Syfte och problemformulering: Utifrån fallet tobaksfritt snus är syftet med denna studie att undersöka hur LYFT med hjälp av influencer marketing strategiskt positionerar sig mot specifika målgrupper genom skapandet av jaget och gestaltning av livsstilar. Samt syftar studien till att se hur potentiella konsumenterna uppfattar strategin och reklamsamarbetet. Metod och material: I studien användes de kvalitativa metoderna semiotisk bildanalys och fokusgrupper för att undersöka tio bilder på influencer samarbeten med tobaksfria snusföretaget LYFT. Samtliga bilder är publicerade på LYFTs Instagram-konto och influencernas egna konton. Huvudresultat: Studiens resultat visar på att LYFT marknadsför det tobaksfria snuset genom att anspela på en livsstil av festande. De positionerar snuset genom att skapa associationer till fest och nöje som gör det attraktivt för målgrupper som ser sig själva i dessa miljöer och vill bli identifierade med dem. Snuset marknadsförs som en accessoar som stärker målgruppens identitet och självkänsla. Med hjälp av olika influencers kommunicerar LYFT immateriella tillgångar som gör snuset till en väsentlig produkt för en målgrupp som vill stärka bilden av sig själv och nå självuppfyllelse genom en ökad status och maktposition. Genom influencers marknadsför LYFT snuset till en målgrupp som identifierar sig med fest, kvinnokamp, hög klass och status, likt kändisarnas image.

Existing literature on the relationship between ridehailing (RH) and transit services is limited to empirical studies that rely on self-reported answers and lack spatial and temporal contexts. To fill this gap, the research takes a novel approach that uses real-time geospatial analyzes. Using this approach, we estimate the extent to which ride-hailing services have contributed to the recent decline in public transit ridership. With source data on ridehailing trips in Chicago, Illinois, we computed the real-time transit-equivalent trip for the 7,949,902 ridehailing trips in June 2019; the sheer size of this sample is incomparable to the samples studied in existing literature. An existing Multinomial Nested Logit Model was used to determine the probability of a ridehailer selecting a transit alternative to serve the specific origin-destination pair, P(Transit|CTA) . The study found that 31% of RH trips are replaceable, 61% are not replaceable, and 8% lie within the buffer zone. We measured the robustness of this probability using a parametric sensitivity analysis, and performed a two-tailed t-test, with a 95% confidence interval. In combination with a Summation of Probabilities, the results indicate that the total travel time for a transit trip has the greatest influence on the probability of using transit, whereas the airport pass price has the least influence. Further, the walk time, number of stops in the origin and destination census tracts, and household income also have significant impacts on the probability of using transit. Lastly, we performed a Time Value Analysis to explore the cost and trip duration difference between RH trips and their transit-equivalent trips on the probability of switching to transit. The findings demonstrated that approximately 90% of RH trips taken had a transit-equivalent trip that was less expensive, but slower. The main contribution of this study is its thorough approach and fine-tuned series of real-time spatial analyzes that investigate the replaceability of RH trips for public transit. The results and discussion intend to provide perspective derived from real trips and encourage public transit agencies to look into possible opportunities to collaborate with ridehailing companies. Moreover, the methodologies introduced can be used by transit agencies to internally evaluate opportunities and redundancies in services. Lastly, we hope that this effort provides proof of the research benefits associated with the recording and release of ridehailing data. / Master of Science / Existing literature on the relationship between ridehailing (RH) and transit services is limited to empirical studies that rely on self-reported answers and lack spatial and temporal contexts. To fill this gap, the research takes a novel approach that uses real-time geospatial analyzes. Using this approach, we estimated the extent to which ride-hailing services have contributed to the recent decline in public transit ridership. With source data on ridehailing trips in Chicago, Illinois, we computed the real-time transit-equivalent trip for the 7,949,902 ridehailing trips in June 2019; the sheer size of this sample is incomparable to the samples studied in existing literature. An existing Multinomial Nested Logit Model was used to determine the probability of a ridehailer selecting a transit alternative to serve the specific origin-destination pair, P(Transit|CTA) . The study found that 31% of RH trips are replaceable, 61% are not replaceable, and 8% lie within the buffer zone. We measured the robustness of this probability using a parametric sensitivity analysis, and performed a two-tailed t-test, with a 95% confidence interval. In combination with a Summation of Probabilities, the results indicate that the total travel time for a transit trip has the greatest influence on the probability of using transit, whereas the airport pass price has the least influence. Further, the walk time, number of stops in the origin and destination census tracts, and household income also have significant impacts on the probability of using transit. Lastly, we performed a Time Value Analysis to explore the cost and trip duration difference between RH trips and their transit-equivalent trips on the probability of switching to transit. The findings demonstrated that approximately 90% of RH trips taken had a transit-equivalent trip that was less expensive, but slower. The main contribution of this study is its thorough approach and fine-tuned series of real-time spatial analyzes that investigate the replaceability of RH trips for public transit. The results and discussion intend to provide perspective derived from real trips and encourage public transit agencies to look into possible opportunities to collaborate with ridehailing companies. Moreover, the methodologies introduced can be used by transit agencies to internally evaluate opportunities and redundancies in services. Lastly, we hope that this effort provides proof of the research benefits associated with the recording and release of ridehailing data.

Transportation-network companies such as Uber and Lyft have permeated cities around the world. While they have been lauded for introducing a new mobility option, questions of equity have been raised, including in relation to people with disabilities. Numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility of transportation service they facilitate, with some of the lawsuit focusing on wheelchair accessibility. These have been reported in the media while work on the topic is lacking in the academic literature. This doctoral research explores wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A mixed-methods approach was used to investigate the research problem. The quantitative strand surveyed 341 wheelchair users in the U.S., while the qualitative strand consisted of three sets of 16 qualitative interviews with drivers on the Uber and Lyft apps, Uber and Lyft company representatives, and representatives of relevant government agencies in Washington, DC. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions. / Doctor of Philosophy / Transportation-network companies connect drivers who are interested in providing a ride to riders who are looking for transportation through smartphone apps. Uber and Lyft are the most common of these companies. Both companies operate in many cities around the world. They are praised for creating a transportation alternative, but there is a concern that they may not serve everyone equally. For example, people with disabilities, especially wheelchair users have complained that they are not receiving the same service as those who do not use wheelchair. In the US, there are numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility. Some of the lawsuit focus on wheelchair accessibility. These issues are reported in the media mostly. This doctoral research looks at wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A survey and a set of interviews were used to investigate the research problem. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions.

A modernization of the ABB Robotics production system has led to a large part of the manual handling being moved upstream in the logistics chain towards the logistics department. This study aims to identify and make recommendations to address the risks associated with manual lifting in the logistics department. To measure and analyze the lifts, the National Institute for Occupational Safety and Health's revised lifting equation has been used. The logistics department consists of the areas washing, goods reception and logistics center. In the wash, two articles were identified that require potentially strenuous manual handling. The root cause was considered to be the design of the pallet system. A new pallet system is recommended as a measure. The manual handling in goods reception did not meet the conditions set by the revised lifting equation and therefore no conclusion about the risks could be drawn. At the logistics center, three risk elements were identified; repackaging in light flow, replenishing the supermarket shelf and order picking from the supermarket shelf. In addition to specific recommendations for each risk element, a new material handling system consisting of vertical lifting modules is recommended. General conclusions that can be drawn from the study are that work-related stress injuries are a major and growing problem, which particularly affects industrial and logistics personnel. The problem identified at Robotics is believed to be relevant to many manufacturing industries facing the same challenges in terms of increased productivity requirements. Due to the constant pressure that either occurs internally or externally, there is a need for more efficient production processes. Repacking materials in standardized load carriers or kitting materials material before it is presented to the production are examples of ways to achieve higher efficiency in the production. In this way, manual handling in the production can be reduced and thus also the time required for such handling. When non-value adding activities in the production decrease from repacking or kitting, the load on the internal logistics function increase. This study has shown how that poor ergonomics in the internal logistics largely depends on the design of the work processes and material flows and not necessarily on available tools or regulations. Improving ergonomics should therefore be seen as a natural part of the development of internal logistics, the purpose of which is to create efficient flows. / En modernisering av ABB Robotics produktionssystem har lett till att en stor del av den manuella hanteringen har flyttats uppströms i logistikkedjan mot logistikavdelningen. Det här arbetet har syftat till att identifiera och ta fram rekommendationer för att åtgärda de risker som finns kopplade till manuella lyft på logistikavdelningen. För att mäta och analysera lyften användes National Institute for Occupational Safety and Health’s reviderade lyftekvation. Valet att använda den reviderade lyftekvationen motiverades av verktygets tillförlitlighet och möjligheten att genomföra ingående analyser av lyftens olika beståndsdelar. Genom att belysa vilken del av ett lyft som medför störst risk för skada kan de mest effektfulla åtgärderna prioriteras. Logistikavdelningen består av områdena tvätt, ankommande och logistikcenter. I tvätten identifierades två problemartiklar som kräver potentiellt riskfylld hantering av personalen. Rotorsaken bedömdes vara pallsystemets utformning och ett nytt pallsystem rekommenderas som åtgärd. Den manuella hanteringen på ankommande uppfyllde inte de förutsättningar som ställs av den reviderade lyftekvationen och någon slutsats om riskerna där kunde därför inte dras. På logistikcentret identifierades tre riskmoment; ompackning i lätta flödet, påfyllning av supermarket-hyllan och orderplock från supermarket-hyllan. Förutom punktinsatser för respektive riskmoment rekommenderas ett nytt materialhanteringssystem bestående av vertikala lyftmoduler. Generella slutsatser som kan dras från studien är att arbetsrelaterade belastningsskador är ett stort och växande problem som i synnerhet drabbar bland annat industri- och logistikpersonal. Problemet som identifierats på Robotics antas vara relevant för många tillverkande industrier som står inför samma utmaningar i form av ökade produktivitetskrav. På grund av de ständiga påtryckningar som antingen uppstår internt eller externt, finns det ett behov av mer effektiva produktionsprocesser. Att packa om eller kitta material ankommande material innan det presenteras till produktionen är en möjlig åtgärd för att uppnå högre effektivitet i produktionen. På så sätt kan den manuella hanteringen i produktionen reduceras och därmed också tiden som krävs för hanteringen. I samband med att belastningen minskar i produktionen till följd av ompackning eller kittning ökar belastningen på den interna logistikfunktionen. Det här arbetet har visat hur orsaken till bristande ergonomi i den interna logistiken till stor del grundar sig i arbetsprocessernas och flödenas utformning och inte nödvändigtvis på de verktyg eller föreskrifter som finns. Att arbeta med ergonomi bör därför ses som en naturlig del av utvecklingen av den interna logistiken vars syfte är att skapa effektiva flöden.

This research investigates whether Transportation Network Companies (TNCs), such as Uber and Lyft, live up to their stated vision of reducing congestion by complementing transit and reducing car ownership in major cities. The objective of this research study is to answer the question: are TNCs are correlated to traffic congestion in the city of San Francisco? If found to be so, do they increase or decrease traffic congestion for the case of San Francisco? If and how TNC pickups and drop-offs impact traffic congestion within San Francisco? And finally, how does the magnitude of this measured command of TNCs on congestion compare to that caused by pre-existing conventional drivers of traffic and congestion change? Apart from answering these questions, it is also sought to establish a framework to be able to include TNCs, a seemingly fledgling mode of transportation but one that is demonstrably shaping and modifying extant transportation and mode choice trends, as part of the travel demand models estimated by any geographic jurisdiction. Traffic congestion has worsened noticeably in San Francisco and other major cities over the past few years. Part of this change could reasonably be explained by strong economic growth or other standard factors such as road and transit network changes. The sharp increase in travel times and congestion also corresponds to the emergence of TNCs, raising the question of whether the two trends may be related. Existing research has produced conflicting results and been hampered by a lack of data. Using data scraped from the Application Programming Interfaces (APIs) of two TNCs, combined with observed travel time data, this research finds that contrary to their vision, TNCs are the biggest contributor to growing traffic congestion in San Francisco. Between 2010 and 2016, weekday vehicle hours of delay increased by 62%, compared to 22% in a counterfactual 2016 scenario without TNCs. The findings provide insight into expected changes in major cities as TNCs continue to grow, informing decisions about how to integrate TNCs into the existing transportation system. This research also decomposes the contributors to increased congestion in San Francisco between 2010 and 2016, considering contributions from five incremental effects: road and transit network changes, population growth, employment growth, TNC volumes, and the effect of TNC pick-ups and Drop-offs. It is so done through a series of controlled travel demand model runs, supplemented with observed TNC data. The results show that road and transit network changes over this period have only a small effect on congestion, population and employment growth are important contributors, and that TNCs are the biggest contributor to growing congestion over this period, contributing about half of the increase in vehicle hours of delay, and adding to worsening travel time reliability. This research contradicts several studies that suggest TNCs may reduce congestion and adds evidence in support of a recent empirical analysis showing that their net effect is to increase congestion. This research gives transportation planners a better understanding of the causes of growing congestion, allowing them to more effectively craft strategies to mitigate or adapt to it.

<p>Studien handlar om ett klassmorfarprojekt, som syftar till att förändra elevernas förutsättning-ar att må bra och lyckas med skolarbetet. Undersökningen gjordes för att lyfta fram hur klassmorfarverksamheten i praktiken kan leda till den önskade förändringen för eleverna.</p><p>Min valda metod har karaktär av aktionsforskning. Med denna ansats som grund har jag till-sammans med personer som arbetar i klassmorfarprojektet genomfört en deltagarorienterad forskning av hur klassmorfar bemöter elever och lärare respektive själv blir bemött.</p><p>Resultatet visar att klassmorfar har en oklar roll genom att det inte klargjorts i vilken mån han får delta i ren undervisning. En del av de lärare som han avses stödja ser honom som en hjälp i undervisningen medan andra känner sig hotade i sin yrkesroll. Eleverna uppfattar genomgå-ende klassmorfar som en sympatisk ”hygglig prick”. Som ett särskilt viktigt delresultat bör nämnas att den metod för observation som användes, klart visade att även elever på mellan-stadiet kan skilja på sänkningar och lyft i bemötandet människor emellan. Resultatet indikerar också att den viktigaste förändringsåtgärden är att synliggöra de mänskliga värdena i skolan och skapa rutiner för mindre sänkningar och mer lyft.</p>

Studien handlar om ett klassmorfarprojekt, som syftar till att förändra elevernas förutsättning-ar att må bra och lyckas med skolarbetet. Undersökningen gjordes för att lyfta fram hur klassmorfarverksamheten i praktiken kan leda till den önskade förändringen för eleverna. Min valda metod har karaktär av aktionsforskning. Med denna ansats som grund har jag till-sammans med personer som arbetar i klassmorfarprojektet genomfört en deltagarorienterad forskning av hur klassmorfar bemöter elever och lärare respektive själv blir bemött. Resultatet visar att klassmorfar har en oklar roll genom att det inte klargjorts i vilken mån han får delta i ren undervisning. En del av de lärare som han avses stödja ser honom som en hjälp i undervisningen medan andra känner sig hotade i sin yrkesroll. Eleverna uppfattar genomgå-ende klassmorfar som en sympatisk ”hygglig prick”. Som ett särskilt viktigt delresultat bör nämnas att den metod för observation som användes, klart visade att även elever på mellan-stadiet kan skilja på sänkningar och lyft i bemötandet människor emellan. Resultatet indikerar också att den viktigaste förändringsåtgärden är att synliggöra de mänskliga värdena i skolan och skapa rutiner för mindre sänkningar och mer lyft.

The project has aimed to develop a new kind of back assistive device to reduce the risk of low back problems, mainly focused to industries and workplaces where manual handling are frequently occurring. The idea for the project was introduced in spring 2010, when Martin Paulsen performed internship at Bioservo Technologies AB located in Stockholm. Bioservo Technologies had developed a force-enhancing glove, which responds to the user's movements and produces an assisting grip force, similar to the user´s own muscles. During the training period Martin Paulsen began to consider other features of the technology, which led to this thesis. This project is owned by Bioservo Technologies, conducted by Herbert Eriksson and Martin Paulsen from the Biomechanical program at Halmstad University. The aim has been to develop an idea for a future product for Bioservo Technologies. The goal of the product that has been to reduce the risk of low back problems, mainly the cases of low back pain associated with manual handling at workplaces. In order to find a solution to such complex problems as low back pain, the project has started with three pilot studies. • Literature Study: As this project´s aim has not been to produce a prototype for testing and validation, the project has instead rested heavily on a literature study. The focus of this study was to educate Herbert Eriksson and Martin Paulsen of the problem and the solutions available on the market today. The pilot study can be found as Attachent A: "A literature study about the problems of low back pain and the solutions of today." • Interviews: As the project has been conducted confidentially, no steering group could participate in the project. However, it was important to let the professions that currently work with back problems affect the project, and let their experience and knowledge influence the project. Interviews was instead introduced, and allowed experts to give valuable insight with their unique knowledge on the subject. The pilot study can be found as Appendix B: "Interviews of experts of interest concerning low back pain." • Motion Capture: A measurement of kinematic data was conducted to capture the spine motion for further analysis in Matlab, and to explore the feet´s load patterns while manually lifting. The pilot study can be found as Appendix C: "A Study of Healthy adult's foot pressure pattern in a symmetrical lifting task." These three pilot studies together form a platform for the development of the product´s function and theoretical content. While design and material has been left open, the product description focuses on the product's functional design, mechanics and electronics. In order to validate the product's mechanics, has an Appendix named Appendix D: "Calculations of how the angle alpha depends on the variable theta and the dimensions of the external spine" been added as an Appendix. / Projektet har syftat till att utveckla ett nytt sorts rygghjälpmedel för att reducera risken för ländryggsproblem, främst åt industrier och arbetsplatser där manuella lyft är frekvent förekommande. Idéen till projektet föddes redan våren 2010, då Martin Paulsen praktiserade hos Bioservo Technologies AB i Stockholm. Bioservo Technologies AB hade utvecklat en kraftförstärkande handske, som svarar på användarens rörelser och producerar en assisternade kraftutveckling, lik den egna muskelaturen. Under praktikperioden började Martin Paulsen att fundera på andra funktioner för tekniken, vilket ledde till detta examensarbete. Detta projekt är ägt av Bioservo Technologies AB, utfört av Herbert Eriksson och Martin Paulsen från Biomekanikprogrammet på Högskolan i Halmstad. Syftet har varit att utveckla en idé för en framtida produkt åt Bioservo Technologies AB. Målet med produkten som har utvecklats är att reducera risken för ländryggsproblem, främst de fall av ländryggproblem som är associerat med manuella lyft på arbetsplatser. För att finna en lösning på ett sådant komplex problem som ländryggsproblem, har projektet inledds med tre pilotstudier. • Litteraturstudie: Då projektet inte har syftat till att producera en prototyp för testning och validering, har projektet istället fått vila tungt på en litteraturstudie. Fokus med litteraturstudien var att utbilda Herbert Eriksson och Martin Paulsen om problemet, och vilka lösningar som finns på marknaden idag. Pilotstudien står att finna som Appendix A: ”A literature study about the problems of low back pain and the solutions of today”. • Intervjuer: Då projektet har bedrivits konfidentiellt har ingen styrgrupp kunnat delta i projektet. Det var dock viktigt att låta de arbetsgrupper som idag arbetar med just ryggproblem påverka projektet, och låta deras erfarenheter och kunskaper adapteras i projektet. Med anledning av detta genomfördes istället intervjuer och samtal med tre personer, som har givits tillåtelse att belysa projektet med sina unika kunskaper inom ämnet. Pilotstudien står att finna som Appendix B: “Interviews of experts of interest concerning lowback pain”. • Motion Capture: En mätning av kinematisk data genomfördes för att fånga ryggens rörelse för vidare analys i Matlab, samt för att utforska fötternas belastningsmönster vid manuella lyft. Pilotstudien står att finna som Appendix C: “A study of healthy adult's foot pressure pattern in a symmetrical lifting task”. Dessa tre pilotstudier skapade gemensamt en platå för att utveckla produkten teoretiska funktion och innehåll. Då designval och materialval har lämnats öppna har produktbeskrivningen fokuserats på produktensfunktionella utformning, mekanik och elektronik. För att validera produktens mekanik, har en bilagavid namn Appendix D: ”Calculations of how the angle alpha depends on the variable theta and the dimensions of the external spine” framställts.

Transportation Network Companies (TNC) are companies that use online-enabled platforms to connect passengers with drivers. In recent years, they have sparked controversy with the taxi industry, which accuses TNCs of operating unfairly. In my study, I look at taxi regulation, consumer transportation preferences, and costs and benefits of TNCs. I analyze data comparing three of these companies, Uber, Lyft, and Sidecar, with a traditional taxicab, and evaluate trends in taxi employment from the Bureau of Labor Statistics. I find that Transportation Network Companies generally have shorter wait times, cheaper prices, and increased convenience, aspects that appeal to consumer preferences. I also find that taxi driver employment tends to fluctuate with economic conditions, however cities that are more likely to use TNCs exhibit smaller growth. I predict that at current conditions, TNCs such as Uber and Lyft will overtake taxi services. Thus, the taxi industry must focus on increasing TNC regulation, creating innovative technology, and modifying its service to appeal to consumers.

Företaget AB Strängbetong har på senare tid noterat ett ökat antal ingjutna lyft i tillverkningen av håldäckselement vilket skapar merarbeten. För att kunna vara konkurrenskraftiga på marknaden krävs en billig och effektiv produkt som är enkel att tillverka. Det ökade antalet ingjutna lyft höjer priset på produkten samtidigt som tillverkningen kompliceras. Syftet med denna rapport ligger därför i att undersöka orsaken till den ökade mängden ingjutna lyft i håldäckselementen, men även vilka förbättringsmöjligheter som finns. För att ge svar på den ställda problemformuleringen har intervjuer genomförts med anställda på företaget AB Strängbetong som är en av de ledande stomentreprenörerna på den svenska marknaden. Metoden har kompletterats med en litteraturgenomgång av företagets standarder och arbetsmiljöverkets föreskrifter.Ökningen beror till stor del på ett ökat säkerhetsfokus kombinerat med mer komplexa konstruktioner. Anledningen till att håldäckselement i första hand ska förses med ingjutna lyft är då ingreppen i plattan blivit så omfattande att lyft med ordinarie lyftutrustning ej är möjliga, men även på grund av avsaknaden av materiella resurser vid mindre projekt. Det finns emellertid meningsskiljaktigheter angående ingjutna lyft där vissa av de anställda, med anknytning till montage, inte ser det ökade antalet som ett problem utan snarare som en vinst på grund av säkrare och effektivare montage.Slutsatsen är att inte se ingjutna lyft som den primära lösningen. I stället bör det ses över om det konstruktionsmässigt går att undvika ingrepp i de kritiska delarna av håldäckselementen. I kombination med fler resurser till mindre byggen samt lösningar i kringliggande konstruktionsdelar kan både tids- och kostnadsbesparingar göras. En effektivisering skulle i sin helhet troligen även minska klimatpåverkan. / The company AB Strängbetong has recently noted an increased number of molded lifts in the manufacture of hollow-core slabs, which generates additional work. To be market competitive requires a cheap and efficient product that is easy to manufacture. The increased number of molded lifts makes the product more expensive at the same time as the production becomes more complicated. The purpose of this report is therefore to investigate the cause of the increased number of molded lifts in the hollow-core slabs, and suggest how the process can be improved. To provide answers to the posed problem formulation, interviews were conducted with employees at the company AB Strängbetong, which is one of the leading frame contractors on the Swedish market. The method has been supplemented with a literature review of the company's standards and the Swedish Work Environment Authority's regulations.The increase is largely due to an increased safety focus combined with more complex constructions. The reason why hollow-core slabs should primarily be provided with molded lifts is not only for when the interventions in the element have become so extensive that lifting with ordinary lifting equipment is not possible, but also due to a lack of material resources for smaller projects. However, there are differences of opinion regarding molded lifts where some of the employees, who work with assembly, do not see the increased number of as a problem but rather as a gain due to safer and more efficient assembly procedures.The conclusion is to not see molded lifts as the primary solution. It should rather be considered whether it is structurally possible to avoid interference with the critical parts of the hollow-core slabs. In combination with more resources for smaller constructions as well as solutions in surrounding construction parts, both time and cost savings can be made. An increase in efficiency as a whole would probably also reduce the climate impact of the company.