is to investigate the CSFs of an ERP implementation from a user perspective and why these are important in different implementation phases.  Method: As this study adopted a qualitative approach, a multiple case study of three case companies was conducted with an inductive research approach. The empirical data have been gathered through semi-structured interviews. A theoretical framework has been used for the literature in this study. The empirical data was then analyzed and compared to the literature. By analyzing the data in a within-case analysis before combining the findings in a cross-case analysis, it enabled the possibility to compare and derive a conclusion covering all case companies.  Conclusion: The results of this thesis shows that users from the case companies believed that more users should be involved in the ERP implementation. Furthermore, two case companies believed each 13 CSFs to be critical in an ERP implementation, whereas one case company believed 12 CSFs to be important. Where the CSFs ‘minimum customization', ‘education and training,' ‘technical possibilities' and ‘performance measurement' were perceived to be essential in this study compared to previous research when users did not perceive these CSFs as important. Lastly, a first attempt at grouping the CSF with the phases of an ERP implementation was made. The findings from the cross-case analysis revealed that there is a shared perception across some of the companies of why the CSFs are essential concerning the specific phases.

Bakgrund På grund av den enorma konsumtion av textilier och kläder som sker i vissa delar av världen krävs ett förändrat förhållningssätt till hur de textilier och kläder som köps hanteras både under och efter användande. En stor påverkan har även de företag som designar, tillverkar och säljer produkterna. För att minska användandet av ändliga resurser krävs en strategi som förändrar dagens linjära flöden till ett slutet kretslopp där resurser används på nytt, om och om igen, en så kallad Closed-loop supply chain. Studiens syfte är att undersöka hur fyra svenska detaljhandelsföretag inom modebranschen arbetar med just Closed-loop supply chain och dess möjligheter och utmaningar med konceptet. Syftet är även att se hur företagen arbetar med återvinning och hållbarhet som är relevanta delar i ett fungerande cirkulärt flöde. Genomförande Den teoretiska referensramen beskriver konceptet Closed-loop supply chain och de delar som innefattas, framåtriktad och omvänd försörjningskedja. Den tar även upp sju processteg som måste hanteras för att skapa en Closed-loop supply chain för kläder och textilier. För att undersöka hur de fyra svenska detaljhandelsföretagen inom modebranschen arbetar för att uppnå ett cirkulärt flöde har en grundlig genomgång av respektive företags hållbarhetsrapporter gjorts. I empiriavsnittet presenteras förutom de fyra svenska detaljhandelsföretagen även ett antal organisationer som på något vis arbetar för att möjliggöra ett cirkulärt flöde inom textil- och modebranschen. För att få en bild av konsumenternas kännedom och attityd till återvinningsmöjligheter genomfördes även en enkätundersökning. Resultat För att skapa rätt förutsättningar för att skapa en Closed-loop supply chain krävs det att både den framåtriktade och den omvända försörjningskedjan är anpassad till det. Den framåtriktade försörjningskedjan kräver att klädesplaggen är designade för att enkelt kunna återvinnas och att de av konsumenten är hanterade på ett så hållbart sätt som möjligt. Den omvända försörjningskedjan kräver först och främst att kläderna samlas in. Vidare krävs att de insamlade kläderna sedan skickas vidare för sortering och därefter ta ett beslut om ett lämpligt återanvändningsalternativ. Slutligen omdistribueras produkten för att antingen återföras in i något processteg i den framåtriktade försörjningskedjan eller säljas på en andrahandsmarknad. Av den information som framkommit ur hållbarhetsrapporter och övrig informationsinsamling har det kunnat konstaterats att detaljhandelsföretagen har en lång väg att gå till dess att en Closed-loop supply chain fungerar till 100 %. / Background Due to the enormous consumption of textiles and clothing that takes place in some parts of the world, a changed approach is needed to handle the textiles and clothing that are purchased both during and after use. The companies that design, manufacture and sell the products also have a big impact. In order to reduce the use of finite resources, a strategy that changes today's linear flows into a closed cycle, where resources are recycled, a so-called Closed-loop supply chain, is required. The purpose of the study is to investigate how four Swedish retailers in the fashion industry work with Closed-loop supply chain and the possibilities and challenges with the concept. The purpose is also to find out how companies work with recycling and sustainability that are relevant parts of a functioning circular flow Implementation The theoretical reference framework describes the Closed-loop supply chain concept and the components that are included; forward and reverse supply chain. It also takes up seven process steps that must be handled to create a Closed-loop supply chain for clothes and textiles.To investigate how the four Swedish retail companies in the fashion industry work to achieve a circular flow, a profound review of the respective company's sustainability reports has been made. In the empirical section, apart from the four Swedish retail companies, there are also a number of organizations that in one way or another work to allow circular flow in the textile and fashion industry. In order to get a reflection of consumers' awareness and attitude towards recycling opportunities, a survey was also conducted. Results In order to create the right conditions for a Closed-loop supply chain, it is necessary to adapt both the forward and the reverse supply chain. The forward supply chain requires that the garments are designed to be easily recycled and that they are handled by the consumer in a sustainable way. The reverse supply chain primarily requires that the clothes are collected. Furthermore, the collected clothes are forwarded for sorting and then a decision of the garments reuse options has to be taken. Finally, the product is redistributed either back into any process in the forward supply chain or sold in a secondary market. From the information obtained from the sustainability reports and other information gathering, it has been found that retail companies have a long way to go until a Closed-loop supply chain operates to 100%.

Hälso- och sjukvården är en av de viktigaste komponenterna i samhället. Den stigande medelåldern i Sverige medför ett ökat vårdbehov samtidigt som det finns krav på kontinuerliga kostnadsbesparingar. För att möta dessa utmaningar krävs genomgående förändringar och effektiviseringar. Ett område som fått allt större uppmärksamhet inom hälso- och sjukvården sedan sekelskiftet är logistik, baserat på de möjligheter till förbättring som området medför exempelvis kopplat till utformning av faciliteter. Vid dessa utformningar är det viktigt att ha en effektiv planlösning som minimerar icke-värdeskapande tid och därigenom ökar personalens effektivitet. Detta bidrar i sin tur till minskade kostnader, minskad stress bland personalen och således även bättre vård för patienterna. Studier visar att kostnader kopplade till transporter, baserat på flöden och avstånd mellan avdelningar inom sjukvården står för 20–50 % av dess totala driftskostnad. Med en förbättrad planlösning kan dessa kostnader minska med minst 10–30 %, genom att flöden och/eller avstånd reduceras. Därmed är planlösningens utformning en viktig komponent för att reducera kostnader men även för att öka effektiviteten och därmed säkerställa god vård, både idag och i framtiden. Studien har utförts vid Norrtälje sjukhus akutmedicinska avdelning och syftar till att undersöka hur avdelningen kan minska icke-värdeskapande tid i verksamheten genom att effektivisera planlösningen. Detta eftersom avdelningens lokaler, och därmed planlösning, inte är anpassade till de arbetsuppgifter som utförs idag. Konsekvenserna av detta är ett ojämnt utnyttjande av avdelningens rum och ytor vilket påverkar såväl personal som patienter.  Under studien genomfördes observationer, tidsstudier, intervjuer och benchmarking vilka tillsammans med litteratur analyserades för att kartlägga nuvarande situation samt för att utveckla förbättringsförslag. Då en arbetsmiljö som uppfyller personalens fysiska och psykiska behov förbättrar personalens effektivitet och därmed patienternas vård, har stor hänsyn tagits till personalens behov. Studien resulterade i två alternativa planlösningar, Förslag 1 och Förslag 2, som båda minskar icke-värdeskapande tid för verksamheten, med 12 % respektive 17 %. Tabellen nedan presenterarde årliga flödeskostnaderna för förslagen och nuläget. <img 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" /> De två alternativa planlösningarna visar i sin tur att den nuvarande planlösningen hos avdelningen inte är effektiv och att det därmed finns möjligheter till ökad effektivitet samt minskade kostnader genom en förändrad planlösning. Studiens tillvägagångssätt kan appliceras för att utvärdera ytterligare alternativa planlösningar vid den akutmedicinska avdelningen samt av andra aktörer som har liknande problematik.

Med ökande reseprognoser, där en bidragande orsak är den nya höghastighetsjärnvägen Ostlänken som kommer att passera Stockholm Skavsta Flygplats, ställs flygplatsen inför en utmaning att möta denna tillväxt. Enligt prognoserna kommer antalet resenärer öka från 2 miljoner årligen år 2017 till 5,7 miljoner år 2040. Den nuvarande flygplatsterminalen kommer inte att klara av denna ökning och en utbyggnad av terminalen kommer att krävas för att hantera detta. I detta examensarbete tas ett underlag fram för terminaldimensioneringen så att terminalen ska klara av det ökande antalet resenärer. Detta åstadkoms genom att utföra simuleringar över två olika scenarier baserade på prognoser för år 2030 och 2040. Modellen över den framtida flygplatsen implementeras i simuleringsverktyget Arena, där personflödet i flygplatsterminalen kan analyseras. Resultatet från studien innehåller beräkningar och uppskattningar för arean av flygplatsterminalen och dess komponenter utifrån de två olika scenarierna. Total area av flygplatsterminalen beräknades till 7,5 hektar för scenariot 2030 och 10,8 hektar scenariot 2040. Förutom areaberäkningar har även analyser gjorts på vad som krävs av terminalens funktioner, som exempelvis säkerhetskontrollerna, för att klara av den ökande tillväxten.