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Ett ökat intresse för minskning av byggsektorns miljöavtryck i samband med det vertikala byggandet blir en alltmer aktuell fråga, vilket har lett till att intresset för att använda hållbara byggmaterial som trä har ökat. Denna studie går ut på att undersöka den strukturella prestandan hos en befintlig armerad betongbyggnad och en motsvarande träbyggnad, samt att jämföra resultaten. Den befintliga referensbyggnaden är ett flerbostadshus bestående av 10 plan som är belägen i Sverige, i Gävle.  Denna fallstudie utförs i två steg med programvaran Strusoft FEM Design. Första steget består av modellering, analys och dimensionering av den befintliga referensbyggnaden utifrån de erhållna arkitekts- och konstruktionsritningar. Andra steget är modellering, analys och dimensionering av en exakt motsvarande träbyggnad. Träbyggnaden modelleras och dimensioneras så att den både klarar samma belastning och krav som den armerade betongbyggnaden. Resultat för båda byggnadernas bärförmåga, reaktionskrafter, spänningar, deformationer, stabilitet och totala vikt tas fram, studeras och jämförs.  För att träbyggnaden skulle uppnå godkända resultat krävdes några förstärkningar som exempelvis extra pelare och balkar samt större dimensioner på konstruktionselementen. Resultaten visar att i första hand uppnås en högre utnyttjandegrad hos konstruktionselementen i den armerade betongbyggnaden än hos dem i träbyggnaden, samt att tryck- och dragspänningarna som uppstått ligger inom godkända intervaller för båda byggnaderna. Vad gäller nedböjningen är den betydligt mindre i den armerade betongbyggnaden än i träbyggnaden, men ändå inom de godkända ramarna för båda byggnaderna. Resultaten visar dessutom att den största reaktionskraften i den armerade betongbyggnaden är dubbelt så stor som den i träbyggnaden, och att båda byggnaderna är stabila med rådande förutsättningar men med enda skillnaden att den armerade betongbyggnaden kan motstå en större andel av lastökning innan den blir ostabil. Slutligen leder bytet av byggmaterial från armerad betong till trä till att den totala vikten av träbyggnaden endast motsvarar ca 19% av den armerade betongbyggnadens totala vikt. Utifrån de erhållna resultaten kan det konstateras att om den armerade betongbyggnaden hade utförts av enbart trä hade träbyggnaden klarat kraven för den strukturella prestandan med godkända värden. Dock skulle några små ändringar och förstärkningar behöva göras. / An increased interest in decreasing the environmental impact caused by the construction sector as well as vertical urbanization becoming an increasingly topical issue has led to an increased interest in using sustainable construction materials such as timber. This study aims to investigate the structural performance of an existing multi-storey residential building made of reinforced concrete (RC), and its corresponding timber building, as well as to compare the results. The existing reference building consists of 10 storeys and is located in Gävle, Sweden.  This case study is carried out in two stages using the Strusoft FEM Design program. The first step includes modelling, analysis, and design of the reference RC building based on the obtained architectural and structural drawings. The second step is about modelling, analysis, and design of its exact corresponding timber building. The timber building is modelled and designed so that it can withstand the same loads and requirements as the RC building. Results for both buildings’ bearing capacity, reaction forces, stresses, deformations, stability, and total weight are obtained, compared, and discussed.  For the timber building to achieve approved results, some reinforcements were required, such as extra columns and beams as well as larger dimensions for the structural elements. The results show that firstly a higher utilisation ratio is reached for the structural elements in the RC building compared with the timber building, as well as the tensile and compressive stresses are within approved ranges for both buildings. Regarding the deflection results, they are significantly less in the RC building than in the timber building, but still within the approved limits for both buildings. The results also demonstrate that the greatest reaction force in the RC building is twice as large as that in the timber building. Moreover, both buildings are stable with the current conditions, though the RC building may withstand a greater proportion of load increase before it becomes unstable. Finally, the change of the construction material from RC to timber leads to the total weight of the timber building to be about 19% of the RC building. Based on the obtained results, it can be stated that if the RC building had instead been constructed of only timber, the timber building would have met the requirements for the structural performance with approved values. However, some small changes and reinforcements were needed.

The effects of eutrophication in lakes and the open seas has been largely the result of phosphorus (P) that accumulate in the sediment. Eutrophication occurs mainly in the waters in densely populated coastal areas and agricultural dominated areas and occurs when an excess of nutrients reach the soil and water. In situ capping is a proven method to inhibit P and is the method used in this study. A capping is placed on the polluted sediment surface to physically isolate it and reduce the release of P and prevent resuspension, i.e. suspension of already precipitated P. The possibility of inhibiting P by using sediment capping and the reactive filter materials (sorbents) argon oxygen decarburisation (AOD) slag in particle size fractions 0-0.5 mm and 2-8 mm and electric arc furnace (EAF) slag in particle size fraction 1-2.36 mm, have been investigated. Soluble reactive phosphorus (SRP), also called orthophosphates, were the main species of P investigated in this study. A total of three studies were conducted in Lake Erhai in Dali China, during April 2016. One pre-study was conducted at ten different sites in the lake, which aimed to find the most P polluted site. This site was chosen for the main study. The main study aimed to investigate if the aforementioned sorbents managed to absorb  orthophosphates after contact with lake sediment for seven days. The post-study was conducted to see if the sorbents themselves released any orthophosphates into the water. The water samples were tested for pH, conductivity and dissolved oxygen (DO) before and after contact with lake sediment. The slag materials and lake sediment were studied with inductively coupled plasma (ICP) spectroscopy and X-ray diffraction (XRD) to detect elements and compounds. Obtained results showed that the AOD slag (0-0.5 mm) could absorb 96% of the orthophosphates. However, both the AOD slag (2-8 mm) and EAF slag (1-2.36 mm) showed an increase of orthophosphates in the water after contact with lake sediment. The XRD analysis showed contents of silica (Si) and calcium (Ca) compounds in all of the slag materials, which was expected due to the configuration of these materials. The ICP analysis showed that 2% P was absorbed by the EAF (1-2.36 mm) slag, but there were no absorption by the AOD (0-0.5 mm) or AOD (2-8 mm) slag. The conclusion from this study is that AOD slag (0-0.5 mm) can be used successfully in P remediation projects because it absorbs 96% of the orthophosphates. The results are consistent with previous results from (Zuo et al., 2015) and (Renman et al., 2013).

The purpose of this Master thesis is to study two different ways of start-up in anaerobic digesters under thermophilic conditions. As awareness for energy supply is growing, municipal waste water treatment uses a common treatment to stabilize sewage sludge which is called, anaerobic digestion (AD). Anaerobic digestion can transform the organic matter to combustible biogas which contains 60-70% methane. Biogas is usually referred to as a mixture of carbon dioxide (C02) and methane gas (CH4). The most common way to anaerobically treat sewage sludge at wastewater treatment plants in Sweden is on mesophilic conditions (30-40℃). Only 12 plants in the country treat sewage sludge in thermophilic conditions 50-60℃. Mesophilic digestion is considered as a more stable process but requires a longer hydraulic retention time to reach digestibility compared to thermophilic digestion. The higher temperature also enables a pathogenic destruction capacity which means that thermophilic digestion can be used as a sanitation method for sewage sludge.

Som del av Stockholms arbete mot att bli en hållbar stad så strävar man efter att öka andelen cykelresor i staden. Förutom minskningen i koldioxidutsläpp som resulterar av att färre använder motorfordon så skulle detta ha en positiv effekt på folkhälsan. Detta arbete har undersökt vilka infrastrukturåtgärder som skulle ha en positiv effekt på andelen cyklister i Stockholm. Ett viktigt steg för att åstadkomma detta var att identifiera vilka faktorer som är viktigast för att avgöra om folk väljer att cykla istället för att använda andra transportmedel och vilka av dessa som Stockholm har mest problem med. När dessa brister blivit identifierade var nästa steg att hitta infrastrukturkoncept från olika delar av världen som skulle kunna åtgärda dem. Efter det så gordes en utvärdering av vilka effekter som dessa koncept skulle kunna få om de infördes i Stockholm. Avslutningsvis har koncepten utvärderats efter vilka som antas kunna nå målen så effektivt som möjligt och om dessa skulle kunna ha negativa sekundäreffekter. De koncept som fick bäst resultat i utvärderingen var Utbyggnad av cykelbanor och Cykelgator, där cyklister har prioritet och bilister måste anpassa sig efter cyklisterna. / As a part of Stockholm’s aim to become a sustainable city it strives to increase the modal share of cycling in the city. Apart from the decrease in carbon dioxide emissions as a result of the decreasing use of motor vehicles it would also have positive effects on people's health. This work examined different infrastructure projects that could have a positive effect on the modal share of cyclists in Stockholm. An important step to accomplish this was to identify a number of factors that influence whether people choose to travel by bike instead of other modes of transportation and which of these that Stockholm have the most problems with. When these issues had been identified, the next step was to find infrastructure concepts from different parts of the world that could have a positive effect on these problems. After that the concepts were evaluated to assess what effect they would have if implemented in Stockholm. The last part of the work was to evaluate which of these concepts would be most efficient at accomplishing these goals and assess whether they would have any negative secondary effects. The concepts that were considered the most appropriate were building bicycle paths and designating specific bicycle roads, where bikes are the prioritized type of traffic and car drivers have to adjust their speed and driving pattern to match the cyclists’.

Stormwater falling on outdoor waste disposal areas becomes polluted via contact with waste materials. It contains various pollutants. On the basis of the present study, stormwater runoffs from five different types of waste disposal sites have been collected and characterized in two modern waste management centers where several waste management activities are carried out. Mean values and 90% confidence intervals of nutrients, eight types of trace metals (Pb, Cd, Cr, Hg, Ni, Zn, As, Cu), petroleum oils, BOD, TOC, PH, dissolved oxygen, Cl, and conductivity were all calculated. Of many investigated stormwater quality parameters, runoff from certain areas showed measured values above the limits for direct discharge into recipients at Löt waste management center. The pollutants transported by stormwater represent a significant threat to the environment and possible treatment methods were analyzed. A high variability of stormwater runoff quality was found not only among different waste disposal sites, but also in data measured at the same waste disposal site of different sampling events. Sampling experiences and analyzed results indicate that the frequent changes in activities carried out on waste disposal sites, the sampling time in each sampling event, weather conditions, the amount of waste dust on sites surfaces, and waste characteristics all have impacts on the amount of pollutants transported by stormwater. Besides, a simply designed stormwater sedimentation experiment was conducted along with this study and it proved to be very effective for the removal of suspended soils and particle-associated pollutants.

Trafikverket tog beslut den 15:e juni 2018 att övergå från TDOK 2013:0267 Bärighetsberäkningar version 4 till version 5. I version 4 föreskrev regelverket att Boverkets handbok om betongkonstruktioner, som förkortas till BBK 04, ska följas vid bärighetsberäkningar för broar. TDOK 2013:0267 version 5 hänvisar däremot till SS-EN 1992-1-1, Eurokod 2.Eurokod2 använder fackverksmodellen som beräkningsmetod för tvärkraftskapacitet medan BBK04 använder sig av additionsmodellen som beräkningsmetod. Boverkets handbok om betongkonstruktioner hänvisar även till en alternativ metod, fackverksmodellen. Denna skiljer sig dock någotfrån Eurokodens fackverksmodell. Studien ägnas åt att påpeka skillnaderna mellan regelverken och undersöka vilken av metoderna som ger högst klassningsvärde på en befintlig bro.Fackverksmodellen förutsätter att konstruktionen verkar som ett fackverk där det utgås från att tvärkraften fångas upp av armeringens dragkraft och betongens tryckkrafter. Additionsmodellen bygger däremot helt på empiriska underlag och har ingen verklighetsbaserad teori bakom sig.Resultaten visar att additionsmodellen ger högre Axel-och Boggivärden för både tvärkraftsarmerade tvärsnitt och tvärsnitt som inte erfordrar tvärkraftsarmering. Fackverksmodellen enligt BBK04 och Eurokod 2 resulterar i samma bärighetsklass med marginell skillnad på Axel-och Boggivärdena. Vid beräkning enligt fackverksmodellen får den befintliga bron Bärighetsklass 2(BK2), däremot erhåller bronden högreklassenBärighetsklass 1(BK1)med beräkningar enligt additionsmodellen. / The Swedish Transport Administration decided on June 15 2018,to transferfrom TDOK 2013:0267 version 4 to version 5. In version 4, the regulations stipulated that the Swedish concrete handbook, which is shortened to BBK 04, mustbe followed when calculating the bearing capacity of bridges. TDOK 2013:0267 version 5, on the other hand, refers to SS-EN 1992-1-1, Eurocode 2. Eurocode 2 uses the strutand tie model as a calculation method for shear resistance, while BBK04 uses the addition model as a calculation method. The Swedish concrete handbook also refers to an alternative method, which is the strut-tie model, which is however slightly different from the Eurocode strutand tie model. Thisstudy is devoted to identifyingthe differences between the regulations and examining which of the methodsthatgive the highest classification value on an existing bridge.The strutand tie model assumes that the structural member acts as a truss where it is assumed that the shear force is captured by the tensile forcesof the reinforcement and the compressiveforces of the concrete, while the additionmodel is basedsolelyon empirical findingsand has no reality-based theory behind it.The results show that the additionmodel provides higher Axleand Boggievalues for both shearreinforced cross sections as well as cross sections that do not require shear reinforcement. The strutand tie modelsaccording to BBK04 and Eurocode 2 result in the same bearing capacity class with a marginal difference between the Axleand Boggievalues. When calculating according to the strutand tie model, the existing bridge receives bearing capacity class 2(BK2), while with the addition model the same bridge receives bearing capacity class 1(BK1), which means that heavier vehicles are allowed to pass it.

Digitala terrängmodeller (DTM) avbildar verkligheten i en digital miljö och användsför olika typer av analys och planering, till exempel volymuppskattning.Volymuppskattning av terräng är en viktig undersökning som vanligtvis används inomgruv- och byggbranschen där det är viktigt att reglera arbeten. Därför är noggrannaDTM:er betydelsefulla för planering och analys inom exploatering. DTM:er skapasmed höjddata inmätt med varierande mätmetoder, bland dessa är flygburenlaserskanning (FLS). Laserdata Nedladdning, NH och Laserdata Nedladdning, skog är tvåhöjddata set insamlade med FLS av Lantmäteriet. Lantmäteriets laserprodukter täckerstora delar av Sverige och används främst för modellering och uppdatering av dennationella höjdmodellen. Laserdatas kvalitet påverkas av den inmätta områdetsegenskaper som vegetation och terrängtyp.Denna studie syftar till att belysa om kvaliteten för volymuppskattning med LaserdataNedladdning, NH och Laserdata Nedladdning, skog. Höjdosäkerheter i DTM:er skapadefrån Lantmäteriets laserprodukter och likhet i uppskattad volym till referensdataligger i fokus. DTM:ernas osäkerheter i höjd har beräknats genom att jämföralaserdata mot inmätt kontrolldata. De uppskattade volymerna från DTM:er skapademed de olika laserdata jämförs mot volym uppskattad från referensdata. Studiengenomförs över slaggvarpsområdet i Falun.Studien har kommit fram till att Laserdata Nedladdning, NH har minst avvikelse frånkontrolldatat där osäkerheten i höjd var 0,059 m ± 0,002 m och 0,114 ± 0,001 m ihöjd för Laserdata Nedladdning, skog. Resultaten från studien visat också att volymenuppskattad med Laserdata Nedladdning, NH avviker minst från volymen uppskattadmed referensdata, med en avvikelse på 1 760,93 m3eller 0,6 % av referensdata totalavolym. I jämförelse avvek Laserdata Nedladdning, skog med 2 421,42 m3eller 0,8 %.Med dessa resultat konstateras det att Laserdata Nedladdning, NH lämpar sig bäst förvolymuppskattning av slaggvarpen i Falun. / Digital terrain models (DTM) allow for virtual reality in a digital environment andare used for different types of analysis and planning, for example volume estimation.Volume estimation of the terrain is an important type of analysis that is usually usedin the mining and building industry where exploitation is often regulated. Because ofthis, precise DTMs are important for planning and analysis. DTMs are created withheight data collected with various methods, among these methods is airborne laserscanning. Laser data Download, NH and Laser data Download, forest are two heightdatasets collected with airborne laser scanning by Lantmäteriet. These laser productscover large parts of Sweden and are mainly used for modelling and updating thenational height model. The quality of laser data is affected by the scanned areascharacteristics such as vegetation cover and terrain type.This study’s purpose is to inform on the quality of the volume estimation performedby Laser data Download, NH and Laserdata Download, forest. Height uncertainties inDTMs created from Lantmäteriet’s laser products and likeness to the estimatedvolume by reference data are the focus of this study. The DTMs height uncertaintieswere calculated by comparing the laser data to control data collected from the studyarea. The estimated volumes from the laser products were compared to a volumeestimated from reference data. The study was performed over slag heaps in Falun,Sweden.This study has found that Laser data Download, NH has the least height deviation fromthe control data where the calculated deviation was 0,059 m ± 0,002 m. For Laserdata Download, forest the deviation was calculated to 0,114 m ± 0,001 m. The volumecomparison shows that Laser data Download, NH has the smallest deviation from thereference data at 1 760,93 m3 or 0,6 % of the reference data’s total volume. Incomparison, Laser data Download, forest deviated by 2 421,42 m3and 0,8 %. Inconclusion Laser data Download, NH is best suited for volume estimation of the slagheaps in Falun.

Archipelagos are rural regions characterized by their distinct geo-graphic layouts with many separated island communities. Water bodies hinder access to community services and make a well-functioning ferry-based public transport system the only feasible means of mass transportation. Both between islands and to connect to the mainland. Maritime environments provide great routing flexibility. However, outdated or imprecise nautical charts can hinder the safe use of such possibilities in commercial traffic.  This thesis develops methods for strategic planning of archipelago transportation systems, enabling the valuation of novel fairways. Contributions are made to the fields of applied optimization and statistical modeling of spatial data considering the distinct features of archipelago environments.  To improve the inference of fairways, a data fusion model for combining traditional bathymetric data and ship trajectory data from the automatic identification system (AIS) for depth inference is developed. It utilizes probabilistic modeling and survival analysis for spatial interpolation of the two qualitatively different sources of information. To handle the large amounts of automatic identification system (AIS) data and the non-stationarity cause by holes (islands) in the model region, a discretized mesh approach is used.  In the second step an optimization model for joint network design and scheduling of ferry public transport, with the capability of evaluating currently unavailable fairways with opening costs. In this study, characteristic features of archipelago ferry networks are identified. These features are then expressed using a modified vehicle routing model with multiple trips. Results show that factors such as traffic requirements, operating costs and fleet composition has a large impact on the value of a fairway.  In summary, the thesis develops methods for inferring novel fairways using the alternate source of information provided by ship trajectory data. To evaluate such fairways, an optimization model for assessing their scheduling value in ferry based public transport systems is developed. / Skärgårdar utgör landsbygdsområden kännetecknade av sina särskilda geografiska förutsättningar. Vatten separerar ösamhällen och utgör fysiska begränsningar som påverkar tillgången till samhällstjänster. De gör ett väl fungerande vattenburet kollektivtrafiksystem centralt för att möjliggöra god tillgänglighet både mellan öarna och till fastlandet för alla invånare. Marina miljöer erbjuder vidare stor flexibilitet i ruttplaneringen. Däremot kan föråldrade eller oprecisa sjökort hindra säker användning av sådana möjligheter i kommersiell trafik. Denna avhandling utvecklar metoder för att förbättra den strategiska planering av skärgårdars transportsystem och möjliggöra värdering av nya farleder. Bidrag görs inom tillämpad optimering och rumslig statistisk modellering som tar hänsyn till de särskilda egenskaperna skärgårdsmiljöer besitter. För att förbättra skattningen av farleder utvecklas en datafusionsmodell som kombinerar traditionella djupdata med fartygstrajektorier från Automatic Identification System (AIS). Probabilistisk modellering och överlevnadsanalys används för rumslig interpolering av de två kvalitativt olika informationskällorna. För att hantera de stora datamängderna i AIS-datat och icke-stationäriteten som introduceras av hål (öar) i studieområdet används en diskretiserad modelleringsansats. I det andra steget utvecklas en optimeringsmodell för kombinerad nätverksdesign och schemaläggning av färjetrafiken. Modellen, som baseras på en modifierad ruttplaneringsmodell med flera resor, inkluderar många av de karakteristiska drag för skärgårdstrafik som identifierats och erbjuder möjlighet att utvärdera för närvarande otillgängliga korridorer med fasta öppningskostnader. Resultaten visar att faktorer såsom trafikeringskrav, driftskostnader och fordonsflottans sammansättning bör tas i beaktande vid värdering av nya farleder. Sammanfattningsvis pekar avhandlingen på hur förbättrad djupinformation kan hjälpa till att härleda möjliga transportkorridorer som inte finns med i sjökorten. Den presenterar vidare en metod för inferens av sådanna farleder baserad på faktiska fartygstrajektorier och utvecklar i nästa steg en optimeringsmodell som i ett helhetsgrepp bedömer deras värde i kollektivtrafiksystemet. / <p><strong>Funding:</strong> Financing was provided by the Swedish Transport Administration (Trafikverket) via the Swedish Maritime Administration (Sjöfartsverket) under grant TRV 2019/119584.</p>

In an era where global sustainability and reduced carbon emissions are central challenges, awareness of climate impact and sustainable construction methods within the construction industry has increased. This study addresses the question of fictitious replacing traditional steel columns with cross-laminated timber (CLT) as the load-bearing structure in the outer walls of an existing building. Additionally, the existing building will fictitious be extended with additional floors to gain a deeper understanding of whether the use of CLT is a potential solution to reduce the sector's ecological footprint. The aim of the study is to evaluate the potential benefits of replacing steel columns with load bearing CLT walls in multi-family houses. The three aspects to be analyzed are the total carbon emissions of the outer wall in the manufacturing process depending on floor height, the total material cost of the wall depending on floor height, and the U-value of the wall construction depending on floor height. Through these three questions, the study aims to contribute to a deeper understanding of CLT's potential role as a sustainable material within the Swedish construction industry. The research questions were analyzed by calculating the dimensions of the outer wall construction for each floor height following Eurocode’s guidelines and using Excel for flexibility in adjusting building parameters. The carbon emissions of the outer wall were analyzed by obtaining product-specific Environmental Product Declarations (EPDs) and analyzing stages A1 to A3. Material costs were analyzed using the Bidcon software program. The U-value is calculated and analyzed according to Eurocode’s guidelines, with Excel used for calculations. The results indicate that CLT generally outperforms steel in terms of carbon emissions and cost-effectiveness, especially in taller buildings. Differences are negligible in lower buildings but become significant as height increases. The CLT construction consistently demonstrates better thermal performance across all building heights. The study's findings underscore the importance of well-informed material choices to create economically and ecologically sustainable buildings.