Vaken hjärnkirurgi med testning av tal- och språkfunktioner ger viktiga fördelar vid operation av lågmaligna gliom. Denna metod ökar möjligheten för radikal resektion av tumören samtidigt som viktiga funktioner som till exempel språk bevaras. Optimering av det intraoperativa språktestningsförfarandet ökar möjligheten för mer sensitiv språktestning. Det finns idag ingen konsensus, varken internationellt eller nationellt, kring hur man bör testa språkliga funktioner intraoperativt. Syftet med föreliggande arbete är att undersöka om det är möjligt att vidareutveckla de metoder som idag används för elicitering av spontantal och testning av läsning under vakenkirurgi av lågmaligna gliom på Akademiska sjukhuset i Uppsala. För att undersöka detta genomfördes en litteraturgenomgång vilken tillsammans med auskultationer vid operation och intervjuer med yrkesverksamma logopeder och neurokirurger har utmynnat i ett förslag på ett intraoperativt högläsningstest innehållande meningar med nonord, meningar utan nonord samt enskilda ord. Nivåindelningen av testmaterialet möjliggör för testledaren att individuellt anpassa språktestning utifrån patientens förmåga. I samband med färdigställandet av testet genomfördes en pilottestning av materialet. Det föreslagna lästestet förväntas vara mer heltäckande än det som används idag då det möjliggör testning av flera läsfunktioner så som de beskrivs i ”dual route-modellen”, en psykolingvistisk teori om läsning. Dessutom har ett förslag på riktlinjer kring intraoperativt elicitering av spontantal formulerats. / Awake surgery is the gold standard for treatment of low-grade gliomas nearby eloquent language areas in the brain. This method increases the possibility of radical resection while cognitive functions such as language are preserved, as the method allows for online testing of cognitive functions. Improvement of the intraoperative language tests could increase the possibility of more sensitive testing and thereby decrease the risk of postoperative language impairments. There is no international or national agreement on how intraoperative language testing should be performed. The aim of this study is to explore the possibility of developing the methods of language testing which are used today at Akademiska sjukhuset in Uppsala, focusing on reading and spontaneous speech. Therefore the authors have conducted a review of current literature. The literature review, observations of surgery and interviews with speech pathologists and neurosurgeons resulted in the development of an intraoperative reading aloud test with three tasks consisting of sentences with nonwords, sentences without nonwords and single words. The classification of the test material into different levels will allow clinicians to adapt the reading test based on each individual case. A pilot trial of the reading test was preformed. The proposed test is expected to be more comprehensive in comparison to the tests that are currently used, as it enables testing of the different reading routes described in the dual route model, a psycholinguistic reading model. Additionally, guidelines for eliciting spontaneous speech have been defined.

Approved for public release, distribution is unlimited / The objective of this thesis is to provide an aircraft with an optimal route to its destination that avoids encroaching into surface-to-air weapons killing envelopes in real time. The optimal route computed will be updated dynamically, depending on the location of the vehicle and the location of the Surface to Air Missile (SAM) sites. The problem was solved using heuristic algorithms instead of the conventional Dijkstra's & Bellman Ford algorithms, which are computationally expensive. Data fusion techniques such as spatial correlation and triangulation algorithms are presented in detail. Such techniques are important for situational awareness in a real time combat environment. Important information provided by onboard sensors are merged with the preplanned data to provide the operator with a better integrated picture of the combat environment. / Civilian, Singapore Ministry of Defense

Dans les études sur le transport, les modèles de choix de route décrivent la sélection par un utilisateur d’un chemin, depuis son origine jusqu’à sa destination. Plus précisément, il s’agit de trouver dans un réseau composé d’arcs et de sommets la suite d’arcs reliant deux sommets, suivant des critères donnés. Nous considérons dans le présent travail l’application de la programmation dynamique pour représenter le processus de choix, en considérant le choix d’un chemin comme une séquence de choix d’arcs. De plus, nous mettons en œuvre les techniques d’approximation en programmation dynamique afin de représenter la connaissance imparfaite de l’état réseau, en particulier pour les arcs éloignés du point actuel. Plus précisément, à chaque fois qu’un utilisateur atteint une intersection, il considère l’utilité d’un certain nombre d’arcs futurs, puis une estimation est faite pour le restant du chemin jusqu’à la destination. Le modèle de choix de route est implanté dans le cadre d’un modèle de simulation de trafic par événements discrets. Le modèle ainsi construit est testé sur un modèle de réseau routier réel afin d’étudier sa performance. / In transportation modeling, a route choice is a model describing the selection of a route between a given origin and a given destination. More specifically, it consists of determining the sequence of arcs leading to the destination in a network composed of vertices and arcs, according to some selection criteria. We propose a novel route choice model, based on approximate dynamic programming. The technique is applied sequentially, as every time a user reaches an intersection, he/she is supposed to consider the utility of a certain number of future arcs, followed by an approximation for the rest of the path leading up to the destination. The route choice model is implemented as a component of a traffic simulation model, in a discrete event framework. We conduct a numerical experiment on a real traffic network model in order to analyze its performance.

Cette recherche explore les différentes stratégies mises en place afin de minimiser les impacts négatifs encourus à la suite de la mise en service d'une voie de contournement pour les petites municipalités du Québec. Les stratégies identifiées ont été relevées dans la littérature, dans la documentation municipale ainsi que dans des études de cas, soit par des relevés terrains et des entretiens sur le territoire de quatre (4) municipalités. Les stratégies de planification mises sur pied visent essentiellement la configuration des entrées de villes, la signalisation ainsi que les programmes de revitalisation des noyaux urbains. Il ressort de l'analyse que la bonne acceptation sociale des voies de contournement est liée à la présence de concertation entre les différentes parties prenantes d'un projet tout au long de celui-ci. De plus, le temps écoulé entre les premiers balbutiements du projet et la mise en service d'une voie de contournement doit être d'une durée acceptable afin que des stratégies planifiées concordent avec le contexte économique et culturel dans lequel s'insèrera le projet. La recherche dresse ainsi le portrait des stratégies planifiées pour les municipalités situées le long de la route nationale 117 et ayant des voies de contournement. Plus spécifiquement, l'étude de cas porte sur les municipalités de Mont-Tremblant (secteur de Saint-Jovite), La Conception, Labelle et Rivière-Rouge dans la région des Laurentides. / This research explores the different strategies currently put into place to minimize the negative effects of the implementation of bypass routes on the small cities of the province of Québec. An assessment of the different strategies used was done by reviewing literature and municipal documentation, as well as reviewing case studies by analysing field reports and maintenance reports of four (4) municipalities. The planning strategies elaborated are essentially aimed at the configuration of city entrance lanes, the utilisation of road signs and the programs of revitalisation of urban areas. The main element that can be observed is that in order to have a good social acceptation of bypass routes, there has to be a good dialogue between the different parties involved, and that for the entire duration of the road works. Also, in order for the strategies to concord with the economic and cultural realities of the municipalities, the amount of time elapsed between the beginning of the project and the actual implementation of the relief route has to be reasonable. This research overlooks the strategies planned for municipalities that are located in the Laurentides region alongside national road 117 and that are accessible via a bypass route. More specifically, this case study focuses on the cities of Mont-Tremblant (Saint-Jovite aera) , La Conception, Labelle and Rivière-Rouge.

Yu Hongbo. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2001. / Includes bibliographical references (leaves 130-138). / Abstracts in English and Chinese. / ABSTRACT IN ENGLISH --- p.i-ii / ABSTRACT IN CHINESE --- p.iii / ACKNOWLEDGEMENTS --- p.iv-v / TABLE OF CONTENTS --- p.vi-viii / LIST OF TABLES --- p.ix / LIST OF FIGURES --- p.x-xi / Chapter CHAPTER I --- INTRODUCTION / Chapter 1.1 --- Problem Statement --- p.1 / Chapter 1.2 --- Research Purpose --- p.5 / Chapter 1.3 --- Significance --- p.7 / Chapter 1.4 --- Methodology --- p.8 / Chapter 1.5 --- Outline of the Thesis --- p.9 / Chapter CHAPTER II --- LITERATURE REVIEW / Chapter 2.1 --- Introduction --- p.12 / Chapter 2.2 --- Origin of GIS --- p.12 / Chapter 2.3 --- Development of GIS-T --- p.15 / Chapter 2.4 --- Capabilities of GIS-T --- p.18 / Chapter 2.5 --- Structure of a GIS-T --- p.19 / Chapter 2.5.1 --- Data Models for GIS-T --- p.19 / Chapter 2.5.2 --- Relational DBMS and Dueker-Butler's Data Model for Transportation --- p.22 / Chapter 2.5.3 --- Objected-oriented Approach --- p.25 / Chapter 2.6 --- Main Techniques of GIS-T --- p.26 / Chapter 2.6.1 --- Linear Location Reference System --- p.26 / Chapter 2.6.2 --- Dynamic Segmentation --- p.27 / Chapter 2.6.3 --- Planar and Non-planar Networks --- p.28 / Chapter 2.6.4 --- Turn-table --- p.28 / Chapter 2.7 --- Algorithms for Finding Shortest Paths on a Network --- p.29 / Chapter 2.7.1 --- Overview of Routing Algorithms --- p.29 / Chapter 2.7.2 --- Dijkstra's Algorithm --- p.31 / Chapter 2.7.3 --- Routing Models for the Multi-modal Network --- p.32 / Chapter 2.8 --- Recent Researches on GIS Data Models for the Multi-modal Transportation System --- p.33 / Chapter 2.9 --- Main Software Packages for GIS-T --- p.36 / Chapter 2.10 --- Summary --- p.37 / Chapter CHAPTER III --- MODELING THE MULTI-MODAL PUBLIC TRANSPORTATION SYSTEM / Chapter 3.1 --- Introduction --- p.40 / Chapter 3.2 --- Elaborated Stages and Methods for GIS Modeling --- p.40 / Chapter 3.3 --- Application Domain: The Multi-modal Public Transportation System --- p.43 / Chapter 3.3.1 --- Definition of a Multi-modal Public Transportation System --- p.43 / Chapter 3.3.2 --- Descriptions of the Multi-modal Public transportation System --- p.44 / Chapter 3.3.3 --- Objective of the Modeling Work --- p.46 / Chapter 3.4 --- A Layer-cake Based Application Domain Model for the Multi- modal Public Transportation System --- p.46 / Chapter 3.5 --- A Conceptual Model for the Multi-modal Public Transportation System --- p.49 / Chapter 3.6 --- Logical and Physical Implementation of the Data Model for the Multi-modal Public Transportation System --- p.54 / Chapter 3.7 --- Criteria for Routing on the Multi-modal Public Transportation System --- p.57 / Chapter 3.7.1 --- Least-time Routing --- p.58 / Chapter 3.7.2 --- Least-fare Routing --- p.60 / Chapter 3.7.3 --- Least-transfer Routing --- p.60 / Chapter 3.8 --- Summary --- p.61 / Chapter CHAPTER IV --- DATA PREPARATION FOR THE STUDY AREA / Chapter 4.1 --- Introduction --- p.53 / Chapter 4.2 --- The Study Area: Hong Kong Island --- p.63 / Chapter 4.2.1 --- General Information of the Transportation System on Hong Kong Island --- p.63 / Chapter 4.2.2 --- Reasons for Choosing Hong Kong Island as the Study Area --- p.66 / Chapter 4.2.3 --- Mass Transit Routes Selected for the Prototype --- p.67 / Chapter 4.3 --- Data Source and Data Collection --- p.67 / Chapter 4.4 --- Geographical Data Preparation --- p.71 / Chapter 4.4.1 --- Data Conversion --- p.73 / Chapter 4.4.2 --- Geographical Data Input --- p.79 / Chapter 4.5 --- Attribute Data Input --- p.86 / Chapter 4.6 --- Summary --- p.88 / Chapter CHAPTER V --- IMPLEMENTATION OF THE PROTOTYPE / Chapter 5.1 --- Introduction --- p.89 / Chapter 5.2 --- Construction of the Route Service Network --- p.89 / Chapter 5.2.1 --- Generation of the Geographical Network --- p.90 / Chapter 5.2.2 --- Setting Attribute Data for the Route Service Network --- p.95 / Chapter 5.3 --- A GIS-T Prototype for the Study Area --- p.102 / Chapter 5.4 --- General GIS Functions of the Prototype --- p.104 / Chapter 5.4.1 --- Information Retrieve --- p.104 / Chapter 5.4.2 --- Display --- p.105 / Chapter 5.4.3 --- Data Query --- p.105 / Chapter 5.5 --- Routing in the Prototype --- p.105 / Chapter 5.5.1 --- Routing Procedure --- p.108 / Chapter 5.5.2 --- Examples and Results --- p.110 / Chapter 5.5.3 --- Comparison and Analysis --- p.113 / Chapter 5.6 --- Summary --- p.118 / Chapter CHAPTER VI --- CONCLUSION / Chapter 6.1 --- Research Findings --- p.123 / Chapter 6.2 --- Research Limitations --- p.126 / Chapter 6.3 --- Direction of Further Studies --- p.128 / BIBLIOGRAPHY --- p.130

Compte tenu du récent taux alarmant d'épuisement des réserves de combustibles fossiles et de l'augmentation drastique des niveaux de CO2 dans l'atmosphère qui a conduit au réchauffement de la planète et à des changements climatiques sévères, l'exploitation de toutes sortes d'énergies renouvelables a été la Parmi les principales priorités de la recherche Champs à travers le monde. L'une des nombreuses voies de ce genre est la réduction du CO2 aux combustibles utilisant des énergies renouvelables, plus communément appelées cellules photoélectro-catalytiques (PEC). Des essais expérimentaux sur la réduction du CO2 ont été réalisés sur différents types de catalyseurs dans les deux cellules (Conçu par un laboratoire) afin de comprendre la sélectivité, la productivité et les produits de réaction obtenus. Des essais expérimentaux ont été réalisés sur différents types de catalyseurs à la fois dans les cellules en phase gazeuse et en phase liquide pour comprendre la sélectivité, la productivité et les produits de réaction obtenus. Pour les études sur la réduction EC du CO2 en phase gazeuse, une série d'électrodes (à base de nanoparticules (NPs) de Cu, Fe, Pt et CuFe déposées sur des nanotubes de carbone ou de noir de carbone puis placées à l'interface entre une membrane Nafion et Une électrode à couche de diffusion de gaz). Les résultats démontrent le type divers de produits formés et leurs productivités. Dans des conditions sans électrolyte, la formation de produits ≥C1 tels que l'éthanol, l'acétone et l'isopropanol a été observée la plus élevée étant pour Fe et suivie de près par Pt. Pour améliorer Combustibles nets, un ensemble différent d'électrodes a été préparé sur la base de revêtements MOF de type imidazolate de type zéolitique substitué (SIM-1) (Fe-CNT, Pt-CNT et CuFe-CNT basés sur MOF) Et Pt-MOF a montré des carburants améliorés. En se reportant aux études sur la réduction EC du CO2 dans une cellule en phase liquide, un ensemble similaire d'électrodes a été prepare (NP - Cu, Fe, Pt, Ru, Co déposées sur des nanotubes de carbone ou du noir de carbone ont). Pour les conditions de phase liquide, en termes de produits C nets, les électrodes catalytiques à base de Pt sont en tête de la catégorie, suivies de près par Ru et Cu, tandis que Fe a obtenu la position la plus basse. Le mécanisme réactionnel sous-jacent probable a également été fourni. Afin d'améliorer encore les performances, on a synthétisé des NP de metal (Ru, Fe, Pt et Cu) de différentes tailles en utilisant différentes techniques de synthèse: (i) l'itinéraire d'imprégnation (ImR) pour obtenir des NP dans la plage de tailles de 10 à 50 nm; (Ii) Approche organométallique (OM) pour synthétiser des NPs uniformes et ultrafines dans la plage de tailles de 1-5 nm. Fe ont été synthétisés par une nouvelle voie de synthèse et des conditions pour atteindre des NP de 1 à 3 nm. (Iii) Approche de haut en bas de Nanowire pour obtenir des NP de cuivre ultrafin dans la plage de taille de 2-3,8 nm. Les améliorations apportées à la productivité du carburant se sont révélées être de 5 à 30 fois plus élevées pour les petites NP sur les NP plus importantes et, en outre, une charge réduite de 10 à 1-2% en poids. Un autre ensemble d'électrodes à base de nano-mousses (Cu NF et Fe NF sur Feuille de Cu, Feuille de Foie, Al Foil, Inconel foil et Al grid / mesh) préparés par électrodéposition ont également été étudiés afin d'améliorer encore la conversion de CO2 / carburant. Après, l'optimisation du dépôt et de la tension à l'aide de la voltamétrie cyclique, les carburants se sont améliorés de 2 à 10 fois par rapport aux combustibles nets les plus élevés obtenus à l'aide d'électrodes CNT dopées à base de NP / In view of the recent alarming rate of depletion of fossil fuel reserves and the drastic rise in the CO2 levels in the atmosphere leading to global warming and severe climate changes, tapping into all kinds of renewable energy sources has been among the top priorities in the research fields across the globe. One of the many such pathways is CO2 reduction to fuels using renewable energies, more commonly referred as photo-electro-catalytic (PEC) cells. Experimental tests were carried out on various types of catalysts in both the gas and liquid phase cells (lab-designed) to understand the different selectivity, productivity and the reaction products obtained. For the studies on the EC reduction of CO2 in gas phase cell, a series of electrodes (based on Cu, Fe, Pt and Cu/Fe metal nanoparticles – NPs - deposited on carbon nanotubes – CNTs - or carbon black and then placed at the interface between a Nafion membrane and a gas-diffusion-layer) were prepared. Under gas phase, the formation of ≥C1 products (such as ethanol, acetone and isopropanol) were observed, the highest being for Fe and closely followed by Pt, evidencing that also non-noble metals can be used as efficient catalysts under these conditions. To enhance the net fuels, a different set of electrodes were also prepared based on substituted Zeolitic Imidazolate (SIM-1) type MOF coatings (MOF-based Fe-CNTs, Pt-CNTs and Cu/Fe-CNTs) and Pt-MOF showed improved fuels. Moving to the studies on the EC reduction of CO2 in liquid phase cell, a similar set of electrodes were prepared (metal NPs of Cu, Fe, Pt, Ru and Co deposited on CNTs or carbon black). For liquid phase conditions, in terms of net C-products, catalytic electrodes based on Pt topped the class, closely followed by Ru and Cu, while Fe got the lowest position. The probable underlying reaction mechanism was also provided. In order to improve further the performances, varied sized metal NPs (Ru, Fe, Pt and Cu) have been synthesized using different techniques: (i) impregnation (ImR) route to achieve NPs in the size range of 10-50 nm; (ii) organometallic (OM) approach to synthesize uniform and ultrafine NPs in the size range of 1-5 nm (i.e., Fe NPs were synthesized through a novel synthesis route to attain 1-3 nm NPs); (iii) Nanowire (NW) top-down approach to obtain ultrafine copper metal NPs in the size range of 2-3.8 nm. The enhancements in the fuel productivity were found to be 5-30 times higher for the smaller metal NPs over the larger metal NPs and moreover, with reduced metal loading from 10 to 1-2 wt %. A different set of electrodes based on nano-foams (Cu NF and Fe NF on Cu foil, Fe foil, Al foil, Inconel foil and Al grid/mesh) prepared via electro-deposition were also investigated, to further improve CO2 to fuels conversion. After, optimization of deposition and voltage using cyclic voltammetry, the fuels improved by 2-10 times over the highest net fuels achieved using metal NPs doped CNT electrodes

This report is the final part within our education, Industrial Organization and Economy focusing on Logistics and Management at Jönköping School of Engineering. The aim with this report is to coordinate recycle drives for deposited aluminum-cans and bottles collected from grocery stores within Jönköping county and locality. In the present situation both aluminum cans and bottles filled with drinks are distributed to the grocery stores by the brewery’s own distributers. At the same time as they supply the drinks they also discharge the grocery stores units with restored aluminumcans and bottles. To make it easier for the grocery stores to handle the goods in the future, all distribution of drinks ought to be directly delivered to the grocery stores own separate central warehouse. This means every brewery ought to instead supply their drinks to the grocery stores central warehouse instead of taking them directly to the grocery stores. The drinks will then be distributed from the central warehouse to the grocery stores in connection with their orders of provisions. Due to hygienic reasons it is not possible that the deposited units are transported together with the provision.Therefore a kind of recycle drive needs to be organized. By using computer-aided route planning systems every transport are optimized, which means the transportation and labour costs will be reduced. At the same time the strain on the environment will also be a reduced. The company, DPS Europe, an international supplier of professional designed route planning systems. They have assisted with computer software and support during the study. The software PlanLogix build optimized drive routes based on different presumptions, restrictions and parameters which is based on information given by Returpack, responsible for the Swedish bottle refund system. A week’s work requires 19 shifts, three shifts on every work day and two shifts on the weekends. How many times the deposited units need to be collected varies between each grocery store. It differs from seven times a week to one time every forth week. This will lead to a four-week schedule with 76 routes. The total cost for the bottle refund system is 603 459 SEK/four weeks, and the filling degree on the vehicles will be approximately 50 percent. If a bottle refund system is to be implemented it needs to be profitable for the environment, meaning the positive effects need to exceed the negative effects, which the transports cause. To implement deposit drives, the units of aluminum-cans and bottles needs to be higher so the filling degree increases. A proposal to increase the filling degree could be to decrease the number of times each grocery store gets their deposits collected. This will increase the filling degree since at every occasion there will be more units to collect and at the same time decrease the transportation. / Rapporten är det avslutande momentet av utbildningen Industriell Organisation och Ekonomi med inriktning Logistik och Ledning vid Jönköpings Tekniska Högskola. Målet med examensarbetet är att planera och utforma rutter utifrån förutbestämda kriterier, för returkörningar av pantade PET-flaskor och aluminiumburkar från livsmedelsbutiker i Jönköpings län med omnejd. I dagsläget distribueras konsumtionsfärdig dryck i aluminiumburkar och PET-flaskor till butiker med bryggeriernas egna distributörer som i samband med leveransen tömmer butikernas lager av pantade enheter. Men för att underlätta godshanteringen hos handlarna ska i framtiden distributionen istället ske till livsmedelskedjornas olika centrallager och därifrån distribueras tillsammans med butikens beställning av livsmedel. På grund av hygieniska skäl kan butikens pantade enheter inte samköras medlivsmedel vilket kräver att någon form av returkörning samordnas. Genom att använda datorstödd ruttplanering optimeras transporterna vilket betyder att transportkostnader och arbetskostnader minimeras samtidigt som miljöpåverkan reduceras. Företaget DPS Europe är en internationell leverantör av professionella ruttplaneringssystem som bistått med programvara och support. Med hjälp av programmet PlanLogix, från DPS Europe, har optimala körrutter byggts upp utifrån olika förutsättningar, begränsningar och parametrar baserade på information från Returpack, som ansvarar för det svenska pantsystemet. Det krävs 19 arbetsskift i veckan, tre skift på vardagar och två skift på helger, för att samtliga butiker ska få sina lager av pantade enheter tömda. Hämtningsfrekvensen hos butikerna varierar från sju gånger i veckan till en gång var fjärde vecka, vilket resulterar i att ett fyraveckorsschema med totalt 76 rutter skapas. Totalkostnaden är 603 459 kronor/fyra veckor och den använda lastkapaciteten på fordonen är 50 procent. Om ett retursystem ska användas måste det vara miljölönsamt, det vill säga att de positiva effekterna med retursystemet måste vara fler än de negativa konsekvenserna som ökade transporter medför. För att det ska bli försvarbart och lönsamt att utföra returkörningar för PET-flaskor och aluminiumburkar krävs en högt utnyttjande av lastkapacitet. Ett förslag som ökar utnyttjandet av lastkapaciteten är att minska butikernas hämtningsfrekvens så att det vid varje hämtningstillfälle finns mer pantande enheter att hämta. På så sätt ökar den använda lastkapaciteten samtidigt som transportsträckan reduceras.

<p>This report is the final part within our education, Industrial Organization and Economy focusing on Logistics and Management at Jönköping School of Engineering. The aim with this report is to coordinate recycle drives for deposited aluminum-cans and bottles collected from grocery stores within Jönköping county and locality.</p><p>In the present situation both aluminum cans and bottles filled with drinks are distributed to the grocery stores by the brewery’s own distributers. At the same time as they supply the drinks they also discharge the grocery stores units with restored aluminumcans and bottles. To make it easier for the grocery stores to handle the goods in the future, all distribution of drinks ought to be directly delivered to the grocery stores own separate central warehouse. This means every brewery ought to instead supply their drinks to the grocery stores central warehouse instead of taking them directly to the grocery stores. The drinks will then be distributed from the central warehouse to the grocery stores in connection with their orders of provisions. Due to hygienic reasons it is not possible that the deposited units are transported together with the provision.Therefore a kind of recycle drive needs to be organized.</p><p>By using computer-aided route planning systems every transport are optimized, which means the transportation and labour costs will be reduced. At the same time the strain on the environment will also be a reduced. The company, DPS Europe, an international supplier of professional designed route planning systems. They have assisted with computer software and support during the study. The software PlanLogix build optimized drive routes based on different presumptions, restrictions and parameters which is based on information given by Returpack, responsible for the Swedish bottle refund system.</p><p>A week’s work requires 19 shifts, three shifts on every work day and two shifts on the weekends. How many times the deposited units need to be collected varies between each grocery store. It differs from seven times a week to one time every forth week. This will lead to a four-week schedule with 76 routes. The total cost for the bottle refund system is 603 459 SEK/four weeks, and the filling degree on the vehicles will be approximately 50 percent.</p><p>If a bottle refund system is to be implemented it needs to be profitable for the environment, meaning the positive effects need to exceed the negative effects, which the transports cause. To implement deposit drives, the units of aluminum-cans and bottles needs to be higher so the filling degree increases. A proposal to increase the filling degree could be to decrease the number of times each grocery store gets their deposits collected. This will increase the filling degree since at every occasion there will be more units to collect and at the same time decrease the transportation.</p> / <p>Rapporten är det avslutande momentet av utbildningen Industriell Organisation och Ekonomi med inriktning Logistik och Ledning vid Jönköpings Tekniska Högskola. Målet med examensarbetet är att planera och utforma rutter utifrån förutbestämda kriterier, för returkörningar av pantade PET-flaskor och aluminiumburkar från livsmedelsbutiker i Jönköpings län med omnejd.</p><p>I dagsläget distribueras konsumtionsfärdig dryck i aluminiumburkar och PET-flaskor till butiker med bryggeriernas egna distributörer som i samband med leveransen tömmer butikernas lager av pantade enheter. Men för att underlätta godshanteringen hos handlarna ska i framtiden distributionen istället ske till livsmedelskedjornas olika centrallager och därifrån distribueras tillsammans med butikens beställning av livsmedel. På grund av hygieniska skäl kan butikens pantade enheter inte samköras medlivsmedel vilket kräver att någon form av returkörning samordnas.</p><p>Genom att använda datorstödd ruttplanering optimeras transporterna vilket betyder att transportkostnader och arbetskostnader minimeras samtidigt som miljöpåverkan reduceras. Företaget DPS Europe är en internationell leverantör av professionella ruttplaneringssystem som bistått med programvara och support. Med hjälp av programmet PlanLogix, från DPS Europe, har optimala körrutter byggts upp utifrån olika förutsättningar, begränsningar och parametrar baserade på information från Returpack, som ansvarar för det svenska pantsystemet.</p><p>Det krävs 19 arbetsskift i veckan, tre skift på vardagar och två skift på helger, för att samtliga butiker ska få sina lager av pantade enheter tömda. Hämtningsfrekvensen hos butikerna varierar från sju gånger i veckan till en gång var fjärde vecka, vilket resulterar i att ett fyraveckorsschema med totalt 76 rutter skapas. Totalkostnaden är 603 459 kronor/fyra veckor och den använda lastkapaciteten på fordonen är 50 procent.</p><p>Om ett retursystem ska användas måste det vara miljölönsamt, det vill säga att de positiva effekterna med retursystemet måste vara fler än de negativa konsekvenserna som ökade transporter medför. För att det ska bli försvarbart och lönsamt att utföra returkörningar för PET-flaskor och aluminiumburkar krävs en högt utnyttjande av lastkapacitet. Ett förslag som ökar utnyttjandet av lastkapaciteten är att minska butikernas hämtningsfrekvens så att det vid varje hämtningstillfälle finns mer pantande enheter att hämta. På så sätt ökar den använda lastkapaciteten samtidigt som transportsträckan reduceras.</p>

Cette recherche explore les différentes stratégies mises en place afin de minimiser les impacts négatifs encourus à la suite de la mise en service d'une voie de contournement pour les petites municipalités du Québec. Les stratégies identifiées ont été relevées dans la littérature, dans la documentation municipale ainsi que dans des études de cas, soit par des relevés terrains et des entretiens sur le territoire de quatre (4) municipalités. Les stratégies de planification mises sur pied visent essentiellement la configuration des entrées de villes, la signalisation ainsi que les programmes de revitalisation des noyaux urbains. Il ressort de l'analyse que la bonne acceptation sociale des voies de contournement est liée à la présence de concertation entre les différentes parties prenantes d'un projet tout au long de celui-ci. De plus, le temps écoulé entre les premiers balbutiements du projet et la mise en service d'une voie de contournement doit être d'une durée acceptable afin que des stratégies planifiées concordent avec le contexte économique et culturel dans lequel s'insèrera le projet. La recherche dresse ainsi le portrait des stratégies planifiées pour les municipalités situées le long de la route nationale 117 et ayant des voies de contournement. Plus spécifiquement, l'étude de cas porte sur les municipalités de Mont-Tremblant (secteur de Saint-Jovite), La Conception, Labelle et Rivière-Rouge dans la région des Laurentides. / This research explores the different strategies currently put into place to minimize the negative effects of the implementation of bypass routes on the small cities of the province of Québec. An assessment of the different strategies used was done by reviewing literature and municipal documentation, as well as reviewing case studies by analysing field reports and maintenance reports of four (4) municipalities. The planning strategies elaborated are essentially aimed at the configuration of city entrance lanes, the utilisation of road signs and the programs of revitalisation of urban areas. The main element that can be observed is that in order to have a good social acceptation of bypass routes, there has to be a good dialogue between the different parties involved, and that for the entire duration of the road works. Also, in order for the strategies to concord with the economic and cultural realities of the municipalities, the amount of time elapsed between the beginning of the project and the actual implementation of the relief route has to be reasonable. This research overlooks the strategies planned for municipalities that are located in the Laurentides region alongside national road 117 and that are accessible via a bypass route. More specifically, this case study focuses on the cities of Mont-Tremblant (Saint-Jovite aera) , La Conception, Labelle and Rivière-Rouge.

Dans les études sur le transport, les modèles de choix de route décrivent la sélection par un utilisateur d’un chemin, depuis son origine jusqu’à sa destination. Plus précisément, il s’agit de trouver dans un réseau composé d’arcs et de sommets la suite d’arcs reliant deux sommets, suivant des critères donnés. Nous considérons dans le présent travail l’application de la programmation dynamique pour représenter le processus de choix, en considérant le choix d’un chemin comme une séquence de choix d’arcs. De plus, nous mettons en œuvre les techniques d’approximation en programmation dynamique afin de représenter la connaissance imparfaite de l’état réseau, en particulier pour les arcs éloignés du point actuel. Plus précisément, à chaque fois qu’un utilisateur atteint une intersection, il considère l’utilité d’un certain nombre d’arcs futurs, puis une estimation est faite pour le restant du chemin jusqu’à la destination. Le modèle de choix de route est implanté dans le cadre d’un modèle de simulation de trafic par événements discrets. Le modèle ainsi construit est testé sur un modèle de réseau routier réel afin d’étudier sa performance. / In transportation modeling, a route choice is a model describing the selection of a route between a given origin and a given destination. More specifically, it consists of determining the sequence of arcs leading to the destination in a network composed of vertices and arcs, according to some selection criteria. We propose a novel route choice model, based on approximate dynamic programming. The technique is applied sequentially, as every time a user reaches an intersection, he/she is supposed to consider the utility of a certain number of future arcs, followed by an approximation for the rest of the path leading up to the destination. The route choice model is implemented as a component of a traffic simulation model, in a discrete event framework. We conduct a numerical experiment on a real traffic network model in order to analyze its performance.