By 2020 there will be 50 billion connected devices over the Internet. With the fast-increasing data traffic demand in both fixed and mobile networks, network operators need to migrate networks towards next generation solutions. The network migration requires the enormous investment in equipment and infrastructure, while the revenues are not expected to grow significantly. Therefore, one of the main challenges for network operators is to find out a proper cost-effective optical network solution that can match future high capacity demand and flexibly support multiple network services on a common network infrastructure. The first part of the thesis addresses the Active Optical Network (AON) and its migration strategies towards Next Generation Optical Access (NGOA) solutions. Several migration strategies are proposed from the perspective of network topology, data plane and control plane. A general methodology for Techno-Economic analysis has been developed and applied to the Total Cost of Ownership (TCO) calculation of different NGOA solutions. The thesis provides a complete cost evaluation of AON migration paths, which can be used by network operators to assess the economic feasibility of network migration. A converged Optical Transport Network (OTN) that can serve both fixed and mobile network services is beneficial from the cost-saving perspective. However, the different types of services, require different network performance. The second part of the thesis focuses on the investigation of the converged OTN that can be flexibly and timely adjusted to satisfy varying service conditions. A programmable OTN featured with Wavelength Division Multiplexing (WDM) in the data plane and Software Defined Networking (SDN) in control plane has been proposed. To demonstrate the benefits of the converged OTN, the thesis also provides a multi-domain orchestration architecture for the multiple network services.  The resource orchestration, across three network domains: OTN, mobile network and cloud, enables agile service creation and optimized resource allocation among the multiple domains. / <p>QC 20170512</p>

Most organisations use several data management and business intelligence solutions which are on-premise and, or cloud-based to manage and analyse their constantly growing business data. Challenges faced by organisations nowadays include, but are not limited to growth limitations, big data, inadequate analytics, computing, and data storage capabilities. Although these organisations are able to generate reports and dashboards for decision-making in most cases, effective use of their business data and an appropriate business intelligence solution could achieve and retain informed decision-making and allow competitive reaction to the dynamic external environment. A data management and analytic model has been proposed on which organisations could rely for decisive guidance when planning to procure and implement a unified business intelligence solution. To achieve a sound model, literature was reviewed by extensively studying business intelligence in general, and exploring and developing various deployment models and architectures consisting of naïve, on-premise, and cloud-based which revealed their benefits and challenges. The outcome of the literature review was the development of a hybrid business intelligence model and the accompanying architecture as the main contribution to the study.In order to assess the state of business intelligence utilisation, and to validate and improve the proposed architecture, two case studies targeting users and experts were conducted using quantitative and qualitative approaches. The case studies found and established that a decision to procure and implement a successful business intelligence solution is based on a number of crucial elements, such as, applications, devices, tools, business intelligence services, data management and infrastructure. The findings further recognised that the proposed hybrid architecture is the solution for managing complex organisations with serious data challenges. / Computing / M. Sc. (Computing)

Energy efficiency within the transport sector - A case study on the vehicle fleet of a companyIsak EklövThe environmental objective of zero net emissions of greenhouse gases by 2045 asdecided by the Swedish parliament establishes a framework for a standard thatimplies a demand for considerable changes within many sectors at both technical and political level. The need for long term efficiency solutions with respect tosustainability to be able to reach this goal is great and one step towards this couldpotentially be an adaption to an increased amount of vehicles with alternative fuelsin the vehicle fleet of Sweden. This thesis examined the potential for companiesto reduce their life-cycle emissions of greenhouse gases as well as the total cost ofownership (TCO) for their vehicles by changing the composition of their vehiclefleet.The project started with a literature review of a general character where data forlife-cycle emissions of greenhouse gases as well as TCO for different vehicle typeswas examined and collected. Then the life-cycle emissions of greenhouse gases andTCO were calculated for the different vehicle types through a case study on thevehicle fleet of a company. Finally a programming script was developed to increasethe efficiency of the process which was then used to create scenarios with differentcompositions of the vehicle fleet. A sensitivity analysis was also carried out to evaluate the robustness of the life cycle calculations where the parameters individuallywere altered and the effect on the final result was examined.The result of the case study showed that alternative fueled vehicles are expected tolead to lower life-cycle emissions of greenhouse gases compared to the conventionalalternatives for all vehicle types where alternative fuels are commercially available.The only exception for this was the electric fringe benefit vehicle with a 100 kWhbattery which was expected to lead to higher life-cycle emissions than its fossilalternatives. The result of the cost analysis showed a similar pattern but in thiscase the service vehicle fueled with gas was expected to lead to a higher value ofTCO than its fossil alternatives. The sensitivity analysis for life-cycle emissionsof greenhouse gases showed that production of lithium-ion batteries, vehicle base production and tailpipe emissions were the most contributing parameters forfringe benefit vehicles. The purchase cost was found to be the most contributingparameter for TCO.The result of the scenario analysis showed that there is a potential to decreaseiiilife-cycle emissions of greenhouse gases by 22 % of the total life-cycle emissionsfor the vehicle fleet according to the Base-case scenario. The potential to decreaseTCO was found to be 1,1 %. The other scenarios showed a potential decrease forlife-cycle emissions of 37 % and a cost decrease of 7 % individually.Key words: greenhouse gas emissions, alternative fuels, electric vehicles, totalcost of ownership, life cycle assessment, sustainable vehicle fleet

[ES] Los estudios realizados en el pasado han demostrado que, a pesar de tener cero emisiones del tubo de escape, un vehículo completamente eléctrico tiene emisiones durante el ciclo de vida. El desarrollo tecnológico a lo largo de los años por parte de la humanidad ha llevado constantemente a un aumento de la dependencia energética. Desafortunadamente, esta energía proviene principalmente de fuentes fósiles. Uno de los principales consumidores de energía de origen fósil es la industria del transporte, que utiliza petróleo y diesel como combustibles. Estos combustibles se queman en motores de combustión interna para producir energía debido a su alto poder calorífico. Dado que estos son combustibles a base de carbono, genera dióxido de carbono durante el proceso, que es un gas de efecto invernadero. Por lo tanto, ha habido un seguimiento y una regulación muy estrictos de los tubos de escape de los automóviles a lo largo de los años. Recientemente, diferentes regiones del mundo han planeado prohibir la venta de vehículos convencionales basados en motores de combustión interna. Por lo tanto, vender solo vehículos con cero emisiones de escape, como vehículos eléctricos de batería y vehículos eléctricos de pila de combustible. Esto se debe principalmente a la intensidad de las emisiones de la combinación de electricidad, para alimentar las baterías y el proceso de fabricación de baterías para vehículos eléctricos de batería. Mientras que los vehículos eléctricos de pila de combustible dependen de la intensidad de emisión de la producción de hidrógeno. Dado que la producción actual de hidrógeno es muy limitada y tiene un alto contenido de carbono, los vehículos eléctricos de batería son los preferidos para reemplazar a los vehículos con motor de combustión interna. Otra razón detrás del impulso de este cambio es la alta eficiencia de los sistemas de propulsión eléctricos. A pesar de eso, es muy difícil para los vehículos eléctricos de batería igualar el rango de conducción de los vehículos con motor de combustión interna debido a la gran diferencia en la densidad de energía de las baterías y los combustibles líquidos. En condiciones reales de conducción, este rango de conducción es aún más reducido, a pesar de tener grandes paquetes de baterías a bordo. Esta es una limitación importante para el uso de vehículos eléctricos de batería, hasta que se desarrolle una infraestructura de carga extensa. Por ello, en esta tesis se evalúa el potencial de reducción de emisiones de los vehículos eléctricos con un enfoque de ciclo de vida para turismos y autobuses. Esto se hace comparando sus emisiones con las de los vehículos diésel convencionales y eléctricos híbridos para ciclos de conducción reales utilizando simulaciones numéricas 0D. Esto se complementa con estudios del costo del ciclo de vida de los diferentes vehículos para ver qué opción de tren motriz puede ser más eficiente. Además, los combustibles sintéticos bajos en carbono también se están evaluando como una solución alternativa para reemplazar el combustible diesel y ver el cambio que puede traer al ciclo de vida de los vehículos con motor de combustión interna. Estas evaluaciones se realizan para diferentes ubicaciones a nivel mundial para observar los factores locales que afectan los resultados. Por lo tanto, este trabajo tiene como objetivo evaluar los resultados del ciclo de vida para los responsables políticos y los fabricantes de automóviles a nivel mundial, tanto de las emisiones como del costo, asociados con cada opción de tren motriz. Como resultado de esta investigación, se observan varios desafíos relacionados con los vehículos eléctricos de batería que deben abordarse antes de su adopción masiva. Por lo tanto, se propone el uso de vehículos híbridos como una solución a corto plazo para abordar la urgencia de reducción de emisiones globales. Lo cual, de hecho, también puede considerarse una solución a largo plazo si funciona con combustibles bajos en carbono. / [CA] Els estudis realitzats en el passat han demostrat que, malgrat tenir zero emissions del tub d'escapament, un vehicle completament elèctric té emissions durant el cicle de vida. El desenvolupament tecnològic al llarg dels anys per part de la humanitat ha portat constantment a un augment de la dependència energètica. Desafortunadament, aquesta energia prové principalment de fonts fòssils. Un dels principals consumidors denergia dorigen fòssil és la indústria del transport, que utilitza petroli i dièsel com a combustibles. Aquests combustibles es cremen en motors de combustió interna per produir energia a causa del seu alt poder calorífic. Atès que són combustibles a base de carboni, genera diòxid de carboni durant el procés, que és un gas d'efecte hivernacle. Per tant, hi ha hagut un seguiment i una regulació molt estrictes dels tubs de fuga dels automòbils al llarg dels anys. Recentment, diverses regions del món han planejat prohibir la venda de vehicles convencionals basats en motors de combustió interna. Per tant, vendre només vehicles amb zero emissions d'escapament, com ara vehicles elèctrics de bateria i vehicles elèctrics de pila de combustible. Això es deu principalment a la intensitat de les emissions de la combinació delectricitat, per alimentar les bateries i el procés de fabricació de bateries per a vehicles elèctrics de bateria. Mentres que els vehicles elèctrics de pila de combustible depenen de la intensitat d'emissió de la producció d'hidrogen. Atès que la producció actual dhidrogen és molt limitada i té un alt contingut de carboni, els vehicles elèctrics de bateria són els preferits per reemplaçar els vehicles amb motor de combustió interna. Una altra raó darrere de l¿impuls d¿aquest canvi és l¿alta eficiència dels sistemes de propulsió elèctrics. Tot i això, és molt difícil per als vehicles elèctrics de bateria igualar el rang de conducció dels vehicles amb motor de combustió interna a causa de la gran diferència en la densitat denergia de les bateries i els combustibles líquids. En condicions reals de conducció, aquest rang de conducció encara és més reduït, tot i tenir grans paquets de bateries a bord. Aquesta és una limitació important per a lús de vehicles elèctrics de bateria, fins que es desenvolupi una infraestructura de càrrega extensa. Per això, en aquesta tesi s"avalua el potencial de reducció d"emissions dels vehicles elèctrics amb un enfocament de cicle de vida per a turismes i autobusos. Això es fa comparant les seves emissions amb les dels vehicles dièsel convencionals i elèctrics híbrids per a cicles de conducció reals utilitzant simulacions numèriques 0D. Això es complementa amb estudis del cost del cicle de vida dels diferents vehicles per veure quina opció de tren motriu pot ser més eficient. A més, els combustibles sintètics baixos en carboni també s'estan avaluant com a solució alternativa per reemplaçar el combustible dièsel i veure el canvi que pot portar al cicle de vida dels vehicles amb motor de combustió interna. Aquestes avaluacions es fan per a diferents ubicacions a nivell mundial per observar els factors locals que afecten els resultats. Per tant, aquest treball té per objectiu avaluar els resultats del cicle de vida per als responsables polítics i els fabricants d'automòbils a nivell mundial, tant de les emissions com del cost, associats amb cada opció de tren motriu. Com a resultat d'aquesta investigació, s'observen diversos desafiaments relacionats amb els vehicles elèctrics de bateria que cal abordar abans de la seva adopció massiva. Per tant, es proposa utilitzar vehicles híbrids com una solució a curt termini per abordar la urgència de reducció d'emissions globals. Això, de fet, també es pot considerar una solució a llarg termini si funciona amb combustibles baixos en carboni. / [EN] Several studies in the past have shown that despite having zero tailpipe emissions in a fully electric vehicle, it does have emissions when evaluated on a life cycle basis. Technology development over the years by humankind has constantly led to an increase in energy dependence. Unfortunately, this energy comes mainly from fossil-based sources that are limited. One major consumer of fossil-based energy sources is the transportation industry, which uses fossil-based petrol and diesel as fuels. These fuels are burned in internal combustion engines to produce energy due to their high calorific value. Since these are carbon-based fuels, it generates carbon dioxide during the combustion process, which is a greenhouse gas and leads to global warming. Therefore, there has been very strict monitoring and regulation of its emissions from the automotive tailpipes over the years. In recent years, different regions across the world have planned to completely stop the sale of conventional internal combustion engine-based vehicles. Thus, selling only zero tailpipe emission vehicles such as battery electric vehicles and fuel cell electric vehicles. This is primarily due to the emission intensity of the electricity mix used to power the batteries and from the battery manufacturing process for battery electric vehicles. At the same time, the fuel cell vehicle depends mainly on the emission intensity of hydrogen production. Since current hydrogen production is very limited and carbon-intensive, battery electric vehicles are highly favoured to replace internal combustion engine vehicles soon. Another reason behind the push for this shift is the high efficiency of electric powertrains. Despite that, it is very challenging for battery electric vehicles to match the driving range of internal combustion engine vehicles due to the large difference in the energy density of batteries and liquid fuels, currently. Further, in real driving conditions, this driving range is even more reduced for electric vehicles, even after having large battery packs on board. This is a major limitation for battery electric vehicles, especially for the ones meant for long haul routes, until an extensive charging infrastructure is developed. Therefore, in this thesis, the emission reduction potential of electric vehicles is evaluated following a life cycle approach for passenger cars and city buses. This is done by comparing their emissions with that of conventional diesel and hybrid electric vehicles for real driving cycles by means of 0D numerical simulations. This is complemented with life cycle cost studies for the different vehicles to see which powertrain option can be efficient in terms of emissions but also cost. Moreover, low-carbon synthetic fuels are also evaluated as an alternative drop-in solution to replace diesel fuel and see the change it can bring on a life cycle basis for hybrid and conventional internal combustion engine vehicles. These evaluations are done for different locations globally to observe the local factors that affect the results of each powertrain option for the two vehicle segments. Thus, this work is intended to evaluate the life cycle results for the policymakers and automobile manufacturers globally, for the emissions as well as the cost associated with each powertrain option. As an outcome of this research, several challenges are observed related to emissions and cost of the battery electric vehicles that need to be addressed before their mass adoption. Hence, the use of hybrid vehicles as a short-term solution to address the global emission reduction urgency is proposed for the road transportation sector. Which, in fact, may also be considered a long-term solution if powered with low-carbon fuels. / Tripathi, S. (2023). Life Cycle Analysis of Different Powertrain Technologies for Decarbonising Road Transportation [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/196725

Battery electric trucks (BETs) offer environmental benefits in terms of reduced carbon emissions and enhanced energy efficiency but have been challenged with economic viability compared to conventional internal combustion engine trucks (ICETs) caused by substantial acquisition costs, limited charging infrastructure, and concerns regarding range and payload capacity.  Previous studies focus on TCO at the vehicle or policy level but overlook the system and firm-level impacts. Operational aspects like vehicle utilization, battery utilization, charging planning, and route optimization are often ignored, potentially underestimating electric freight cost-competitiveness.The research gap does not address the practical needs of fleet operators, especially in scenarios where charging infrastructure is lacking. There is therefore a need to consider the complex system level interactions, market dynamics, technology developments, and operational processes involved in freight shipping. By applying a decision-making under deep uncertainty (DMDU) framework, this study enables informed decisions in unpredictable scenarios, bridging the gap between strategic choices like battery capacity and operational optimization like route planning. This study identifies the most significant factors that affect the TCO of BET fleets and cost-competitiveness relative to ICET fleets, taking into account market-operational interfaces between unpredictable market dynamics and operational processes such as stochastic demand and feature selection from a strategic and operational perspective. 40 tonne truck-trailers for freight distribution networks with distances up to 250 km are considered in the study.  A TCO model of BET and ICET fleets was developed taking into account vehicle route optimization, vehicle selection, and vehicle utilization which was then programmatically iterated by sampling and simulating optimized vehicle routes for a total of 220 224 iterations. The parameter space was screened and reduced with Feature Scoring using Extra Trees approximation of 1st order Sobol Indices. The reduced parameter space was then sampled using Sobol sampling to conduct a Sobol Global Variance decomposition Analysis of TCO, TCO delta, and service level in order to identify the most significant factors affecting BET fleet TCO and cost-competitiveness.To identify cost-competitive scenarios, the Patient Rule Induction Method (PRIM) was used to identify parameter sub spaces to determine scenarios where BET fleets have a lower TCO than ICET fleets. Further visual analysis was done using linear and polynomial regression and kernel density estimation. The analysis shows that both TCO and cost-competitiveness of BETs are primarily affected by shipment demand, distance between distribution center and delivery sites, and battery size, and that a trade-off is made between cost-competitiveness and service level. The results show that cost-competitiveness of electric freight scales with demand, with larger fleets being better able to optimize routing and shipment allocation; balancing the shipment demand to minimize charging times that otherwise would make the fleet less competitive than their fossil-fuel counterparts. This, paired together with higher degrees of vehicle utilization and appropriate battery sizing, allow for electric freight to be cost-competitive even for long-haul distances up to 250 km.  Furthermore, optimization of the Electric Vehicle Routing Problem (E-VRP) with shifts and time windows is shown to have a highly significant effect when minimizing TCO on a fleet level, with the vast majority of optimal ICET routes not being optimal for BETs.The benefits of E-VRP optimization scales with demand and fleet size, indicating that large-scale electrification is required to make BETs cost-competitive.Electrification of road freight is therefore highly contingent on effective route planning and charging scheduling with E-VRP optimization in order to be cost-competitive, which has not been considered in previous literature. Thus previous literature have therefore likely underestimated the cost-competitiveness of electric freight, particularly at medium-long haul distances. / Battery electric trucks (BETs), även kända som batterielektriska lastbilar, erbjuder miljömässiga fördelar genom minskade koldioxidutsläpp och förbättrad energieffektivitet. Men de har utmanats när det kommer till ekonomisk konkurrenskraft jämfört med konventionella lastbilar med förbränningsmotor (ICETs) på grund av höga inköpskostnader, begränsad laddinfrastruktur och oro över räckvidd och lastkapacitet. Tidigare studier har fokuserat på TCO (totala ägandekostnader) på fordon- eller policynivå men har inte betraktat TCO på nätverksnivå och från det enskilda företagets perspektiv. Operativa aspekter som fordonssutnyttjande, batteriutnyttjande, laddningsplanering och ruttoptimisering ignoreras ofta, vilket potentiellt leder till en underskattning av elektrisk frakts kostnadskonkurrenskraft. Forskningsluckan tar inte upp de praktiska behoven hos fordonsflottoperatörer, särskilt i scenarier där laddinfrastrukturen är bristfällig. Det finns därför ett behov av att granska komplexa systemnivåinteraktioner, marknadens dynamik, teknikutveckling och operativa processer som är involverade i godstransport. Genom att tillämpa \textit{decision-making under deep uncertainty} (DMDU) möjliggör denna studie informerade beslut i scenarier präglade av osäkerhet och studerar interaktionseffecter mellan strategiska val som batterikapacitet och operativ optimering som t.ex.\ ruttplanering. Denna studie identifierar de mest betydande faktorer som påverkar TCO för BET-flottor och deras kostnadskonkurrenskraft jämfört med ICET-flottor, med beaktande av gränssnitten mellan marknadsdynamik och operativa processer såsom stokastisk efterfrågan och urval av funktioner ur såväl strategisk som operativ synvinkel. 40-ton lastbilssläp för nätverk med avstånd upp till 250 km beaktas inom omfånget för studien. En TCO-modell för BET- och ICET-flottor utvecklades med hänsyn till ruttoptimering, fordonsval och fordonsutnyttjande, vilket sedan programmässigt itererades genom provtagning och simulering av optimerade fordonsrutter för sammanlagt 220 224 iterationer. Parameterrummet granskades och minskades med hjälp av funktionsskattning med hjälp av Extra Trees-approximation av Sobol-indices av första ordningen. Det reducerade parameterrummet provtogs sedan med Sobol-provtagningsmetod för att genomföra en global variansdekomponering av TCO, TCO-delta och servicenivå för att identifiera de mest betydande faktorerna som påverkar BET-flottans TCO och kostnadskonkurrenskraft. För att identifiera kostnadskonkurrenskraftiga scenarier användes Patient Rule Induction Method (PRIM) för att identifiera parametrarum som visar scenarier där BET-flottor har lägre TCO än ICET-flottor. Vidare utfördes visuell analys med linjär och polynomisk regression samt kärnskattning. Analysen visar at kostnadskonkurrenskraft för tunga elektriska fordon primärt påverkas av efterfrågan, köravstånder och batteristorlek, och att det görs en avvägning mellan kostnadskonkurrenskraft och servicenivå. Resultaten visar at kostnadskonkurrenskraft ökar i takt med efterfrågan, då större flottor kan mer fördelaktigt optimera rutter och allokering av leveranser till varje fordon genom att transportefterfrågan balanseras sådan att tiden för laddning minimeras, vilket hade annars gjort de elektriska flottorna mindre konkurrenskraftiga gentemot fossildrivna flottor av tunga fordon. Detta i samband med högre utnyttjandegrad av fordonen och val av rätt batteristorlek gjör att elektrisk godstransport kan vara kostnadskonkurrenskraftig även vid längre körsträckor upp till 250 km. Vidare visar ruttoptimering för BETs (E-VRP) sig vara av stor betydelse när det gäller att minimera TCO på flottnivå, medan majoriteten av optimala ICET-rutter inte är optimala för BETs.Fördelarna med E-VRP optimering skalar med ökande efterfrågan och flottstorlek, vilket tyder på att storskalig elektrifiering behövs för att göra BETs kostnadskonkurrenskraftigaElektrifiering av godstransport är därför starkt beroende av effektiv rutt- och laddningsplanering med E-VRP-optimering. Tidigare litteratur har sannolikt underskattat kostnadskonkurrenskraften för elektrisk godstransport, särskilt vid medellånga och långa transportavstånd.