I Sverige rapporteras årligen 6000 fall av hjärtstopp som sker utanför sjukhus där SOS-Alarm larmats och HLR utförts. Av de drabbade lever ca 11% 30 dagar efter hjärtstoppet. I samband med ett inträffat hjärtstopp är tiden till att en hjärtstartare (AED) kan användas avgörande för den drabbades chans att överleva. För varje minut som passerar minskar chansen för överlevnad med ca 10% och i nuläget är ambulansens insatstid i snitt elva minuter. Ett alternativ för att eventuellt minska insatstiderna för leverans av AED är att använda drönare. Syftet med detta examensarbete är att utveckla en metod för att välja platser där drönarhangarer kan lokaliseras för att potentiellt kunna bidra till ökad överlevnad för de som drabbas av hjärtstopp utanför sjukhus. Genom att beräkna avstånd mellan historiska hjärtstopp och möjliga platser att lokalisera drönarhangarer på kunde tre olika optimeringsmodeller byggas och användas för att lokalisera drönare inom kontrollerat luftrum (CTR). De olika optimeringsmodellerna maximerar överlevnad, täckning samt tidsvinst och lokaliserar 50, 25, tio (10) respektive en (1) drönare. Examensarbetet resulterade i att drönarhangarerna lokaliseras i olika CTR beroende på vilket mått som avses att maximeras, förutom om endast en drönarhangar ska placeras ut. Om endast en drönare finns tillgänglig för samtliga CTR lokaliseras den i Bromma CTR oavsett vilket mått som används. För att kunna genomföra lokaliseringen har även tre antaganden gjorts. De är att drönarna måste lokaliseras på platser där de inte kan bli stulna samt kunna repareras, att de måste placeras inom CTR samt att drönarna får flyga över flygplatser och deras rullbanor. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>

Raw material of high quality and in sufficient quantities is of great importance to manufacturing companies. However, the availability of such raw material is often uncertain. One such important raw material is cereals because the consumption of food products containing cereals is very common. The company in this case study is a manufacturing company in the food industry that purchases cereals from external suppliers. The suppliers are required to deliver cereals that meet posed quality standards and also to deliver cereals in sufficient quantities at the right time in order not to affect the product quality during the manufacturing phase and in order not to cause unnecessary production delays. However, under the current purchasing strategy, the company encounters difficulties in meeting production demand due to shortages of the supplied cereals. Therefore, it is of interest to investigate and map the reasons for such shortcoming of the current purchasing strategy. Furthermore, since suppliers are essential for the success of an organisation, the need to develop and apply a serious vendor rating strategy, particularly with respect to the ability to deliver cereals of the right quality and quantity, has arisen. The objectives of the master thesis are to investigate why the cereal supplies do not meet the production demand under the current purchasing strategies and also to achieve mitigation of the effects that cereal supply variations have on the production process. Thus, to meet these objectives, the following two research questions are examined in this master thesis: “Why do not the cereal supplies meet production demand under the current purchasing strategies?” “Which vendor rating strategies can companies use to mitigate the effects of cereal supply variations?” The master thesis is delimited to the cereals buckwheat flour, corn flour, rice flour, sorghum flour and teff flour. Furthermore, the master thesis includes the stage vendor rating and follow up in the purchasing process of cereals. A literature review, an examination of historical data, interviews, and a focus group with employees included in the purchasing process of cereal are conducted. The purchasing process of cereals at the case study company includes the stages specification, supplier selection, contract agreement, ordering, delivery expediting, arrival control, monitoring of best before date, vendor rating, and follow up. The found reasons why the cereal supplies could not meet production demand under the current purchasing strategies are: Variations in supply and demand. The production demand fluctuates and can therefore be difficult to meet depending on the available cereal supplies.  The available choice of suppliers. The case study company face difficulties in finding suppliers that can meet the requirements.  Supplier problems. The supplier problems include late deliveries, and also that received orders do not meet the specification. The flow of information. The suppliers do not inform the company about problems with orders, making it more difficult for the company to prevent supply disruptions. The accuracy of the forecasts sent to the suppliers is low, making it difficult for the suppliers to prepare sufficient quantities of cereals.  Transportation issues. The transportation companies deliver orders too late, which cause production delays.  The vendor rating strategies that companies can use to mitigate the effects of cereal supply variations are based on a three-stage model for vendor rating, including the design, implementation and use of the vendor rating system. Companies need to adjust the vendor rating system to suit their specific business. The recommendations to the case study company consist of the additional activities that the case study company should conduct in order to follow the three-stage model for vendor rating.

This thesis concerns the mathematical modeling of transportation systems for improved decision support and analysis of transportation-related problems. The main purpose of this thesis is to develop and evaluate models and methods that exploit link flows. Link flows are straightforward to obtain by measurements or estimation methods and are commonly used to describe the traffic state. The models and methods used in this thesis apply mathematical optimization techniques, computer simulations, and probabilistic methods to gain insights into the transportation network under study and provide benefits for both traffic managers and road users.  First, we present an optimization model for allocating charging stations in a transportation network to serve owners of electric vehicles. The model utilizes a probabilistic route selection process to detect locations through which vehicles may pass. It also considers the limited driving range of electric vehicles. The iterative solution procedure finds the minimal number of minimal charging stations and their locations, which provides a lower bound of charging stations to cover each of the considered routes. Second, we present a case study, in which we argue that stationary and mobile measurement devices possess complementary characteristics. In that study, we investigate how speed cameras and probe vehicles can be used in conjunction with each other for the collection of detailed traffic data. The results show that the share of successfully observed and identified vehicles can be significantly improved by using both stationary and mobile measurement devices. Third, we present a simulation model with the intent of finding the most probable underlying routes based on hourly link flows. The model utilizes Dijkstra's algorithm to find the shortest paths and uses a straightforward statistical test procedure to find the most significant routes in the network based on replicated movements of trucks. Finally, we investigate the possibility to study how the traffic flow in one location reflects the flows in the surrounding area. The statistical basis of the proposed model is built upon measured link flows to study the dispersion of aggregate traffic flows in nodes. By considering the alternative ways vehicles can travel between locations, the model is able to determine the expected link flow that originates from a node in a nearby region. The results of the thesis show that the link flows, which are basic descriptors of the road segments in a transportation network, can be used to study a broad range of problems in transportation.

Logistics outsourcing can be used as a strategy for companies that attempt to solve internal issues and/or improve their businesses enhancing their competitiveness. Such strategy is not limited only for large firms, even small companies have possibilities to implement it. This thesis addresses the decision making for outsourcing logistics activities in the context of a small e-commerce company in the fashion industry and also it intends to clarify what small e-commerce companies need to know when contemplating outsourcing opportunities. The purpose of this thesis is to provide guidance for small fashion e-commerce companies about what to consider when faced with a logistics outsourcing decision. The company ACQUO of Sweden (AoS) was referred to as the case study of this thesis. A literature review was conducted investigating previous related research to identify key factors to be considered when contemplating outsourcing and relevant theories to answer the research questions and the purpose of this thesis. The findings indicated that implementing outsourcing is not a simple quick task even for small firms, since it requires previous research, accurate analysis, evaluated decisions and well-planned establishment outsourcing process to achieve a successful outcome. In conclusion, an outsourcing decision should be taken cautiously. It should be based and justified through previous precise evaluations, potential benefits for the company and a suitable reliable TPL-partner. The findings are based on analysis and pattern matching between the literature and empiric data of this study. This study also refers eventual risks that TPL-relationships might imply and how to prevent them. Additionally, this study makes mention of disadvantages that small firms as AoS might have towards the TPL-market being a small e-commerce company that is considering acquiring TPL-services. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>

Introduction: Improving efficiency through the supply chain has long been strived for by management. Traditional approaches focus on improving efficiency in the supply chain through optimization of a company’s internal activities, where warehouses play an important role. Companies are therefore dealing with the dilemma of how to increase efficiency in their warehouse, yet at the same time reduce operational costs. Current research focuses on strategies to increase efficiency in conventional warehouses by studying design, operations, and planning. Digitalization and lean warehousing are also emerging as important tools for warehouse efficiency. However, alternative warehouse types exist that are less researched. The research aimed therefore to investigate the challenges warehouses with stock point design face.   Methods: A qualitative and deductive case study approach was chosen. A literature review was first conducted to find the variables defining warehouse efficiency. Interviews and observations were then performed at the case company to investigate how the variables affect efficiency at the case company. Lastly, the theoretical framework was compared to the findings to find strategies to overcome the challenges.  Findings: Efficiency problems can be found in many aspects of the case company´s warehouse. Over time the warehouse has lost its structure, where a lot of reliability for warehouse procedures are placed on the employees and their knowledge about the company and all parts. Because of missing routines for reviewing parts data, changes in generations and parts being revised, are hard to keep track of which causes an effect on efficiency. It also increases the risk of deadstock.  Conclusions: In previous research, few studies could be found where researchers tackle the problems that multiple storage building causes on efficiency. By concluding that seven key variables define warehouse efficiency from previous research and applying them to a warehouse with stock point design, the challenges that an alternative warehouse face through the important variables in warehouse efficiency research could be explained.  All the variables affect efficiency, yet warehouse design has the biggest impact. Because of limited abilities with hand scanners and missing routines for reviewing parts data, operations, movement, and planning can also be concluded to have a high influence on efficiency.  To overcome the challenges, strategies for class-based storage assignment should be applied from the perspective of the storage building limitations. Right conditions for batching and good routines for warehouse procedures and reviewing parts data are also suggested as strategies.

Iceland faces problems in achieving decarbonization goals, especially regarding its transportation sector having highly car-oriented passenger transport in the capital city, Reykjavík. Therefore, there is a need to shift toward more sustainable transport modes. It is well established that private and car-centered mobility regimes impose externalities on the environment and the livability of cities. Mobility-as-a-Service (MaaS) is a recent mobility service concept that poses a promising solution to shift much of the travel demand within urban settings from private car ownership to shared mobility. This thesis aims to determine whether MaaS can function as a disincentive for private car ownership and find use in the context of Reykjavík, Iceland. Specifically, it provides an initial investigation on how influences on car ownership and use, and opinions on shared mobility services and the concept of MaaS may differ between different demographic groups. To test whether MaaS can function as a disincentive for private car ownership and use in Reykjavík, an online survey was distributed to car owners in the city. Respondents volunteered and were asked to respond to two sets of inquiries relating to perceived influences on car ownership and use, and sentiments on shared mobility and MaaS, respectively. The responses were inferentially analyzed. The results showed that in Reykjavík’s current state (i.e. public transport infrastructure and built environment), MaaS would struggle to disincentivize car ownership and be adopted city-wide. However, the younger generations are the most promising first adopters of the service. The results suggest that the city should focus on increasing urban densification and enhancing public transport. Furthermore, the results suggest that as these factors are enacted, the disincentivizing function of MaaS may become more effective. In line with this, further research should be focused on how to facilitate first adopters in their use of MaaS.

No description available.

Purpose – The purpose of the research is to increase the understanding of how insufficient information sharing between internal stakeholders can be mitigated during new product development projects. Two research questions were formulated to conduct answers to the purpose.  Why is it crucial to mitigate insufficient information sharing between internal stakeholders during new product development projects? How can potential challenges during new product development projects be mitigated through information sharing between internal stakeholders? Method – To create an understanding of information sharing a literature review was conducted, which formed the foundation of the theoretical framework. Through a case study at SAAB Training &amp; Simulation, interviews were used as the main source for empirical data. Document studies and observations were used to triangulate the findings. The collected data and theoretical framework were analyzed and discussed to propose improvements. Findings – The research findings indicate that an insufficient information flow can cause several challenges related to deadlines, profit and how information is interpreted. It should therefore be a prioritization for an organization to constantly improve how information is shared between internal stakeholders during new product development projects. Additionally, the research analysis suggests that organizations’ need to allocate more time for educational opportunities. Implications – The research highlighted a new perspective on previous research within the area. Through the research analysis statements and theories made by other researchers were further strengthened. The research suggests ways of improving information sharing between internal stakeholders. The result can be used by other industrial organizations working with new product development projects to improve their information sharing to mitigate challenges connected to insufficient information sharing. Limitations – Due to the complexity of information sharing within new product development projects, the research was limited to one case company. Additionally, mainly managers were interviewed which posed a risk that the collected data only provided an overview rather than a deep insight in the processes of sharing information between internal stakeholders. If the authors were to use several organizations and conduct more interviews, the results could increase the credibility and generalizability of the research.

Inom sjukvården är det viktigt att material finns tillgängligt när operationer och ingrepp ska genomföras för att patienter ska få den vård de behöver. För att materialbrist inte ska uppstå krävs bra planering och hantering av material. Det finns ett flertal olika materialstyrningsmetoder som syftar till att undvika materialbrist och uppnå låga kostnader. I dagsläget ligger Ögonkliniken på sjukhusområdet på Universitetssjukhuset i Linköping men då lokalerna är gamla ska kliniken flytta till nya lokaler på Garnisonen, ett område utanför sjukhusområdet. I och med flytten kommer ett nytt materialflöde att uppstå för Ögonklinikens steriliserade material. Detta då Ögonkliniken innan flytten steriliserade allt sitt material själva på avdelningen och efter flytten kommer materialet istället att skickas till Sterilcentralen som ligger på sjukhusområdet för sterilisering. Syftet med studien är därför att skapa en bättre förståelse för det framtida materialflödetmellan Ögonkliniken och Sterilcentralen genom att analysera lämpligheten i olika materialstyrningsmetoder för Ögonklinikens verksamhet. Målet med studien är att kartlägga det framtida materialflödet samt att beräkna mängden material som behöver finnas i flödet för att materialbrist inte ska uppstå för Ögonkliniken. För att besvara syftet utgår studien från fyra frågeställningar: Vilka processer och aktiviteter kommer det framtida flödet att bestå av? Vilka karaktäristiska drag har Ögonklinikens sterila material? Givet de karaktäristiska drag som identifierats i fråga 2, vilken materialstyrningsmetod är mest lämplig? Vilka andra effektermedför valet av materialstyrningsmetodför det framtida flödet? För att kunna besvara frågeställningarna har information och data samlats in genom litteraturstudie, sekundärdata och intervjuer. Sekundärdata som samlats in är efterfrågedata,antal diskprocesser, antal autoklavkörningar och antal omkörda processer och körningar. Det framtida flödet kommer bestå av fyra parter; Ögonkliniken, Sterilcentralen, Stångåbuss och Inre Logistik. Intervjuer har genomförts med samtliga parter, där de har svarat på semistrukturerade intervjufrågor. Studien resulterar i en kartläggning över det framtida flödet, där processer och aktiviteter som flödet kommer bestå av illustreras. Det sterila materialet identifieras ha kort ledtid, ojämn efterfråganoch antingen fast eller varierande beställningsintervall samt beställningskvantitet. Kanban anses vara den mest lämpliga materialstyrningsmetoden att använda för Ögonkliniken. Detta för att kanban lämpar sig bäst för det sterila materialets karaktäristiska drag. De effekter som ett kanbansystem medför är att beställningspunkt och beställningskvantitet bestäms samt att kostnaderna och kapitalbindning kan hållas låga. Dock är inte de transporter som finns idag anpassade för ett kanbansystem, vilket leder till att detta kan behöva åtgärdas för att få ett fungerande kanbansystem. För att ett kanbansystem ska fungera behöver materialet transporteras direkt när behovet uppstår och i dagsläget fungerar inte de avtalade transporter på detta sätt. Då de avtalade transporterna går specifika tider istället. / It is crucial that sterile material is available when surgeries and other medical procedures need to be performed so that the patients receive the required healthcare. To ensure that shortfalls of required material do not occur good planning and efficient material management is required. There are several different material planning methods that can be used to avoid shortfall of material. As of today, Ögonkliniken is located within the hospital area at the university hospital in Linköping. However, Ögonkliniken is being relocated to new facilities located at Garnisonen, which is an area outside of the hospital area.The relocation is due to that the current facilities are old and worn down. Ögonkliniken handled their own sterile material and the sterilization process in their current facilities. When the relocation is complete the used sterile material will be transportedto Sterilcentralen, which is located within the hospital area, for sterilization. After sterilization,the material must be transported back to Ögonkliniken. Hence, a new material flow will emerge because of the relocation. The purpose of this study is to gain a better understanding of the new materialflow. This is achieved by analyzing different material planning methods and whether they are suited for Ögonkliniken.The aim of the study is to map the future material flow and to calculate the amount of materialt hat needs to be present in the flow to avoid material shortages at Ögonkliniken. To fulfill the purpose of the study four research questions have been formulated: What activities will the material flow consist of? What specific features does Ögonklinikens sterilized material have? Given the specific features that have been identified in question 2, which material planning method is best suited? What other impacts does the chosen material planning method result in for the future material flow? Toanswer the questions, information and data have been collected through literature study, secondary data and interviews. The secondary data that have been collected are statistics over number of preformed operations, number of washing processes, number of sterilization processes and number of processes that needed to be reprocessed. The future material flow will consist of four departments: Ögonklinken, Sterilcentralen, Stångåbuss and Inre Logistik. All departments have been interviewed where they have been asked semi structured questions. The sterile material has been identified with the following specific features, short lead time, irregular demand and either fixed or varying order interval and order quantity. The best suited material planning method for Ögonkliniken is the Kanban system. This is due to that the sterile material’s specific features match with the method. An implementation of a Kanban system will result in routines for when and what volume should be ordered. The system also allows for the cost of purchased material to be low. However, the way the transports are set up today does not suit a Kanban system. Therefore, the transports may have to be adapted so that the Kanban system will function well. For the Kanban system to work transportation of material must occur when the demand appears and today the transports only allow material to be picked up at specific times.

Vid kallt väder behöver flygplan avisas innan start, för att säkerställa att kontamination i form av snö eller is inte förekommer på flygplanet. Syftet med avisning är att säkerställa flygplanets flygförmåga, då kontamination försämrar aerodynamiken. Statens flygplatsverksamhet drivs av Swedavia AB som förvaltar bland annat Stockholm Arlanda Airport. I nuläget sker avisning av flygplan på Arlanda främst vid gate. Swedavia önskar dock implementera en bannära avisningsramp för att effektivisera avisningsmomentet på flygplatsen. Målet med detta arbete är att undersöka hur många parallella avisningsspår som krävs vid en bannära avisningsramp vid rullbana 3 på Arlanda. Syftet med detta är att effektivisera avisningsprocessen. För att uppnå målet med arbetet har en simuleringsmodell över avisningsprocessen skapats i Arena Simulation Software. Modellen simulerar ett prognostiserat trafikprogram som avser en godtycklig dag motsvarande framtidens trafikvolymer. Indata till simuleringsmodellen inkluderar bland annat avisningstid per flygplanskod, taxningshastighet per flygplanskod och antal tillgängliga avisningsfordon. Därtill har trafikprogrammet simulerats i tre olika typer av väder motsvarande kyligt väder, sämre väder med snö samt ett ännu sämre väder som kan antas vara extremfall. Antalet avisningsspår utgår ifrån de förstnämnda vädertyperna. Det är dock av intresse för Swedavia att se hur antalet avisningsspår klarar att hantera trafik under en dag med riktigt dåligt väder. Ett krav från Swedavia är att 98 % av alla flygplan ska hinna igenom simuleringsmodellen på mindre än 17 min i det lättare vädret, samt att 95 % av alla flygplan ska hinna igenom simuleringsmodellen på mindre än 20 min i det sämre vädret. Det resultat som erhållits är att 9 avisningsspår krävs för att ovan nämnda krav ska uppnås för lättare vädret. För att kravet för det sämre vädret ska uppnås krävs även där 9 avisningsspår. I det lättare vädret är det i snitt 1,8 flygplan som spenderar mer än 17 minuter i systemet vid 9 spår. I det sämre vädret är det i snitt 7,9 flygplan som spenderar mer än 20 minuter i systemet. En känslighetsanalys har genomförts för att analysera hur robust modellen är. Resultatet var att antalet spår inte är robust för förändringar i trafiken, åtminstone inte en dubblering samt tredubblering av trafiken. Vid en kraftig ökning av trafiken räcker inte 9 avisningsspår för att uppnå ovan nämnda krav, utan det kräver ökade resurser både i form av avisningsspår och avisningsfordon. Vid en tredubbling av trafiken kan det också konstateras att resurserna inte längre är flaskhalsen, utan antalet rullbanor. Intervjuer har genomförts med respondenter från bland annat Oslo Gardermoen och HelsingforsVanda. Båda dessa flygplatser har en bannära avisning sedan tidigare, och vi har därför kunnat använda dessa flygplatser som inspiration. Den slutsats som arbetet mynnat ut i är att 9 kod C-avisningsspår krävs vid rullbana 3. 9 avisningsspår behövs för att avisningsrampen ska kunna hantera framtida trafikvolymer vid både lättare och sämre väder. Detta resultat gäller dock endast vid givna förhållanden, dvs när trafikprogrammet är precis så som prognostiserat. / In the event of cold weather, aircraft must be de-iced before take-off. This is to ensure all contamination, such as snow and ice, is removed. The purpose of de-icing is to assure the aircrafts ability to fly, as contamination worsens the aircrafts aerodynamics. In Sweden, airport operations are managed by Swedavia AB, who operates Stockholm Arlanda Airport. Today, the de-icing procedure is located at the gate area. However, Swedavia wishes to implement remote de-icing areas near the runways to make the de-icing procedure more effective. The goal of this work is to investigate how many parallel de-icing tracks are needed to reach specific requirements at a remote de-icing area near runway 3 at Arlanda. The requirements are to ensure all aircraft are served within certain time limits. To reach the goal, a simulation model has been made using Arena Simulation Software. The model simulates a prognosticated traffic program of an arbitrary future day. Inputs to the simulation model include, among other things, de-icing times per aircraft code, aircraft taxiing speed, and number of available de-icing vehicles. The simulation model has also been conducted within three different weather categories. These correspond to frosty weather, snowy weather, and more severe weather, which represents the extreme case. The number of de-icing tracks is based on the first two weather categories. However, Swedavia wishes to know how the model performs under the extreme case of the latter weather category as well. Swedavia has a requirement that 98 % of all aircraft must leave the de-icing service within 17 minutes after their arrival in the frosty weather category. For the snowy weather category, 95 % of all aircraft must leave the simulation model within 20 minutes of their arrival. The result is that 9 de-icing tracks are needed to fulfil the requirements. With 9 de-icing tracks, an average of 1,8 aircraft spend more than 17 minutes in the system for the frosty weather. For the snowy weather, 7,9 aircraft spend more than 20 minutes in the system. A sensitivity analysis has been conducted to evaluate the robustness of the model. In this analysis, the traffic was heavily increased to see how the number of de-icing tracks managed higher demand. The result was that the number of de-icing tracks is not robust enough to handle changes in traffic, at least not double- or three-times higher traffic. With a heavy increase in traffic, 9 de-icing tracks are not enough to fulfil the requirements. More resources are needed, not only de-icing tracks but de-icing vehicles as well. When multiplying the traffic by three, it is also clear that the de-icing process no longer is the bottleneck. Instead, the congestion appears by the runway. Interviews have been conducted with, amongst others, respondents at Oslo Airport and Helsinki Airport. Both airports have remote de-icing areas adjoining their runways, and we have therefore been able to use them as inspiration. The conclusion is that Arlanda should implement a remote de-icing area with 9 code C de-icing tracks adjoining runway 3. This is needed to meet future demand in both frosty and snowy weather. However, this result is only valid under the exact input of the prognosticated traffic program.