Hållbarhet är idag ett aktuellt ämne som har influerat många industrier och logistikstrukturer. Syftet med denna rapport är att studera hur inköpsfunktionen inom möbelbranschen kan bidra till att öka den hållbara utvecklingen inom företag och därmed påverka den hållbara utvecklingen i samhället. Författarna för denna studie har studerat hur hållbarhetsarbetet ser ut hos fyra svenska möbelföretag samt hur deras kortsiktiga- och långsiktiga mål ser ut. Arbetet med hållbart inköp gynnar flera parter i en försörjningskedja och i samhället. Litteraturen som har använts visar på att det hållbara arbetet oftast brister hos leverantörerna på fabrikerna. Många fabriker finns i länder som är klassificerade som högriskländer, vilket innebär att de inte förhåller sig till exempelvis rättvisa arbetsvillkor eller löner. I de fallen behöver företag interagera leverantörerna i sitt CSR-arbete, utöver sitt interna hållbarhetsarbete, vilket innefattar ett ekonomiskt, miljömässigt och socialt ansvarstagande. Genom att arbeta med CSR-aspekterna kopplat till inköpsarbetet, kan företag uppnå ett hållbart inköp. Författarna för denna studie har analyserat vilka svårigheter som finns i hållbarhetsarbetet och har på så sätt kunnat redogöra för eventuella förbättringsåtgärder. Den teoretiska referensramen lyfter fram teorier som har kunnat användas som riktlinjer för utvecklingsarbetet för hållbart inköp. Det empiriska materialet sammanställer hur företagens inköpsstrategier ser ut för det ekonomiska, miljömässiga och det sociala arbetet idag. Många av de studerade företagen förhåller sig till teorin, även om de har potential att arbeta med teorierna i större utsträckning. Resultatet av denna studie är att det föreligger en gemensam svårighet för de studerade företagen, vilket är att integrera leverantörer och underleverantörer i CSR-arbetet för att uppnå ett hållbart inköp. Eftersom det exempelvis förekommer kulturella skillnader och lagstiftningar, kan det vara svårt att påverka leverantörerna. Därför ingår en del av företagen i samarbete med externa parter som granskar att leverantörerna förhåller sig till företagens krav och till de globala riktlinjerna. Genom att utöva inflytande på leverantörernas arbete och få dem att förstå hur kedjan tillsamman kan bidra till ett hållbart klimat, kan de skapa ett närmare samarbete för att företaget ska uppnå ett hållbart inköp.

From many perspectives there is a need to understand more of how capacity, signal systems, anddriving behavior interact, and naturally since ERTMS is in its early stage, some areas are stillunexplored. The number of retrofitted ERTMS lines and new designed ERTMS lines are increasing inEurope, which implies extra focus on the capacity optimization in the network planning process.Many of these signaling projects involves going from traditional national lineside signaling to ERTMS.One of the parameters in capacity assessments that is relatively unexplored is the impact of the traindriver. One important knowledge gap to fill, is how simulation parameters should be adapted formore realistic capacity planning, based on driving behavior. ERTMS support new possibilities ofsignaling with its design of speed profiles, but what consequences does the choices have? It is animportant topic since ERTMS is a paradigm shift in train driving, and driveability has an impact onsafety, energy-consumption, and capacity. The purpose of this PhD project is adding knowledge tothis field. The work has been carried out incrementally, beginning with investigation of drivingbehavior with Swedish traditional lineside signaling (ATC), and with this new information proceedingto the area of ERTMS. The continuation of this project aims at investigating train driving behavior forERTMS with a proposed new measuring method based on the standardized ETCS radio signaling. Thisnew method offers a broad spectrum of train driving analysis for ERTMS in a new efficient way.Lastly, in the perspective of ERTMS lines have been evaluated as more challenging to drive, asystematic literature review was conducted to understand ERTMS driveability and how driveabilitycan be assessed. In the overall picture the impact on driveability originates from both technological,organizational, and train driver aspects. Analyzing the research objectives in this area aims atcontributing to a more effective and beneficial network planning process. / Ur flera perspektiv finns det ett behov av att förstå mer om hur kapacitet, signalsystem ochkörbeteende samverkar, och eftersom ERTMS är i ett tidigt skede är det naturligt med vissaoutforskade områden. Antalet ERTMS-linjer som bygger på gamla signalprojekteringar och nyadesignade ERTMS-linjer ökar i Europa, vilket innebär extra fokus på kapacitetsoptimering inätplaneringsprocessen. Många av dessa signalprojekt handlar om att gå från traditionell nationellsignalering till ERTMS. En av parametrarna i kapacitetsbedömningar som är relativt outforskad ärtågförarens inverkan. En viktig kunskapslucka att fylla är hur simuleringsparametrar bör anpassas fören mer realistisk kapacitetsplanering baserat på körbeteende. ERTMS stöder nya möjligheter attsignalera med sin design av hastighetsprofiler, men vilka konsekvenser har valen? Detta är ett viktigtämne eftersom ERTMS är ett paradigmskifte i tågkörning, och körbarhet påverkar säkerhet,energiförbrukning och kapacitet. Syftet med detta doktorandprojekt är att bidra med kunskap inomområdet. Arbetet har utförts stegvis, först en utredning av körbeteende med svensk traditionellsignalering (ATC), och med denna nya kunskap sedan vidare till ERTMS-området. Fortsättningen avdetta projekt syftar till att undersöka förarbeteende för ERTMS med den nya mätmetod beskriven iavhandlingen och som är baserad på standardiserad ETCS-radiosignalering. Metoden erbjuder ettbrett spektrum av analyser av tågkörning för ERTMS på ett nytt effektivt sätt. Slutligen, ERTMS-linjerhar utvärderats som mer utmanande att köra, och i perspektivet av detta genomfördes ensystematisk litteraturgranskning för att förstå ERTMS körbarhet och hur körbarhet kan bedömas.Från ett övergripande perspektiv påverkar både tekniska-, organisatoriska- och tågföraraspekterkörbarheten. Forskningen inom detta område syftar till att bidra till en mer effektiv och hållbarsignalplanering. / <p>QC 210521</p>

I detta arbete utforskas cybersäkerhetsaspekter av positionssystem inom sjöfartssektorn. Syftet är att identifiera åtgärder för att hantera och förebygga säkerhetshot samt utforska implementering av övningar för att bygga kompetens i detektering och hantering av dessa hot. Genom en systematisk litteraturstudie granskades befintlig forskning. Resultaten visar på vikten av anpassade utbildningsprogram, en förändrad inställning till cybersäkerhet, behovet av starka säkerhetskulturer samt effektiva förebyggande strategier och beredskapsplaner. Studien utreder även den kollektiva ansträngningen mellan rederier, tillverkare och andra maritima aktörer för att förbättra systemens motståndskraft mot cyberhot.  Slutligen uppmanar avhandlingen till vidare forskning för att utveckla mer detaljerade implementeringsstrategier. / In this work, cybersecurity aspects are explored within positioning systems in the maritime sector. The purpose is to identify means for handling and preventing security threats and explore the implementations of drills to build competency in detecting and handling these threats through a systematic literature review that looks at existing research. The results show the need for education courses, a changed outlook on cybersecurity, a strong security culture, effective prevention strategies, and contingencies. The study also investigates the collective effort between shipping companies, manufacturers, and maritime actors to improve the systems' resilience to cyber threats. Finally, the work encourages further research to develop more detailed implementation strategies.

This study examines inventory levels in a complex supply chain. The study was conducted in collaboration with LKAB, one of the world's largest producers of iron ore. The problem investigated was the significant challenges in managing inventory levels of critical input materials such as coal and additives, which are used in the production of iron ore pellets. Through a risk analysis combined with a simulation model, the study identified critical risk factors and benchmarks for safety stock levels and order quantities. The purpose of the study was to identify the critical risk factors that most significantly affect inventory levels and to develop a model to simulate these levels over time, addressing the following research questions: • What are the most critical risk factors affecting inventory levels? • What order quantities and safety stock levels should LKAB maintain based on the simulated inventory levels of additives and coal? The most critical risk factors identified included long lead times, strict delivery windows, and capacity constraints on the northern side of Malmbanan. Risk factors were analyzed in order to provide better decision support for determining order quantities and safety stock levels. The simulation model aimed to create benchmarks for safety stock levels and order quantities to balance the continuous production of iron ore pellets. The model was constructed based on existing theory, considering parameters such as order quantity, production consumption, standard deviation, delivery window, and inventory position. The model was then tested on the additives olivine, quartzite, and limestone, as well as coal. The results showed that average order quantities should be increased over time or production consumption decreased to balance inventory levels. Benchmarks for order quantities and safety stock levels were established after testing. The calculated safety stock level was found to be generally lower for additives compared to LKAB’s set safety stock levels, despite accounting for disruptions. The study resulted in five recommendations for LKAB to improve its inventory management: utilization of the developed simulation model, reduction of production consumption, reduction of lead times, increase of safety stock for coal, and gradual increase of order quantities. Finally, future development possibilities for the model were discussed, including the integration of holding costs for further optimization.

This thesis had the goal to investigate the potential of 90+ ton trucks in Sweden. As of current, the highest allowed weight on public roads is 74 ton. A few research questions were formulatedin order to capture the most important aspects of the system in which these vehicles operate. The research questions were what the potential economic savings could be, what the environmental improvements could be, where these vehicles best operate and which barriersthat exist for these vehicles to be successfully deployed. The method has consisted of a literature study, interviews with experts and building asimulation model to see if the efficiency observed in some cases would be applicable to other cases as well. The results from the simulations show the same positive trend toward bigger trucks even withmore and longer routes driven. This was the case even when prices for fuel were set to different values in order to see its effect on the relation between the compared trucks. It was also shown that the heaviest vehicle, 98 tons, still would be more effective if its cargo weight was reduced by 10%. The conclusions from the study is that the BK4 road network that exists in Sweden need to be expanded as well as bridges in the network being analyzed and reinforced to handle proposed gross weights in the future. For the 90+ ton trucks themselves, rigid flows of biomass like int hose cases where terminal driving occurs are the most suitable cases for the trucks due to the predictability of the high biomass flow.

Scope 3 emissions are emissions which a company is not directly responsible for. The case company, Duni Group, wants to reduce their Scope 3 CO2e emissions with 46,2% to 2030 using 2019 as a baseline. The aim of this report is to evaluate how they can do this for transportation and distribution. This will be done using four research questions which includes determining the current setup, proposing a new setup to this current situation, reviewing, and benchmarking partners and developing a roadmap. The case company, Duni Group, has facilities in Skåpafors, Bramsche, Poznan and Wolkenstein where the CO2e are calculated between and to customers in 20 European countries which is Duni’s largest markets. 15 different companies are handling these transports, which will be included in the scope. The frame of reference maps out different technologies that can be used to reduce the CO2e emissions. Among these are trucks with HVO100, electric, hydrogen and train solutions. Each technology has their own pros and cons, why tables for summing up these different technologies were created. The methodology is based on calculating the trucks needed to fulfill the transports, and from this calculate the CO2e emissions using NTMCalc. The frame of reference will together with the result from the current setup suggest promising alternative setups. Then, a survey is sent out to the strategic partners to get their point of view of the future and investigate if they have the same ambitions as Duni have. Lastly, a roadmap based on these earlier chapter will be created.  The current setup consists mostly of diesel trucks, for some markets there is already greener options implemented such as HVO100 and intermodal train solutions. The total CO2e emissions for the current setup are calculated to 9 714 tons, and the cost is calculated to 21 303 000 €. The lead time is for the linehauls 1-3 days and differ a lot for the distribution. The future setup reveals promising alternatives mostly to trucks with HVO100, electric trucks, and train solutions. When investigating these further, trucks with HVO100 is a good alternative close in time and electric trucks closer to 2030. Train solution is only recommended for the linehaul to Spain. When reviewing and benchmarking the partners, interesting findings from their sustainability work and their view on future technologies were revealed. The partners reviewed presented their sustainability work so far and got to rank their own sustainability work. Most of them ranked themselves above average, which is a good sign for Duni’s ambitions. For the insights in the future, the trend could be seen that HVO100 could be viable closer in time, and electric or hydrogen trucks viable in the future. However, electric was more popular than hydrogen. The partners also presented obstacles towards their sustainability work, among these are the cost, availability, tolls, and lack of infrastructure. It is also believed that most of the current strategic partners can implement the suggested changes in the future, but some changes might be needed.  Presenting a roadmap, the CO2e emissions could be reduced by 44% in 2024, mainly using HVO100 which would increase the total cost by 5-9%. This could be reduced further to 65% in 2030, mainly using electric trucks to make this change which could increase the cost by less than 1%. However, this can change and needs to be investigated further closer in time since a lot can happen in these years with new technologies. The price in the end will vary based on electricity price and purchase price of the vehicle. Other obstacles could also affect this, for instance how well the infrastructure develop.

This thesis investigates the integration of vehicles with differing levels of automation and connectivity within suburban traffic systems, focusing on their impact on road safety, traffic efficiency, and risk, particularly concerning vulnerable road users. By employing a Cooperative and Connected Automotive Mobility (CCAM) framework, the study examines how vehicles that share real-time information and intentions under different CCAM configurations influence the dynamics of suburban mobility. Utilizing simulation tools like SUMO and Artery, this research conducts multiple traffic scenario simulations to capture the interactions between automated, connected, and conventional vehicles. The simulations specifically target the implementation of Intelligent Transport Systems (ITS) protocols such as ETSI ITS-G5, directed by the European standard, assessing their efficacy in fostering safer and more efficient suburban environments. The parameters used to determine the performance of a scenario are number of emergency brakes, collisions, average vehicle speed, average relative speed and ratio of departed speed. The findings aim to provide actionable insights into deploying advanced vehicular technologies, ensuring their beneficial integration into increasingly complex suburban traffic networks, thus supporting global road safety initiatives like Vision Zero. This project shows that safety-wise, the general mix of vehicles that provide the safest traffic conditions are the heterogenous mix of 50% automated, with higher levels of connectivity contributing to better metric scores from an efficiency standpoint.

“Störningsfri stad” is an ongoing research project in Norrköping with the aim to create a planning system that shows the impact on the city caused by construction project related logistic activities. Based on the general idea that construction sites create disturbances within a city the thesis evaluates how it is possible to model excess congestion caused by construction transport and trips. Other part of thesis focuses of the application of construction logistic solutions and their respective impact on the congestion. To deal with the stated problem, a case is created – Case Norrköping. It involves the preparation of datasets that describe travel patterns for HGV and workers going to and from construction sites. Case Norrköping is based on six construction sites located in Norrköping. Construction sites have an estimated demand of transports. For that reason, three reference values are created. Reference values are given as the number of HGV serving all sites – 152, 458, 1404 number of vehicles during one working day. To create OD-matrices for the HGV trips, six supplier locations are used. Resulting datasets describe in detail how and when HGV and workers arrive at the construction sites. The actual modelling of congestion effects is done in traffic simulation framework MATSim. An existing Norrköping MATSim model is used and combined with the datasets created in Case Norrköping. Output of simulation is potential congestion effect on car traffic in Norrköping. Case Norrköping is evaluated by changing the number of involved sites. Results show that construction transports contribute to increased congestion levels. Absolute increase of congestion is not significant for scenario 152 HGV. Scenarios 458 and 1404 HGV do show noticeable increases in congestion, especially during peak hour periods. Finally, construction logistic solutions are applied to Case Norrköping to evaluate the impact on congestion level. Different HGV arrival schedules at construction sites are applied. Result of logistic solution application shows that congestion levels can be decreased if peak-hour avoidance is considered in construction transport planning. Even constant arrival rate compared to present arrival rate in Case Norrköping can provide a minor decrease in congestion levels. The gains of applying logistic become more distinct with larger number of HGV. At high HGV demand such as scenario 1404 HGV, total delay hours can be decreased between 20 and 40 percent with a suitable construction logistic solution. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>

Many cities suffer from problems with high traffic flows in the city centers which leads to a desire to get more people to choose public transport over cars. For many car drivers, the main reason to take the car is the convenience and time efficiency; the price is often of less importance. The public transport providers should, therefore, strive to improve their Level of Service (LOS). A general process that can be used by public transport providers or other stakeholders to evaluate the LOS in a public transport system based on Automated Vehicle Location (AVL) data is developed and presented in this thesis.The process values the quality and suitability of the AVL data, propose which KPIs to use and how to use the results to find possible improvements. Four different types of erroneous data were discovered: outliers in position, outliers in speed, outliers in travel time and general errors. KPIs are developed in three main areas: on-time performance, travel time distribution and speed, where each KPI is divided into several sub-areas.

The demand for road freight transport continues to grow with the growing economy, resulting in increased fossil fuel consumption and emissions. At the same time, the fossil fuel use needs to decrease substantially to counteract the ongoing global warming. One way to reduce fuel consumption is to utilize emerging intelligent transport system (ITS) technologies and introduce heavy-duty vehicle (HDV) platooning, i.e. HDVs driving with small inter-vehicle gaps enabled by the use of sensors and controllers. It is of importance for transport authorities and industries to investigate the effects of introducing HDV platooning. Previous studies have investigated the potential benefits, but the effects in real traffic, both for the platoons and for the surrounding vehicles, have barely been explored. To further utilize ITS and optimize the platoons, information about the traffic situation ahead can be used to optimize the vehicle trajectories for the platoons. Paper I presents a dynamic programming-based optimal speed control including information of the traffic situation ahead. The optimal control is applied to HDV platoons in a deceleration case and the potential fuel consumption reduction is evaluated by a microscopic traffic simulation study with HDV platoons driving in real traffic conditions. The effects for the surrounding traffic are also analysed. Paper II and Paper III present a simulation platform to assess the effects of HDV platooning in real traffic conditions. Through simulation studies, the potential fuel consumption reduction by adopting HDV platooning on a real highway stretch is evaluated, and the effects for the other vehicles in the network are investigated. / Efterfrågan på godstransporter på väg fortsätter att öka i takt med den växande ekonomin, vilket resulterar i ökad förbrukning av fossila bränslen och ökade utsläpp. Samtidigt behöver användandet av fossila bränslen minska för att motverka den pågående globala uppvärmningen. Ett sätt för att minska bränsleförbrukningen är att utnyttja den teknik kring intelligenta transportsystem som är under utveckling och introducera lastbilskonvojer, det vill säga lastbilar som använder sensorer och regulatorer för att kunna köra med korta avstånd mellan sig. För transportföretag och -myndigheter är det viktigt att undersöka effekterna av att införa lastbilskonvojkörning. Tidigare studier har undersökt de möjliga fördelarna, men effekterna vid körning i trafik, både för konvojerna och för omgivande fordon, är outforskade. För att ytterligare utnyttja intelligenta transportsystem och optimera konvojerna kan information om trafiksituationen längre fram på vägen användas för att optimera konvojernas körning. Artikel I presenterar en optimal hastighetsregulator baserad på dynamisk programmering och som inkluderar information om trafiksituationen längre fram. Den optimala regulatorn appliceras på lastbilskonvojer under ett inbromsningsscenario och den potentiella minskningen i bränsleförbrukning utvärderas genom en mikroskopisk trafiksimuleringsstudie där lastbilskonvojerna kör i verkliga trafikförhållanden. Effekterna för omgivande fordon är också analyserade.Artikel II och artikel III presenterar en simuleringsplattform för att utvärdera effekterna av lastbilskonvojkörning i verkliga trafikförhållanden. Genom simuleringsstudier analyseras den potentiella bränsleförbrukningsminskningen då lastbilskonvojer körs på en verklig motorvägssträcka och effekterna för de övriga fordonen på vägen undersöks. / <p>QC 20180516</p>