The public transportation in Stockholm is expanding and in order to meet the new demand the amount of buses and depots will have to increase within the city. As a result, it is getting more important to evaluate and analyse the performance of bus depots in order to reduce its environmental impact. The aim of this work is to study the production and operational phase during a bus depot’s life cycle and introduce saving measures that can reduce the emission of carbon dioxide equivalents (CO2eq). This study is conducted in collaboration with Skanska and the depot chosen for this study is currently under construction and located in Charlottendal, Värmdö. A base model is created for the whole bus depot area and the environmental impact is evaluated regarding the activities and usage of materials during production and the energy usage during operation of the depot. The evaluation of the model is performed by using the calculation tools IDA ICE, Anavitor, SPIK and Excel, and the environmental impact is expressed in terms of emission of CO2eq during the lifetime of the depot, which is assumed to be 50 years.  In order to investigate how bus depots can be built to be more climate neutral and energy efficient, several saving measures are evaluated in four cases. The first two cases are focusing on optimising the usage of materials in the building process, by reducing the material groups with the highest environmental impact and considering green construction solutions. The other two cases are aiming towards enhancing the energy performance of the depot, by reducing the usage of energy according to BBR and deliberating an indoor parking place for the buses. The total emission of CO2eq from the base model is determined to be approximately 16 000 tonnes during the lifetime of the depot. About 42 percent of the environmental impact is instigated during the production phase and the rest of the emission is caused by the use of electricity and heat during operation. By considering the implemented measures it can be concluded that the largest reduction in emission can be obtained by optimising the usage of materials on the site, which is achieved by reducing two of the largest materials groups consisting of concrete and asphalt. By reducing the usage of these materials the total emission from the production phase can be reduced by approximately 9 percent and the total emissions can be reduced by up to 4 percent.  To verify the obtained results a sensitivity analysis is performed where three important parameters are investigated. The chosen parameters are; the assumption of the emission factors for the electricity and district heating mixes and the required heating demand for the buses. According to the sensitivity analysis the final results are highly related to the considered parameters. For instance, if the delivered district heating is assumed to be supplied by Fortum, which is the main distributor within Stockholm, it can be concluded that an indoor parking place for the buses is the most beneficial solution to reduce the total emissions. By building a new base hall the emissions instigated from the total heating demand can be reduced by 55 percent and the total emissions can be reduced by 25 percent. / Kollektivtrafiken i Stockholm genomgår i dagsläget en utbyggnation och för att möta det ökade behovet på transportmedel så måste antalet bussar och bussdepåer att öka i området. På grund av detta blir det mer och mer viktigt att utvärdera och analysera bussdepåernas prestanda för att kunna minska miljöpåverkan från dessa verksamheter. Syftet med detta arbete är att studera produktion- och driftfasen under en bussdepås livscykel samt presentera åtgärder som kan leda till en minskning i utsläppen av koldioxidekvivalenter (CO2ekv). Detta arbete utförs i sammarbete med Skanska och den studerade bussdepån, som ligger i Charlottendal på Värmdö, är för tillfället under konstruktion. För att kunna utvärdera den valda depån skapas en basmodell där klimatpåverkan utvärderas utifrån de aktiviteter och material som används i produktionsfasen och den energi som används under driften av depån. De beräkningsverktyg som har används i utvärderingen av depån består av IDA ICE, Anavitor, SPIK och Excel, och klimatpåverkan från depån uttrycks i ton CO2ekv under dess livslängd, vilken har antagits till 50 år. För att undersöka hur depåer kan konstrueras för att vara mer klimatneutrala och energieffektiva så utvärderas olika besparingsåtgärder i fyra fall. Fokus för de två första fallen ligger på att optimera materialanvändningen i byggprocessen, vilket inkluderar en minskning av de material som genererar i de största utsläppen samt en analys av mer miljövänliga konstruktionslösningar. De andra två fallen riktas istället mot att förbättra energiprestandan av depån genom att minska energianvändningen enligt BBR och överväga en inomhusparkering för bussarna.  De totala utsläppen från basmodellen utgör cirka 16 000 ton, där 42 procent orsakas under produktionsfasen och de resterande utsläppen kommer från driften av depån. Utifrån analysen kan man dra slutsatsen att den största minskningen av utsläpp kan åstadkommas genom att dra ner på mängden betong och asfalt i produktionsfasen. Genom att minska på dessa material kan utsläppen från produktionsfasen minskas med ungefär 9 procent och de totala utsläppen kan minskas med 4 procent. I känslighetsanalysen undersöks tre huvudsakliga parametrar som har en stor inverkan på det slutliga resultatet av beräkningarna. Dessa parametrar består av de valda energimixerna för elektricitet och fjärrvärme samt värmebehovet för bussarna. Enligt resultatet i känslighetsanalysen så är en inomhusparkering den förbättringsåtgärd som leder till den största minskningen av utsläpp. Detta resultat fås då fjärrvärmen antas levereras av Fortum, som är den största leverantören i Stockholmsområdet. Genom att investera i en ny busshall kan det totala värmebehovet för bussdepån minskas med 55 procent och det totala utsläppet med 25 procent.

DES REVETEMENTS SONT EFFECTUES A PARTIR D'UN BAIN DE CHROME HEXAVALENT STANDARD (250 G/L CRO 3, 2,5 G/L H 2SO 4) A DENSITE DE COURANT CONSTANTE (40 A/DM 2), LA TEMPERATURE DE CHROMAGE VARIANT ENTRE 25 ET 75\C. LES DEPOTS DE CHROME SONT CARACTERISES D'UN POINT DE VUE MICROSTRUCTURAL, MORPHOLOGIQUE ET MECANIQUE. AU-DESSOUS DE 40\C, LE CHROME SE DEPOSE PAR GERMINATION CONTINUE, LA STRUCTURE EST EQUIAXE NON TEXTUREE. AU-DESSUS DE 40\C, DES NANOGRAINS SE DEVELOPPENT PAR CROISSANCE DE GERMES. C'EST LE REGIME DE GERMINATION PUIS CROISSANCE, LA STRUCTURE EST COLONNAIRE, LE CHROME A UNE TEXTURE DE TYPE 111. A 40\C, LA STRUCTURE DES DEPOTS EST MIXTE. QUATRE IMPURETES SONT PRESENTES DANS LE CHROME : L'HYDROGENE, L'OXYGENE, LE CARBONE ET LE SOUFRE. LA CONCENTRATION EN HYDROGENE POURRAIT ETRE LIEE A LA QUANTITE DE DEFAUTS CRISTALLINS. LORSQUE LA STRUCTURE EST EQUIAXE LES CONTRAINTES RESIDUELLES SONT NEGLIGEABLES. LORSQUE LA TEXTURE 111 EST FAIBLEMENT MARQUEE, LES CONTRAINTES SONT TRES ELEVEES. AU COURS DE LA CROISSANCE DU DEPOT, LES CONTRAINTES SONT RELAXEES PAR FISSURATION. IL NE SEMBLE PAS EXISTER DE LIEN ENTRE LA PRESENCE D'IMPURETES ET LA DENSITE DE FISSURES. PLUSIEURS MODELES (HYDRURE, DEGAZAGE, COALESCENCE DES CRISTALLITES, DESORIENTATIONS ENTRE GRAINS) PEUVENT EXPLIQUER LA CREATION DE CONTRAINTES DE TRACTION DANS LE CHROME ELECTROLYTIQUE, AUCUN N'EST CEPENDANT ENTIEREMENT SATISFAISANT. LA TEMPERATURE DE RECRISTALLISATION DU CHROME EST COMPRISE ENTRE 400 ET 500\C. LA CROISSANCE DES GRAINS EST HOMOGENE LORSQUE LA STRUCTURE EST EQUIAXE OU MIXTE. LORSQUE LA STRUCTURE EST COLONNAIRE, IL Y A CROISSANCE ANORMALE DES GRAINS SITUES EN SURFACE (RECRISTALLISATION SECONDAIRE INDUITE PAR DES DIFFERENCES D'ORIENTATION). LA DURETE EST RELIEE A LA TAILLE DE GRAINS DU CHROME PAR UNE LOI DE TYPE HALL ET PETCH.

La performance logistique des entreprises et l’optimisation des transports sont devenues un grand problème ces dernières années. La planification et l’optimisation des services constituent en particulier un nouveau défi. Afin d’accroître la productivité et de réduire les coûts de la logistique, ce travail de recherche contribue à l’optimisation d’un problème de tournées de service à domicile multi-dépôt, multi-période avec fenêtres de temps de vie réelle. Le problème vient d’un contexte réaliste et est formulé comme un modèle en Mixed Integer Programming (MIP). Les résultats avec Cplex montrent que ce problème ne peut être résolu par des méthodes exactes dans un délai raisonnable pour une utilisation pratique. Par conséquent, nous introduisons des heuristiques. Premièrement, les heuristiques de recherche locales sont utilisées pour résoudre le problème. Les solutions réalisables initiales sont générées par une heuristique de construction et plusieurs heuristiques de recherche locales sont appliquées pour obtenir des solutions dans un temps de calcul assez court. Ensuite, nous proposons un algorithme génétique avec une nouvelle représentation du chromosome et de nouveaux opérateurs génétiques pour le problème abordé. Enfin, nous considérons un algorithme génétique avec contrôle de la diversité pour problèmes à grande échelle. Les solutions infaisables sont prises en compte dans la population et la contribution à la diversité fait partie de l’évaluation afin d’éviter une recherche prématurée. Ces méthodes ont été mises en œuvre avec succès pour optimiser le problème de routage. / The logistics performance of enterprises and the optimization of transportation have become a great issue in recent years. Field force planning and optimization is a new challenge for the service sector. In order to increase productivity and reduce cost of logistics, this research contributes to the optimization of a real-life multi-depot multi-period field service routing problem with time window. The problem is abstracted from the realistic problem and formulated as a Mixed Integer Programming (MIP) model. Computational results with Cplex show that this problem cannot be solved by exact methods in reasonable time for practical use. First, local search heuristics are used for solving the problem. Initial feasible solutions are generated by a constructive heuristic and several local search heuristics are applied to obtain solutions in a very short computing time. Then we propose a genetic algorithm with new representation of chromosome and new genetic operators for the addressed problem. Finally we consider a genetic algorithm with diversity control to deal with large scale problems. Infeasible solutions are taken account in the population and the diversity contribution is part of the evaluation to avoid premature of search. These methods have been successfully implemented to the optimization of the routing problem

Approved for public release; distribution is unlimited. / MBA Professional Report / The purpose of this MBA Project is to assess the change readiness of Anniston Army Depot's (ANAD) organizational climate - especially now as the Depot prepares for large-scale Logistics Management Program (LMP) information technologies (IT) change. ANAD is a highly important division of the United States Army Materiel Command (AMC) and is the Army's designated Center of Industrial and Technical Excellence (CITE) for a variety of combat vehicles, artillery equipment, bridging systems and small-caliber weapons. It provides advanced maintenance support for all of these systems, in addition to fulfilling a host of other vitally importnat Army-wide logistical functions. ANAD presently uses the Standard Depot System (SDS) to manage its complex array of admministrativr and logistical functions. However, AMC has mandated that ANAD completely replace the SDS and employ the new Logistics Modernization Program (LMP) starting in March 2009. The researchers gathered a combination of historical information, personnel observations and responses to survey questionnaires on readiness for change in order to conduct a quality analysis on ANAD structure and climate and their implications, if any, for LMP omplementation. Ultimately, people are the heart of any IT systm, regardless of its size and degree of automation. The tremendous importance of organizational personnel in the change process is often under appreciated and under addressed in the civilian sector of the military - particularly when this sector embarks on significant IT transformation initiatives. Bold IT actions inevitably have a profound effect on any organization, regardless of its size, mission, and personnel composition. This project was conducted with the sponsorship and assistance of the Anniston Army Depot.

Existem vários problemas clássicos na área de pesquisa operacional que trabalham com o tema vinculado à designação de veículos em um sistema logístico, entre eles o Problema de Escalonamento de Veículos com Múltiplas Garagens (MDVSP). Esses modelos são largamente utilizados e representam uma das etapas essenciais para o planejamento de trânsito em massa (HAGHANI e BANIHASHEMI, 2002). Tratando-se de sistemas logísticos reais, dificilmente encontra-se um ambiente onde os veículos devem partir e chegar a uma única garagem, por isso torna-se necessário o planejamento das seqüências de viagens de modo a reduzir os custos de deslocamentos com o aproveitamento das múltiplas garagens distribuídas geograficamente. Infelizmente, considerando a complexidade exponencial do MDVSP, muitas vezes sua aplicação torna-se inviável na solução de problemas reais. Por essa razão, poucos trabalhos abordam o MDVSP de modo a conseguir solucionar o problema para uma grande quantidade de viagens e garagens. A maioria das pesquisas trabalha com instâncias inferiores a 500 viagens e quatro garagens, mostrando-se pouco aplicáveis. Esse estudo refere-se a um trabalho de pesquisa operacional que aborda soluções de problemas de escalonamento de veículos com múltiplas garagens (MDVSP) considerando sua aplicabilidade em sistemas reais. Tendo em vista a complexidade exponencial do MDVSP, nesse estudo optou-se por tratar o problema através de uma abordagem baseada na redução do espaço de estados e na utilização de heurísticas. Durante essa pesquisa três procedimentos de redução do espaço de estados foram adotados. Os resultados apontam que é possível reduzir em até 98% o número de variáveis nesses problemas sem comprometer uma solução satisfatória ou ótima. Além dos procedimentos de redução do espaço de estados, foi desenvolvido um procedimento de buscar a solução do MDVSP. Através desse último procedimento foi possível resolver o MDVSP com até 3000 viagens e oito garagens. Sendo assim, nesse estudo desenvolveram-se modelos que servem para o planejamento de um sistema logístico através da aplicação de cenários, com vistas a permitir a geração e análise de alternativas de escalonamento. Objetivou-se com isso, fornecer ao sistema logístico um modelo amplo que permita a escolha da ação mais conveniente e eficiente a ser tomada em modelos compostos por diversas garagens. / There are many classics problems in operations research concerning optimal assignment vehicles in logistical system. The multiple depot vehicle scheduling problem (MDVSP) is one of them. This problem is largely used to represent and solve mass transit planning (HAGHANI e BANIHASHEMI, 2002). Considering a real logistical system, it is very difficult to find out a situation where the vehicles must leave and come to only one depot. In general, the shipping company has several depots located at different sites in a network. In this way, it is strongly necessary to reduce cost through the planning of sequence trips taking into account multiple depots geographically distributed. Unfortunately, the exponential complexity of the MDVSP reduces, in the most cases, the applicability of this problem in the real world. For this reason, few researchers address the MDVSP to solve real world problems considering a large number of trips and depots. The majority of the research dealing with the MDVSP works with instances lower than 500 trips and four depots, what can be considered a major constraint for its practical use. The main objective of this work is to solve the MDVSP for very large instances. A state space reduction approach combined with heuristic procedures are developed to obtain a realistic way of solving this complex problem. In this research, three state space reduction procedures were developed. The results appointed that is possible to reduce until 98% of variables in the MDVSP without jeopardizing an optimal solution. Furthermore, heuristic procedures were developed to obtain solutions without relaxing any realworld constraint of the problem. The solution procedure developed was compared with wellknown available instances. The method is able to solve the MDVSP with 3000 trips and eight depots in less than 11 minutes. Although the solution process does not obtain the best solution in all tested instances, it is by far the quickest.

Existem vários problemas clássicos na área de pesquisa operacional que trabalham com o tema vinculado à designação de veículos em um sistema logístico, entre eles o Problema de Escalonamento de Veículos com Múltiplas Garagens (MDVSP). Esses modelos são largamente utilizados e representam uma das etapas essenciais para o planejamento de trânsito em massa (HAGHANI e BANIHASHEMI, 2002). Tratando-se de sistemas logísticos reais, dificilmente encontra-se um ambiente onde os veículos devem partir e chegar a uma única garagem, por isso torna-se necessário o planejamento das seqüências de viagens de modo a reduzir os custos de deslocamentos com o aproveitamento das múltiplas garagens distribuídas geograficamente. Infelizmente, considerando a complexidade exponencial do MDVSP, muitas vezes sua aplicação torna-se inviável na solução de problemas reais. Por essa razão, poucos trabalhos abordam o MDVSP de modo a conseguir solucionar o problema para uma grande quantidade de viagens e garagens. A maioria das pesquisas trabalha com instâncias inferiores a 500 viagens e quatro garagens, mostrando-se pouco aplicáveis. Esse estudo refere-se a um trabalho de pesquisa operacional que aborda soluções de problemas de escalonamento de veículos com múltiplas garagens (MDVSP) considerando sua aplicabilidade em sistemas reais. Tendo em vista a complexidade exponencial do MDVSP, nesse estudo optou-se por tratar o problema através de uma abordagem baseada na redução do espaço de estados e na utilização de heurísticas. Durante essa pesquisa três procedimentos de redução do espaço de estados foram adotados. Os resultados apontam que é possível reduzir em até 98% o número de variáveis nesses problemas sem comprometer uma solução satisfatória ou ótima. Além dos procedimentos de redução do espaço de estados, foi desenvolvido um procedimento de buscar a solução do MDVSP. Através desse último procedimento foi possível resolver o MDVSP com até 3000 viagens e oito garagens. Sendo assim, nesse estudo desenvolveram-se modelos que servem para o planejamento de um sistema logístico através da aplicação de cenários, com vistas a permitir a geração e análise de alternativas de escalonamento. Objetivou-se com isso, fornecer ao sistema logístico um modelo amplo que permita a escolha da ação mais conveniente e eficiente a ser tomada em modelos compostos por diversas garagens. / There are many classics problems in operations research concerning optimal assignment vehicles in logistical system. The multiple depot vehicle scheduling problem (MDVSP) is one of them. This problem is largely used to represent and solve mass transit planning (HAGHANI e BANIHASHEMI, 2002). Considering a real logistical system, it is very difficult to find out a situation where the vehicles must leave and come to only one depot. In general, the shipping company has several depots located at different sites in a network. In this way, it is strongly necessary to reduce cost through the planning of sequence trips taking into account multiple depots geographically distributed. Unfortunately, the exponential complexity of the MDVSP reduces, in the most cases, the applicability of this problem in the real world. For this reason, few researchers address the MDVSP to solve real world problems considering a large number of trips and depots. The majority of the research dealing with the MDVSP works with instances lower than 500 trips and four depots, what can be considered a major constraint for its practical use. The main objective of this work is to solve the MDVSP for very large instances. A state space reduction approach combined with heuristic procedures are developed to obtain a realistic way of solving this complex problem. In this research, three state space reduction procedures were developed. The results appointed that is possible to reduce until 98% of variables in the MDVSP without jeopardizing an optimal solution. Furthermore, heuristic procedures were developed to obtain solutions without relaxing any realworld constraint of the problem. The solution procedure developed was compared with wellknown available instances. The method is able to solve the MDVSP with 3000 trips and eight depots in less than 11 minutes. Although the solution process does not obtain the best solution in all tested instances, it is by far the quickest.

Existem vários problemas clássicos na área de pesquisa operacional que trabalham com o tema vinculado à designação de veículos em um sistema logístico, entre eles o Problema de Escalonamento de Veículos com Múltiplas Garagens (MDVSP). Esses modelos são largamente utilizados e representam uma das etapas essenciais para o planejamento de trânsito em massa (HAGHANI e BANIHASHEMI, 2002). Tratando-se de sistemas logísticos reais, dificilmente encontra-se um ambiente onde os veículos devem partir e chegar a uma única garagem, por isso torna-se necessário o planejamento das seqüências de viagens de modo a reduzir os custos de deslocamentos com o aproveitamento das múltiplas garagens distribuídas geograficamente. Infelizmente, considerando a complexidade exponencial do MDVSP, muitas vezes sua aplicação torna-se inviável na solução de problemas reais. Por essa razão, poucos trabalhos abordam o MDVSP de modo a conseguir solucionar o problema para uma grande quantidade de viagens e garagens. A maioria das pesquisas trabalha com instâncias inferiores a 500 viagens e quatro garagens, mostrando-se pouco aplicáveis. Esse estudo refere-se a um trabalho de pesquisa operacional que aborda soluções de problemas de escalonamento de veículos com múltiplas garagens (MDVSP) considerando sua aplicabilidade em sistemas reais. Tendo em vista a complexidade exponencial do MDVSP, nesse estudo optou-se por tratar o problema através de uma abordagem baseada na redução do espaço de estados e na utilização de heurísticas. Durante essa pesquisa três procedimentos de redução do espaço de estados foram adotados. Os resultados apontam que é possível reduzir em até 98% o número de variáveis nesses problemas sem comprometer uma solução satisfatória ou ótima. Além dos procedimentos de redução do espaço de estados, foi desenvolvido um procedimento de buscar a solução do MDVSP. Através desse último procedimento foi possível resolver o MDVSP com até 3000 viagens e oito garagens. Sendo assim, nesse estudo desenvolveram-se modelos que servem para o planejamento de um sistema logístico através da aplicação de cenários, com vistas a permitir a geração e análise de alternativas de escalonamento. Objetivou-se com isso, fornecer ao sistema logístico um modelo amplo que permita a escolha da ação mais conveniente e eficiente a ser tomada em modelos compostos por diversas garagens. / There are many classics problems in operations research concerning optimal assignment vehicles in logistical system. The multiple depot vehicle scheduling problem (MDVSP) is one of them. This problem is largely used to represent and solve mass transit planning (HAGHANI e BANIHASHEMI, 2002). Considering a real logistical system, it is very difficult to find out a situation where the vehicles must leave and come to only one depot. In general, the shipping company has several depots located at different sites in a network. In this way, it is strongly necessary to reduce cost through the planning of sequence trips taking into account multiple depots geographically distributed. Unfortunately, the exponential complexity of the MDVSP reduces, in the most cases, the applicability of this problem in the real world. For this reason, few researchers address the MDVSP to solve real world problems considering a large number of trips and depots. The majority of the research dealing with the MDVSP works with instances lower than 500 trips and four depots, what can be considered a major constraint for its practical use. The main objective of this work is to solve the MDVSP for very large instances. A state space reduction approach combined with heuristic procedures are developed to obtain a realistic way of solving this complex problem. In this research, three state space reduction procedures were developed. The results appointed that is possible to reduce until 98% of variables in the MDVSP without jeopardizing an optimal solution. Furthermore, heuristic procedures were developed to obtain solutions without relaxing any realworld constraint of the problem. The solution procedure developed was compared with wellknown available instances. The method is able to solve the MDVSP with 3000 trips and eight depots in less than 11 minutes. Although the solution process does not obtain the best solution in all tested instances, it is by far the quickest.

The topic of my thesis is to study the complex reconstruction of the locomotive servicing depot Praha Liben. The locomotive depot is both operational maintenance and repair trains. The section reconstruction begins in turnout number 1, the whole area locomotive depot will be reconstructed. The main task is to propose an exchange of stepped old construction turnout for turnout new one in the whole area of the depot. The total number of changed points is 27. Depot demolition tasks in order to extend the track number 10 on the minimum usable effective length of 105 meters is the other task. Establishment of two dead-end tracks number 15 and 17 will be extend to an effective length of 105 metres. Retaining wall with PU componentsis designed along track 17. The next task is to solve the drainage area. The area will be drained interconnected system drains into the sewer and trench walls.

The purpose of this study was to identify and explore factors affecting medicine availability within the district health services. A qualitative descriptive, exploratory and contextual research design was followed. The data collection was conducted through two focus group discussions comprising of pharmaceutical managers and district health services managers respectively. The study found that medicine was not consistently available in the various districts, especially in community health centres and primary health clinics. The factors contributing to the non-availability of medicines include challenges with deliveries from Medical Depots, poor medicine stock management, shortage of pharmacists and pharmacist’s assistants in the facilities, lack of the electronic medicine management systems and the separate existence of Pharmaceutical Services and Medical Depot within the province. The study made recommendations on how to improve medicine availability within the district health services. / Health Studies / M.A. (Health Studies)

The biodiversity of saproxylic organisms and in the case of this study, saproxylic beetles, is dependent on the amount and quality of course woody debris (CWD) in the environment. Over the past decades the quantity of CWD in Swedish forests has increased, yet the quality has decreased, forests are managed and exploited, and old-growth forests are rarer. To counteract this, fauna depots, artificial piles of dead wood, can be placed to increase the amount and quality of habitat for saproxylic organisms. This study measured fauna depots of aspen CWD placed in Uppsala municipality to find which combination of qualities resulted in the highest species richness and abundance (diversity). A total of 242 beetles across 26 species were sampled using a bark sifter and Tullgren extraction funnels. The CWD qualities; number of logs, log diameter, sun exposure and decomposition level were measured. Log diameter was confirmed to be positively correlated with species richness supporting previous research. Decomposition was also positively correlated with species richness, but this not supported by previous research. Some qualities, like sun exposure, were unexpectedly not correlated and number of logs was negatively correlated. Only one red-listed species was found across all samples. Overall results were somewhat inconclusive but provide hints towards better practice in saproxylic beetle conservation, such as placing larger logs in the depots.