Syftet med denna rapport är att jämföra potentiella transportflöden från Holmen i Bygdsiljum, Sverige till Osaka, Japan, med fokus på ekonomisk och miljömässig hållbarhet. Holmen planerar att börja sälja och transportera limträ till Japan och har ännu inte implementerat en CO2 -beräkningsmetod i sina transportflöden. Detta leder till brist på information om koldioxidutsläpp och möjliga åtgärder för att minska utsläppen. Ekonomisk hållbarhet handlar om att långsiktigt säkra företagets ekonomi och överlevnad. Ekologisk hållbarhet innebär att minimera miljöpåverkan och främja hållbar resursanvändning. Inom logistik är det viktigt att optimera resursanvändningen, minska energiförbrukningen och använda miljövänliga transportalternativ. Transportlogistik innebär att flytta varor från en plats till en annan med optimal kostnadseffektivitet och pålitlighet. Valet av transportmedel påverkar kostnaderna och företagets konkurrenskraft. Transportkostnader påverkas av faktorer som avstånd, transportmedel, vikt, volym och tidsplan. Studiens design inkluderar både kvantitativa och kvalitativa metoder. Kvantitativa metoder används för att samla in data relaterat till koldioxidutsläpp och kostnader. Kvalitativa metoder används för att analysera verkligheten och besvara frågeställningarna. Tre logistikflöden tas fram och undersöktes.Logistikflöde 1: Transport med lastbil till containerlastning, följt av container feeder till en större hamn och slutligen oceangående fartyg till slutdestinationen.Logistikflöde 2: Transport med lastbil till tåg, följt av containerlastning på tåg, containerlastning på oceangående fartyg och slutlig leverans.Logistikflöde 3: Transport med lastbil till tåg, containerlastning på tåg, containerlastning på oceangående fartyg och slutlig leverans. Kostnaderna per logistikflöde presenteras där logistikflöde 1 är billigast följt av logistikflöde 3 och logistikflöde 2 är dyrast. CO2e-utsläppen per logistikflöde redovisas där logistikflöde 1 har högst utsläpp, följt av logistikflöde 2 och logistikflöde 3. Slutsatsen är att studien framgångsrikt jämför de undersökta logistikflödena ur ekonomisk och miljömässig hållbarhetssynpunkt. Det är dock svårt att definiera det bästa flödet eftersom det ekonomiskt bästa och miljömässigt bästa alternativet är motsatta, och flera faktorer som inte undersökts påverkar bedömningen. / The purpose of this report is to compare potential transport flows from Holmen in Bygdsiljum, Sweden, to Osaka, Japan, with a focus on economic and environmental sustainability. Holmen plans to start selling and transporting glulam to Japan and has not yet implemented a CO2 calculation method in its transport flows. This leads to a lack of information about carbon dioxide emissions and possible measures to reduce them. Economic sustainability involves securing the long-term finances and survival of the company. Ecological sustainability means minimizing environmental impact and promoting sustainable resource utilization. In logistics, it is important to optimize resource utilization, reduce energy consumption, and use environmentally friendly transport options. Transport logistics involves moving goods from one location to another with optimal cost-effectiveness and reliability. The choice of transportation mode affects costs and the company's competitiveness. Transport costs are influenced by factors such as distance, mode of transport, weight, volume, and schedule. The study design includes both quantitative and qualitative methods. Quantitative methods are used to collect data related to carbon dioxide emissions and costs. Qualitative methods, such as interviews, are used to analyze reality and answer the questions.Three logistics flows are developed and examined. Logistics Flow 1: Truck transport to container loading, followed by container feeder to a major port and finally ocean vessel to the destination. Logistics Flow 2: Truck transport to train, followed by container loading on the train, container loading on an ocean vessel, and final delivery. Logistics Flow 3: Truck transport to train, container loading on the train, container loading on an ocean vessel, and final delivery. The costs per logistics flow are presented, with logistics Flow 1 being the cheapest, followed by logistics Flow 3, and logistics Flow 2 being the most expensive. The CO2e emissions per logistics flow are reported, with logistics Flow 1 having the highest emissions, followed by logistics Flow 2, and logistics Flow 3. The conclusion is that the study successfully compares the examined logistics flows from an economic and environmental sustainability perspective. However, it is difficult to define the best flow as the economically optimal and environmentally optimal options are contradictory, and several unexplored factors affect the assessment.

Kandidatarbetet utfördes under vårterminen 2018 på uppdrag av DSV. Arbetet syftar till att identifiera de riskfaktorer vilka orsakar förseningar i distribution av matvaror samt att undersöka hur samarbetet kan förbättras mellan DSV och kunden. Uppdraget gavs då det framförallt har varit svårt att nå upp till vissa av nyckeltalen i avtalet som DSV har med kund. På uppdragsgivarens begäran hålls kunden hemlig genom rapporten. En avgränsning har gjorts i matvaruförsörjningskedjan där riskfaktorer som orsakar förseningar undersökts. Endast en del av matvaruförsörjningskedjan har undersökts, från att DSV lastar matvarorna på kundens centrallager tills att varorna lastas av hos varumottagningarna i butikerna. Insamling av data har skett genom med åkning på fem rutter, två halvstrukturerade intervjuer med verksamhetschefen på DSV:s region syd samt två halvstrukturerade intervjuer med två av chaufförerna. Utifrån kvalitativa data har resultaten tagits fram. Resultaten av studien presenteras i en tabell där de främsta riskfaktorerna tagits fram och där varje riskfaktor har fått en gardering (1 –5) av hur sannolik den är att påverka förseningar och även en gardering (1 –5) på hur stor konsekvensen är om den inträffar. Sannolikheten och konsekvensen av varje riskfaktor har multiplicerats för att få fram hur stor risk den utgör. De faktorer som utgör högst risk är avställning av släp, köbildning, chaufförsbrist, felaktig temperatur i flak, personal ej behjälplig vid lossning/lastning på varumottagning och personal ej behjälplig på centrallagret vid lastning. Momenteten backning, lossning, lastning, ankomst till avgång hos varumottagningen i butik och samt flakväxling har gjorts tidsstudier på. Momentet backning och lastning gjordes även tidsstudier på centrallagret vilka är i samma tabeller som de mätningar vilka gjordes på varumottagningen. Från tidsstudierna saknas tillräckligt med data för att dra några statistiska slutsatser. Data är istället tänkt att ge en fingervisning på hur nyckeltalen i avtalet med kund kan mätas för att upptäcka om de stämmer överens med verkligheten.

The purpose of this study is to give an insight to operation and managerial possibilities anddifficulties of sustainable inventory management. The objective is to give a general picture ofwhat is available in terms of economic models as well as the implications from the currentsituation and eventual changes. The study uses an abductive approach with both qualitativeand quantitative data. Quantitative data is composed of current available measurement at thecase company, Axelent AB. While the qualitative is composed of interviews to establish theoperational framework at the case company.The study found that both the common Economic Lot-Scheduling and Economic OrderQuantity models have been successfully proven to be adaptable to include emission. Tomeasure emission's, the GHG Protocol is found to be useful and is recommended. Thoughmonetisation of emission’s are not consecutively required by the models, it is recommendedwith well selected prices. There is a need to establish the effects of a change in operations inorder to avoid negative effects on the everyday operations. The current way of operationwould most likely be changed if emission’s would be introducing into the inventorymanagement models.The study only included the supply where the company was the order trigger, therebyexcluding vendor-controlled inventory. The warehouse that was studied is in a shared buildingwith production. There were two components taken as examples for calculations.

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As bicycling becomes an integral part of sustainable mobility, it becomes essential to enhance planning strategies that ensure bicycling as an efficient mode of transport. While traffic simulation has been extensively utilized for traffic planning of various modes of transport, this type of modeling support is largely lacking in the planning of bicycle traffic. Given the high heterogeneity in the characteristics of bicyclists, the use of microscopic traffic simulation, which incorporates the explicit inclusion of individual properties and preferences, becomes particularly useful for evaluating bicycle traffic performance. By examining real-world traffic, the objective of this thesis is to investigate essential requirements for microscopic modeling and simulation of bicycle traffic on off-street bicycle path segments, and to further develop and evaluate modeling approaches suitable for bicycle traffic. Understanding the fundamentals of how bicyclists interact with the infrastructure and other bicyclists is a necessary step towards accurate simulation of bicycle traffic. In this thesis, research gaps related to the evaluation of bicycle traffic performance and simulation are identified, and methods to validate bicycling data are proposed to determine its quality and suitability for traffic analysis. Furthermore, two distinct modeling approaches are investigated to simulate the impact of gradients in bicycle traffic. The first involves calibrating a car-based model using a widely-used microscopic traffic simulation software, and the second implements a power-based model rooted in the physical forces acting on a bicycle. Lastly, characteristics of bicycle traffic that are relevant for simulating bidirectional traffic are identified and described. The work in this thesis offers a starting point towards enhanced microscopic bicycle traffic simulation that effectively assist the planning of efficient bicycle traffic. / <p>Funding agency: The Swedish Transport Administration (Trafikverket) via Centre for Traffic Research (CTR) under grant TRV 2019/84465</p>

People have many reasons to be mobile, from day-to-day activities involving work, studies, and family, to maintaining participation in society, health, and quality of life. Information and Communication Technology (ICT) is increasingly being deployed in the transportation context to improve individuals' mobility; for example via information provision. Advanced use of ICT in transportation is commonly referred to as Intelligent Transportation Systems (ITS). Despite many opportunities for ITS services to enhance personal mobility, the collection and use of movement and activity data also poses challenges, as it facilitates easier access to more information for people to use, but about them as well. Knowledge about users' perceptions of advantages and disadvantages (for example assurance and privacy) associated with the use of ITS services is limited. Even less is known regarding to what degree their perceptions influence their acceptance of the services or their behavior. The aim of this thesis project is to gather empirical interview and survey data from multiple user groups in order to learn more about the factors impacting users' attitudes towards ITS services. In exploring not only demographic factors, but also the potential positive and negative impacts from the users' perspective, this project attempts to paint a more holistic view of the issues surrounding the possibilities for ITS to enhance mobility. From the two case studies presented in this thesis, results indicate that respondents are pro-technology and are not highly concerned about privacy in general, but other ethical issues serve to shed light on the situations of different user groups. In the first case study with visually impaired individuals, the ability to lead an autonomous and independent life is a strong driver for the acceptance of a pedestrian navigation system, which the users themselves would choose to use. While the participants are generally optimistic about the possibilities of using ITS to enhance their mobility, their comments illustrate that ICT development does not necessarily result in ethically sound, universally accessible technology, and that a coordinated effort on multiple fronts is vital in addressing users' needs and meeting broader social goals such as social inclusion and the accessibility of transportation, technology, and information. In the second case study with professional heavy goods vehicle drivers and their employers, the drivers are in a dependent (employee) position and have less personal control over the use of ITS services in the vehicles. The employers are perceived as the greater beneficiaries of the services, which could be linked to the systematic lack of feedback to the drivers. Generally, the respondents trust the employers to protect the drivers' privacy. However, there also exist gaps in organizational communication regarding data gathering and handling practices as well as in expected versus stated behavior modification as a result of workplace monitoring. As employees are not normally able to provide informed consent due to their dependent position, recommendations for organizations include performing comprehensive impact assessments, engaging in an ongoing dialogue with employees, and providing an opt-out option in order to move towards a more informed consent. / <p>QC 20120917</p>

The transport industry is facing major challenges as customers strive for high quality services and fast deliveries. Therefore, transport companies started investing in new innovations to be able to satisfy the customer's requirements. Moreover, increased competition between transport companies forces companies to be able to create new profitable transport solutions in order to survive in the free market. Meanwhile, society is demanding increased transport safety on the roads to reduce accidents that put people's lives in danger. In this study we analyze how self-driving vehicles are a solution that can help companies meet the requirements of both customers and the society. A self-driving vehicle is a vehicle that drives completely automatically without the need for a driver behind the wheel.  This solution proved to be able to help companies reduce their expenses by decreasing the number of truck drivers they employ. The increased trade forces transport companies to be able to deliver goods rapidly to customers. Therefore, quick solutions are required to be able to meet the increased trade. The application of autonomous vehicles can provide an advantage for companies to be able to deliver goods continuously without having to adapt to driving and rest times that reduce the utilization of the trucks. This innovation will also create new professional areas that will increase the employment rate. At the same time, there are positive effects introducing autonomous vehicles into society.  Self-driving vehicles have higher safety than normal vehicles because self-driving vehicles can, in comparison to normal vehicles, drive longer distances and the risk from human factors disappears. This study has used scientific articles, daily newspapers and empirical material in order to answer the objectives.  The empirical material is a case study of a transport company that offers transport solutions for both private customers and companies.  Three interviews have been conducted with employees in different positions in the company. The result shows that the introduction of self-driving trucks has both positive and negative economic and social effects on the company - the savings regarding personnel costs as well as increased productivity and reduced transport times. On the other hand, self-driving trucks could create mass unemployment among truck drivers as well as new job opportunities in completely new areas.

The manufacturing industry in Europe is characterized by fierce competition from Asianmanufacturers. In order to be successful, companies must develop products that are competitive. Allprocesses must be exposed in a company to improve. Large companies implement transformativechanges on a time horizon that spans 3-5 years. In order for smaller companies to maintain theircompetitiveness, these too must change for the better.Production processes need to undergo changes continuously and one way is to simulate and examinethe layout of the production. This case study looks at this problem. The case study has been carriedout at the quality and planning department at Varimixer A/S in Copenhagen. The purpose of the casestudy was to look at how production looks today with the flow of components toworkstations/machines.Interviews, observations and acquisition of data logs from the production have been used for datacollection. A mapping of overall production steps has been carried out. A literature study has beencarried out to anchor the study in the literature. After this collection of data, several futureproduction concepts were drawn up.The aim was to see how a future production flow might look purely in terms of flow in a factory. Thealgorithm used is CRAFT and uses the number of transports, workplace area and facility size as inputdata. An Excel macro has been used to carry out the simulation.Future production concepts have been picked up and show a 24% reduction in transport costscompared to the current factory. Another conceptual layout has been developed to reduce leadtimes in a new production facility with increased future volume. Here, the report shows a 13%reduction in transport costs. The focus has been on being able to reduce material handling costs infuture production in the event of a move to a new factory with all current processes.A mapping of the current production flow has been carried out. Conclusions that the author drawsfrom mapping are to point out areas that could be improved. One area that has been identified is toreduce the number of steps in machining components.

Earthworks are a fundamental part of heavy construction engineering and involve the moving and processing of the soil surface of earth. Normally, earthmoving operations are carried out during the early stages of heavy construction projects. To a large extent, the success of the fundamental earthmoving determines the sequence of the remaining parts of a project. Furthermore, the operations require expensive heavy equipment as well as manpower. Thus, improving the efficiency of earthmoving operations is a primary target from the point of view of the project management. This thesis develops simulation and optimization methods for logistics of earthmoving operations. Modeling earthmoving operations correctly is essential to ensure the credibility of simulation, and the well-known CYCLONE modeling methodology is employed to represent the earthmoving logistics. Discrete event simulation techniques are used to capture the interaction between resources and the randomness of the earthmoving activities. A prototype has been developed (Paper I) to demonstrate that the capability of the simulation system of evaluating alternative operating strategies and resource utilizations for earthmoving operations at a detailed level, as well as conducting productivity estimation and Total Cost of Ownership (TCO) calculations. The simulation system is then integrated with optimization to solve the optimal fleet selection problem for earthmoving operations (Paper II and III). Two optimization objectives are formulated and solved using the proposed simulation-based optimization framework and a genetic optimization algorithm: TCO minimization and maximization of productivity. The case studies show that the proposed mechanism can effectively allocate an optimal equipment combination for earthmoving operations and hence serve as an efficient tool for construction management. The main aim of the integrated simulation-based optimization platform is to act as a sales tool to help customers optimize their fleet and eventually their sites. In addition to the simulation-based optimization framework for earthmoving logistics, the thesis examines the possibility of reducing fuel consumption for articulated haulers which are the most fuel consuming machines in earthmoving (Paper IV). Fuel consumption has become one of the main focuses for automobile manufacturers and several studies have been carried out over the last years to evaluate the possibility of using topographical information and positioning systems to aid look-ahead control systems for road vehicles. Based on the assumption of available road slope information and positioning system, an optimal control problem is formulated to determine the optimal gear shift sequence and time of shifting. Model Predictive Control algorithms together with Dynamic Programming techniques are employed to solve the optimal gear shifting problem. Computer simulations show that both fuel consumption and travel time can be reduced simultaneously. In addition, the optimal gear shift sequence resembles the behavior of an experienced driver. / <p>QC 20130531</p>

This thesis aims to provide knowledge that can be useful when designing or executing transport policy, specifically in relation to the concepts of fairness and distribution. What is considered fair varies among, and within individuals, even within the relatively narrow scope of the transport sector. Because what people perceive as fair varies with the item of distribution as well as among whom the distribution occurs, the distributional principles vary in different parts of the transport sector. While the transport sector does not exist in isolation from the rest of society, it does have three specific features which make it an important area of research. The Hrst feature is that the transport system is used to access amenities and opportunities in other sectors. The distribution in the transport system thus influences distributions in other sectors. The second feature is that the costs and benefits of the transport system are inherently unevenly distributed in space. This second feature does, to a certain extent, induce the uneven distributions of the amenities and opportunities. The third feature is that it is a sector that receives significant public investments and subsidies. The two papers in this thesis relate to these features and distribution in different ways. While both papers are inherently affected by the third feature, they study different phenomenon. Paper I sets out to improve the understanding of how individuals with low income use the transport system compared to those with higher income; specifically, whether they choose to purchase more expensive public transport tickets than their more affluent peers. Paper II aims to improve the understanding of how the transport sector (potentially) influences outcomes in other sectors by studying how accessibility explains food prices.