Vehicles that today are searching for a place to stop impacts other vehicles in cities. It can also be seen that the number of vehicles that desire to conduct a pick-up or drop-off increases with an increased number of ride-hailing services. New technology routing advises for such vehicles could improve the overall performance of a traffic network. This thesis analyses therefore how a routing strategy, that incorporates curbside availability information, can impact the performance. To analyse the effects of how curbside availability information can impact a network, a microscopic traffic simulation model was constructed in PTV Vissim and two different routing strategies were developed and implemented in the model. One strategy that represents the scenario of today where vehicles searches the traffic network while attempting to make a stop at a pick-up and drop-off slot. The second strategy routes vehicles to a slot based on curbside availability information. This strategy directs vehicles to an available slot and therefore reduces the time a vehicle is cruising before a stop has been made. A simulation experiment was set-up to compare the strategies that were developed with different penetration rates of vehicles that desired to stop. The results shows that the average travel time can be reduced with up to 25.2\% when vehicles have information compared to the scenario with no information. Similar findings is identified for average delay per vehicle which is reduced with up to 49.0\% and average traveled distance decreased with up to 15.5\%. The results of this thesis needs however to be studied in a wider context in order to draw reliable conclusions. The thesis propose further investigations whether a strategy that incorporates availability information can be implemented in a real world scenario and further investigations whether an implementation of a strategy like this would be socioeconomic beneficial.

Gränges AB i Finspång är ett företag som producerar aluminiumband som kan användas iproduktion av värmeväxlare. Bandens processväg genom produktionen beror på slutproduktensegenskaper, vilket gör att produktionen i dagsläget kräver flera transporter fram och tillbaka överområdet. För att förbättra och effektivisera tillverkningen har en investering på 400 MSEKutförts, som förväntas leda till utökad kapacitet samt förbättrat flöde. Investeringen är först ochfrämst en ersättning av befintlig produktion som förhoppningsvis ska leda till fler produceradeband. I och med investeringen blir transportsträckorna kortare, produktionen mer samlad ochrisken för skadat material minskar.Studien syftar till att utföra en flaskhalsidentifiering över den nya produktionen. Syftet är ocksåatt ta fram olika förslag på förändringar i produktionen för att uppnå ett effektivt flöde, undvikaflaskhalsar och maximera antal producerade band. Studien ser endast över delen av produktionensom innefattar kallvalsningen, värmebehandlingen och sträckningen. Jämförelser mellan den nyaproduktionsdelen och den gamla utförs inte i denna studie.I studien kunde en flaskhals identifieras, vilket var kallvalsverk 2731. Detta på grund av storköbildning och hög utnyttjandegrad på resurser för transport och tillverkning. Med hjälp avteorin kring flaskhalsanalys kunde olika förslag tas fram på vilka förändringar som kundegenomföras för att reducera flaskhalsen. Olika experiment genomfördes för att se omförändringarna reducerade flaskhalsen, om eventuellt nya flaskhalsar uppstod och hur olikamätetal som utnyttjandegraden i maskiner påverkades av förändringen. De förändringar somgenomfördes var tillägg av buffertar innan kallvalsverken, att skicka band till det kallvalsverkmed kortast kö, att minska produktionstakten i kallvalsverk 2751, att planera banden in isystemet samt minska värmebehandlingstiden.Varje förändring förutom minskning av värmebehandlingstiden visade förbättringar ochförsämringar av mätetalen när jämförelser utfördes mellan förändringarna och grundmodellen.Kombinationer av förändringarna visade också att det var statistisk signifikant skillnad jämförtmed grundmodellen. De förändringar i systemet som hade störst positiv påverkan på resultatetvar tillägg av buffertar och förändring av logiken att skicka band till det valsverk med kortast kö.När en kombination av dessa förändringar utfördes ökade antalet producerade band med 2500under simuleringsperioden. Även kombinationen av tillägg av buffertar, förändring av logikenför band med reduktion fyra samt minskad produktionstakt i 2751 hade en stor positiv påverkan.I detta fall ökade antalet producerade band med ungefär 2000 i jämförelse med grundmodellenmen medelväntetiderna i köerna sänktes betydligt mer än vid den andra lyckade kombinationen.En övergripande slutsats är att mängden förändringar har ingen betydelse utan det är kvalitén påförändringarna som avgör om mätetalen förbättras. En rekommendation till Gränges är därför attgöra en avvägning kring vilka mätetal som är viktigast och på så sätt ta det beslut kring vilkaförändringar som ska utföras för att gynna de mätetalen bäst. / Gränges AB is a company in Finspång that produce rolled aluminum products for heatexchangers. The product's process path through the chain depends on the properties of the finalproduct, which means that production currently requires multiple transports back and forthacross the production-area. To improve the production, an investment of SEK 400 million hasbeen made, which is expected to increase the capacity and improve flow. The investment is areplacement of existing production which hopefully will lead to increased number of productsproduced. As a result of the investment, the transport distances at the area will be shorter and therisk of damaged material will be reduced.The study aims to perform a bottleneck identification in the new production at Gränges. The aimis also to develop various proposals for changes in production to achieve an efficient flow, avoidbottlenecks and maximize the number of produced products. The study only looks at the part ofthe production that includes the cold rolling, annealing and distention. Comparisons between thenew production part and the old productions part is not performed in this study.A bottleneck was found, which was the cold-rolling machine called 2731. The bottleneck wasidentified by a large queue and a high utilization rate on its internal transport. Using the theory ofbottleneck analysis, various changes could be made to reduce the bottleneck. Severalexperiments were made to see if the changes reduced the bottleneck and if any new bottlenecksoccurred. The experiments were also made to see how different result values, as the utilizationrate for the machines, were affected. The changes that were implemented were buffers before thecold rolling machines, change of logic for products with reduction four, reduce the productionrate in cold rolling machine called 2751, to plan the input in the system and to reduce theannealing time for some of the annealing programs.Each change except reduction of the annealing time showed either a positive or negative changefor the result values when comparisons were made between experiments and the basic model.The changes in the system that had the most positive impact on the result were the addition ofbuffers and the change of logic when transporting products to the cold-rolling machine with theshortest queue. When a combination of these changes was performed, the number of productsproduced increased by 2500 during the simulation period. The combination of adding buffers,change the logic for products with reduction four and reduced production rate in 2751 also had agreat positive impact. In this case, the number of products produced increased by 2000 comparedto the basic model, but the average waiting times in the queues were reduced significantly morethan in the other successful combination. An overall conclusion is that the amount of changesdoes not matter, it is the quality of the changes that determines whether the result values areimproved or not. Therefore, a recommendation to Gränges is to make a trade-off about whichresult values that are most important and making the decision that favors them most.

This work presents an analysis of arrival sequencing at Stockholm Arlanda airport. Thesequencing of arrivals is very important part of air traffic control management and assuressafe space and time distancing of arriving aircraft. In this work we use historical flight datafrom Opensky Network database. The historical flight data contains the information about allthe arrivals of the year 2018. The aim of this work is to propose the key performanceindicators (KPIs) for evaluation of the arrival sequencing at Stockholm Arlanda airport. Thethree KPIs we are considering in this work are the minimum time to final, spacing deviationand sequence pressure. We choose data subsets of different size representing different trafficsituations. We visualize the results and summarize them in tables which assures better clarityfor the comparison of the same KPIs for different data subsets. In addition, we demonstratehow the proposed KPIs can be used for evaluation of optimization results from related study.We conclude that the proposed KPIs are very useful for analysis of the arrival aircraftsequencing and help to uncover inefficiencies within the terminal manoeuvring area (TMA).

An increased use of packaging has contributed to an increase of packaging waste. The purpose of this study is to identify how different organizations and consumer in a conceived supply chain affect waste disposal of packaging, how organizations and consumer can act and what obstacles and opportunities they encounter to contribute to a more environmentally friendly food packaging. The aesthetic ability of plastics, low weight and that the material is relatively inexpensive contributes to increase the use of plastic for packaging every year, as well as plastic packaging waste. Plastics can cause damage to animals and nature when the waste goes to landfill, and the raw material extraction of fossil raw materials continues if the packaging material is not minimized, reused or recycled. A certain packaging design and choice of material can contribute to increased profitability for the company, e.g. through resource minimization, marketing advantages and easier handling of packaging in the logistics flow. The design can also attract consumers to purchases as well as contribute to reuse, recycling, energy recovery or landfill waste of packaging. The increase in packaging has contributed to policy guidelines on waste management and statutory producer responsibility has develop. Food manufacturers are therefore responsible for the packaging they sell on the market even after consumers have used the product, which means they are responsible for establish collection- and recycling stations as well as waste minimization for packaging. The empirical research consists of ten interviewed companies and an anonymous consumer survey, which is divided into six different positions that may exist in a supply chain. All interviews and consumer research have touched upon subjects such as materials, recycling and environmental work that are associated with packaging. Due to the position of the different organizations and consumer in the supply chain and their views, actions and knowledge in different areas of the report, there is a variation in the collected data. Despite the organizations different viewpoints of packaging, packaging design and its environmental impact is influenced and influence all the organizations and consumer in the supply chain. To reduce the environmental impact of packaging the organization and consumer should consider packaging design, choice of materials and contribute to more sustainable actions for organizations and consumer. For example, through collaborations, reduced raw material extraction through material minimization, reuse and/or recycling, marketing, sorting waste and recycling processes. / Ökad användning av förpackningar har bidragit till att avfall från förpackningar har ökat. Syftet med denna rapport är att identifiera hur olika aktörer i en tänkt försörjningskedja påverkar avfallshanteringen av förpackningar, hur dessa aktörer kan agera och vilka hinder och möjligheter de står inför för att bidra till en mer miljövänlig livsmedelsförpackning. Plastens estetiska förmåga, låga vikt och att materialet är relativt billigt bidrar till att användningen av plast till förpackningar ökar för varje år likaså förpackningsavfall av plast. Plast kan orsaka skada på djur och natur när avfallet går till deponi samt att råvaruutvinningen av fossila råvaror fortsätter om förpackningsmaterialet inte minimeras, återanvänds eller återvinns. En viss förpackningsdesign och materialval kan bidra med ökad lönsamhet för företaget, exempelvis genom resursminimering, marknadsföringsfördelar och enklare hantering av förpackning i logistikflödet. Utformningen kan dessutom locka konsumenter till inköp samt bidra till återanvändning, återvinning, energiutvinning eller deponi av förpackning. Ökningen av antal förpackningar har bidragit till att politiska riktlinjer angående avfallshantering samt att ett lagstadgat producentansvar har utvecklats. Livsmedelsproducenter har därför ansvar för de förpackningar som de säljer på marknaden även efter att konsumenter använt produkten, vilket innebär att de har ansvar att upprätta insamling- och återvinningsstationer samt avfallsminimering för förpackningar. Den empiriska forskningen består av tio intervjuade företag samt en anonym konsumentundersökning som är uppdelade över sex olika positioner, som kan finnas i en försörjningskedja. Samtliga intervjuer och konsumentundersökningen har berört områden så som material, återvinning och miljöarbete som är förknippat med en förpackning. På grund av de olika aktörernas position i kedjan samt deras syn, agerande och kunskap inom olika områden av vad som berörs i rapporten varierar den insamlade datan. Trots aktörernas olika syn på förpackningar påverkas och påverkar samtliga aktörer utformningen på förpackningar och dess miljöpåverkan. Ett sätt att minska förpackningens miljöpåverkan är att aktörerna tar hänsyn till förpackningens design, materialval samt ett mer hållbart agerande som var och en av aktörerna kan bidra till. Exempelvis genom samarbeten, minskad råvaruutvinning genom materialminimering, återanvändning och/eller återvinning, marknadsföring, källsortering samt återvinningsprocesser.

Abstract Purpose: The purpose of this study is to explore last mile delivery practices among large and medium Swedish omni-channel (OC) retailers and e-tailers. Also, the study aims at analyzing what similarities and differences exist between the two types of retailers. Method: A literature review was carried out in order to gain more knowledge about the topic and develop a theoretical framework, used for analyzing data. Also, a quantitative study was conducted through electronic surveys (secondary data) and website observations (primary data). The 100 retailers were large and medium OC retailers and e-tailers and were selected based on a probability sample.  Findings: The study has shown that there are plenty of similarities and differences between the two kinds of retailers. Some of the delivery practices and options that OC retailers and e-tailers perform similarly are unattended HD (unattended home delivery), attached C&C (click and collect), drop shipping, free solitary C&C (click and collect). There are also differences between retailers when it comes to attended HD, time slot, eco delivery or LTL-Courier (Less Than Truckload-courier). E-tailers offer more competitive remote deliveries with more free remote delivery options. OC retailers leverage on both store network and remote delivery services. Thus, OC retailers can learn how to cope with e-commerce growth and adapt their delivery services as e-tailers do. Limitations: This study has a geographical focus on Swedish OC retailers and e-tailers. The data that was collected has been limited to the logistics variables: delivery mode, velocity, time slot, slot price differentiation, delivery fee, eco delivery, picking location, delivery area and transport service. Theoretical implications: This study is an important step towards contributing to academic theoretical literature regarding last mile delivery practices. Based on the previous frameworks, new logistical variables were added, such as more velocities, delivery fee, eco delivery and drop shipping. These contributions were helpful in the process of exploring characteristics about retailers and how they differ from each other. Managerial implications: This research is valuable for managers and retailers in order to find the best logistical strategy. It could be beneficial for OC retailers who face challenges that e-commerce brings and compete with e-tailers. Keywords: Last-mile delivery, Retailing, Omni-channel, E-tailers, E-commerce. Paper type: Research paper

Road freight transportation is important for the development of the global economy and, at the same time, one of the most destructive businesses when it comes to the environment and human health. As societies evolve, the need for freight transportation increases and the transport demand cannot in a sustainable way be fulfilled with the use of diesel trucks as it is done today. For the sake of our environment, the electrification transition needs to ramp up. However, when it comes to covering long distances with an electric truck, problems arise due to the lack of sufficient driving strategies, technology, and infrastructure adapted to the needs for long-distance electrified transportation. Therefore, different battery-electric truck solutions need to be evaluated to identify an economically, socially, and environmentally friendly way of operating. Consequently, the purpose of this master's thesis is the following:  From a carrier operation perspective, identify different solutions for electrified long-haul transportation and evaluate how cost competitive they are based on triple bottom line. To fulfill this purpose the study was divided into two steps, where the first one was to, through literature and interviews, identify different solutions for electric long-haul transportation and external parameters affecting these solutions. The parameters and solutions were then combined with different distances into focus cases. The second step consisted of identifying both internal and external cost drivers, which were used to create a cost model that considered environmental, economic, and social sustainability. The cost model was then used to evaluate the different focus cases to determine their competitiveness. The solutions were based on wire charging, a 300-, 450-, or 624 kWh battery, and were operated either through trailer swap or point-to-point. The external parameters that were the most important ones were battery degradation, the electricity market, and prerequisites for effective logistics. These were all combined into focus cases which were evaluated on the distances 300-, 400-, 500-, and 600 km. The cost model that was used included both internal and external costs to cover the economic, environmental, and social perspectives in the evaluation. To evaluate the focus cases and be able to compare it to a diesel solution the model considered the costs that differ between a battery electric truck and a diesel truck, which at an overall level was electricity cost, charging infrastructure, batteries, salary when charging, environmental, and social costs. For the distance of 300 km, the most competitive combination was wire charging, 300 kWh battery, and trailer swap. For the distances 400- and 500 km the best combination was wire charge, 450 kWh battery, and trailer swap. The best solution for 500 km was wire charge, 624 kWh battery, and trailer swap. The conclusion is, from a carrier operation perspective, that the most competitive solution to use is based on trailer swap, including a battery with a capacity that is adapted to the distance where the batteries can be charged through wire charging at a charger with a high utilization factor. Finally, for shorter distances, a battery electric truck is cost-competitive against a diesel truck. However, at longer distances a battery electric truck's competitiveness in comparison to a diesel truck gets worse, but at all distances the battery electric truck solution is both socially and environmentally beneficial in comparison to a diesel alternative.

Proton Finishing ALSAB (hereinafter referred to as ALSAB) is a company located in Anderstorp and active in surface treatment and powder coating. ALSAB is part of the Proton Finishing group and was acquired in 2020 and is therefore the newest facility of their total of five facilities. ALSAB varnishes products that their customers deliver, and they do not produce any products themselves. What makes ALSAB unique is that they can handle products that are up to five meters long, and that they can offer a wide range of colors for their powder coating. The study at ALSAB intends to improve their internal material flow inside the warehouse. At the moment, there is no clear routine for the material flow, and ALSAB is therefore asking for suggestions for improvement, ALSAB also need help with identification and elimination of non-value-adding activities, which they suspect exist within the material flow.  In order to identify any problems in Proton Finishing ALSAB's material flow, observations, interviews, document collection, process mapping and value flow mapping have been done. The observations made have been made by studying the material flow on site at Proton Finishing ALSAB, to see where activities occur that impair the smoothness of the material flow. Three employees within ALSAB have been interviewed during this study, where all three have different roles within the company in order to get several different perspectives on how the employees consider the material flow to work. Document collection was done through Proton Finishing ALSAB's business system – Jeeves. The data was collected on the number of products and pallets that were delivered and shipped each day, which is information that contributed to finding a connection between when and how many products ALSAB receives over the course of a year. The process mapping was developed to identify the process steps that were relevant for the value flow mapping. A value flow mapping was made of the activities that take place in the warehouse. The value flow mapping has contributed to showing which activities take up the most time, as well as which activities have the greatest variation in time.  The results show that the two activities that take the longest and vary the most in time are activities 2 and 4, which are arrival control and packing. The arrival control activity is when the arriving goods are checked so that they match what the delivery note states. The packing activity consists of three different steps: insulation, packing of goods and strapping. The three steps together make up the entire packing activity. The result also shows that the waiting times, in the value flow mapping illustrated with a triangle, which take up the most time are waiting time 1 and 5. These triangles represent the time that the products are stored in the in-storage, respectively the out-storage, as well as the time it takes to transport the products back and forth to the trucks. Based on this information several improvement proposals regarding a more leveled material flow inside Proton Finishing ALSAB's warehouse have been developed.  The improvement proposals that have been developed to make Proton Finishing ALSAB's material flow smoother varies in extent in terms of what the improvement would cost, as well as how long it would take to implement the various improvements. In the short term, several improvement proposals have been identified, including a new structure for the storage of the odd products, a larger doorway between warehouse and production, as well as purchasing another banding machine. In the long term, it is proposed to reposition where the different areas of the warehouse are located and also to build one more gate for shipping and deliveries. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>

SAB är ett globalt marknadsledande stålföretag som grundades år 1878. Företaget har sju produktionsanläggningar varav ett ligger i Oxelösund. Produktion från järnmalmspellets till värmebehandlad plåt sker dygnet runt i olika byggnader på produktionsområdet som är flera kvadratkilometer stort, vilket innebär att interna transporter inom produktionsområdet är nödvändigt. Transporterna sker idag med dragare som framförs av dragarförare som tar emot transportbeställningar från de olika hallarna på produktionsområdet. Hallarna är tilldelade olika prioritet vilket innebär att dragarförarna har olika tid på sig att slutföra transportuppdragen. Dragarförarna ser i det gemensamma transportsystemet samtliga transportuppdrag och har möjlighet att själva bestämma vilka transportuppdrag de vill slutföra.   Hallarna upplever att det stundvis är långa väntetider och ringer då till samordningen för att få sina transportuppdrag prioriterade medan avdelningen för interna transporter i sin tur upplever en inflation i prioritet där fler och fler transportuppdrag hamnar på högre prioritet. Syftet med arbetet är således att SSAB ska få en ökad förståelse för hur de kan minska väntetiderna för hallarna och möjligtvis öka antalet slutförda transportuppdrag. Målet med studien är att utföra en simuleringsstudie dels i syfte att kartlägga transportsystemet, dels för att kunna undersöka hur olika scenarier påverkar väntetider för hallar samt slutförda transportuppdrag för dragarna. För att uppnå rapportens syfte och mål har en simuleringsmodell över det studerade området byggts i Arena.  Med hjälp av simuleringsmodellen har två olika typer av experiment genomförts för att besvara rapportens frågeställningar, nämligen jämförande alternativ och sökexperiment.    För experimenten som utfördes som jämförande alternativ utformades 21 scenarier som innebar olika prioritetsättningar och som alla testades med 4, 5 och 6 dragare. Resultatet av varje scenario innebar en viktad prioritet baserat på hur antalet slutförda transportuppdrag blev fördelat mellan prioriteterna. Den viktade prioriteten sammanställdes tillsammans med medelväntetiden för alla hallar i ett spridningsdiagram för respektive dragarantal. I resultatet kunde man se att ju fler områden som sätts på högre prioritet, desto längre blir väntetiden. Däremot skedde det ingen förändring för det totala antalet slutförda transportuppdrag baserat på hur prioriteringen sattes. Vid sökexperimenteringen testades olika antal dragare för att se när det totala antalet slutförda transportuppdrag nådde sitt tak. Som mest testades 50 dragare och resultatet visade att taket för antalet transportuppdrag som slutfördes var omkring 5900 med 9 dragare, där taket nås på grund av att hallarna i simuleringsmodellen inte genererar fler transportuppdrag än så.   Slutsatsen är att dragarförarna ser ut att kunna slutföra transportuppdragen inom utförandetiden med 5 dragare så länge den viktade prioriteten för områdena är större än 4. Men om SSAB ska öka produktionstakten, vilket innebär fler transportuppdrag i transportuppdragslistan, kommer de behöva använda sig av fler dragare på anläggningen. Slutligen rekommenderas att kommunikationen ses över gällande prioritetsättningen. Om hallarna får tydligare information om vilken prioritet de har kan kommunikationen förbättras. Genom införande och användande av de tre begreppen utförandetid, slutförandetid och väntetid, som introducerats och definierats i den här rapporten, skapas en gemensam bild över var problemen uppstår. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>

Disruptions such as pandemics, demand changes, and geopolitical tensions in the semiconductor supply chain are essential due to their significant impact on all industries and economies worldwide. The semiconductor industry is vital for modern technology, but disruptions can interfere with production and availability. Understanding these disruptions is crucial, since they create ripple effects across the supply chain, affecting downstream manufacturers and end consumers. Among the affected is Saab, a Swedish aerospace and defense company, affecting operations and supply chain performance. The complex nature of the semiconductor supply chain and its vulnerabilities require both proactive and reactive measures to create resilience against disruptions. By studying these disruptions, resilience strategies can be developed and contributed to better disruption management. Therefore, the aim was formulated as: The aim of the study is to provide supply chain resilience strategies for identified disruptions in the semiconductor supply chain The study aimed to address two key questions. The first question focused on identifying disruptions in the semiconductor supply chain and assessing their severity. A comprehensive list of disruption categories was compiled through a literature review and interviews with Saab and supplier employees. These disruptions were categorized into severity groups based on their probability and impact. The study identified ten disruption categories from the literature and gathered additional disruptions mentioned by respondents that were further divided into 23 sub-categories. The disruptions were then divided into four severity groups. The low probability/low impact group contained disruptions that had multiple systems or strategies to manage but were not given significant attention by the respondents. The low probability/high impact group consisted of disruptions originating from a single actor, that could potentially create ripples throughout the supply chain. The high probability/low impact group contained disruptions not perceived as severe by the respondents but were expected to increase in severity over time. The high probability/high impact group considered the most severe, included disruptions that had already caused significant impact or were highly anticipated. The second key question aimed to identify and propose strategies to enhance resilience against the identified disruptions. Five fundamental elements contributing to supply chain resilience were examined: Robustness, Flexibility, Velocity, Visibility, and Collaboration. Respondents actively contributed strategies and insights on the utilization of these elements, which addressed both vulnerabilities in the supply chain causing disruptions and the disruption categories brought forth. By analyzing the literature and incorporating the responses from interviews, the identified strategic clusters were applied to the specific disruption categories. It was observed that the resilience elements of Robustness and Collaboration effectively addressed all disruption categories, highlighting their significance in mitigating disruptions. However, it is crucial to utilize all resilience elements in order to maximize overall resilience in the semiconductor supply chain. The identified strategies was found to be applicable to all disruptions identified through interviews. Notably, disruptions that impact the focal company often stem from ripple effects caused by initial disruptions upstream, thereby necessitating the application of strategies across the supply chain. Overall, the study provides valuable insights into increasing resilience against disruptions in the semiconductor supply chain, offering a range of strategic options that target vulnerabilities and contribute to improved supply chain performance.

The share of elderly people in the worlds population is evergrowing and research has shown that elderly people may face difficulties when using public transport. Therefore the purpose of this study is to investigate elderly individuals usage of public transport and the role of transport providers as well as decision makers in Malmö. This has been done using qualitative methods which includes both semi-structured interviews with transport providers and decision makers but also a focus group consisting of elderly individuals. The theoretical framework contains three concepts, mobility, social exclusion and perceived accessibility along with factors that affects elderly peoples use of public transport. Differences in priorities regarding public transport also constitutes the theoretical framework. The studys empirical material consists of information concerning elderly travelers experiences using the public transport in Malmö but also how transport providers and decision makers work in order to promote this groups usage. The analysis discuss how increased mobility for elderly travelers could decrease the risk for social exclusion along with how different factors affect their perceived accessibility. Priorities of transport providers and decisions makers as well as elderly travelers is also discussed. The conclusions show that using public transport facilitates the possibilities for elderly travelers to carry out activities as well as socializing with family and friends, which decrease the risk for social exclusion. How the busdriver manage the bus and the characteristics of the seats seems to affect elderlys perceived accessibility the most. However, elderly travelers, decision makers and transport providers seem to have similar priorities regarding public transport in Malmö. / Andelen äldre människor i världen blir allt större och forskning visar att vid användande av kollektivtrafik så kan äldre resenärer uppleva svårigheter. Syftet med denna studie är därmed att undersöka äldres användning av kollektivtrafiken och vilken roll kollektivtrafiksaktörer har i detta. Detta har gjorts genom användandet av kvalitativa metoder, i form av semistrukturerade intervjuer med kollektivtrafiksaktörer och en fokusgrupp bestående av äldre resenärer. Det teoretiska ramverket består dels av de tre begreppen mobilitet, social exkludering och upplevd tillgänglighet men även faktorer som påverkar äldres användning av kollektivtrafiken. Vidare så utgör även skillnader i prioriteringar en del av det teoretiska ramverket. Studiens empiriska material består av äldre resenärers upplevelser av kollektivtrafiken i form av information insamlad via en fokusgrupp och intervjuer utförda av Malmö stad. Utöver detta så utgör även kollektivtrafiksaktörers arbete för att främja äldres användning av kollektivtrafiken en del av det empiriska materialet. I analysen diskuteras hur ökad mobilitet för äldre individer kan reducera risken för social exkludering men även hur de olika faktorer påverkar de äldre resenärernas upplevda tillgänglighet. Kollektivtrafiksaktörerna och de äldre resenärernas prioriteringar diskuteras även. Slutsatsen visar att användandet av kollektivtrafik främjar möjligheten för äldre resenärer att delta i aktivitet och socialisera med vänner och familj, vilket minskar risken för social exkludering. Busschaufförernas körning och sätenas egenskaper är faktorer som tycks påverka äldre resenärernas upplevda tillgänglighet mest. Däremot tycks både äldre resenärer och kollektivtrafiksaktörer ha liknande prioriteringar om kollektivtrafiken i Malmö.