Detta arbete ämnar undersöka förändringar i olycksstatistiken mellan 1990 till 2000 och 2001 till 2014 vid sjösättning och återställning av snabbgående beredskapsbåtar. Genom att göra en litteraturstudie, där huvudsakliga källan innebar sekundärdata i form av olycksrapporter från brittiska haverikommissionen kunde en sammanställning av antal olyckor, olycksorsak och personskador mellan 2001 och 2014 utföras. Detta resultat jämfördes sedan mot en tidigare studie som undersökte samma ämne mellan 1990 och 2000. Resultatet i jämförelseanalysen visade en minskning av antalet olyckor som inträffar vid sjösättning och återställning av snabbgående beredskapsbåtar. Utrustning som används vid olyckstillfällena tyds har blivit säkrare sedan förra studien utfördes då utrustningen tidigare var den största orsaken till olyckor. Resultatet i denna studie visar istället att det är besättningens agerande vid sjösättning och återställning som leder tills flest olyckstillbud. / The purpose of this study was to investigate the causes behind accidents at the launching and recovery phase of fast rescue boats on RO/RO passenger ships between 2001 and 2014. The purpose was also to examine what the consequences may be for the crew in this type of accident. When the objective of this study was achieved, it was decided that a depression on the topic would be performed by making a statistical comparison to investigate how this types of accidents has changed since 1990-2000. The study was done as a literature study where secondary non-experimental data was used as the material for the compilation of the results. The material obtained in the form of accident summaries from the British Marine Accident Investigation Branch.  This source was chosen to be used because the previous study was based on the same commission’s statistics of accident in the result United Kingdom FRB Working Group presented in 2001. After the result in this study had been compiled and was able to present how many accidents that have occurred within the period covered, and what had caused the accidents was decided a comparison study with previous research was conducted. Comparative results of the analysis showed that the total number of accidents has decreased since the last study was conducted. From the results it can be inferred that the main reason of the accidents has decreased, probably is because the equipment used in this kind of operation has become safer.

Braathens Regional Airlines is a result of a merger between multiple smaller, domestic airlines. As a result, the company has a large supply base for logistics services. This has lead to difficulties following up the operation and a complex supply structure. Therefore, in order to improve the overall logistics operations, the aim was to evaluate the current external transportation solution for the distribution of spare parts. The evaluation was accomplished through a comparison with two alternative scenarios: Supply base reduction and Third-party logistics (TPL). Supply base reduction meant removing suppliers from the current supply base, and Third-party logistics entailed outsourcing all external transportation to a single company. The comparison was based on five criteria: Transportation cost, Administrative workload, Delivery precision, Lead time and Flexibility. To be able to carry out a comparison, data regarding all the criteria was collected for all cases. This was done through extractions from enterprise systems from four of the case company's largest carriers, as well as through interviews with employees and a representative from a Third-party logistics service provider. After analyzing the provided data, the main conclusion was that both supply base reduction and TPL would improve the operation, where the case of TPL was expected to be slightly better. In order to further strengthen the analysis, the company has to develop its data collection procedures. In addition to the exact transportation solution, changes within the organization and its routines can improve the operations further.

Most producing companies aim to reduce tied up capital, which is meant to increase inventory turnover. In this study, an EMS (Electronic manufacturing service) -company, a contract manufacturer, will be studied. The company does not own the products themselves, but is a service company that manufactures to customers. The business has a problem that existed for a long period of time, they have a low inventory turnover among their component inventory. The company therefore wants to increase its inventory turnover in order to reduce its tied-up capital. The aim is to develop knowledge about supplier and customer relationships that affect the stock turnover rate in component stocks. In order to make calculations, it is profitable for the company to order materials multiple times for increased inventory turnover or fewer times to keep down the order cost. Case study is based on qualitative data in the form of interviews and observations. A large part of this study is also based on quantitative data from the company's MRP (material requirements planning) system. The literature is based on articles that deals with key concepts such as EOQ (economic order quantity), customer and supplier relationships. The conclusion of this study suggests that the company should use EOQ to reduce overall order cost while reducing the tied-up capital.

This thesis investigates and design innovative concepts of noise protection solutions (NPS) for the Swedish high-speed railway (HSR) that is planned to be built between Stockholm and Gothenburg in the near future. The planned traffic will start in 2035. The concepts have been developed through a design process, starting with a research phase of existing solutions for the problem, theory about noise and absorbing materials. Following by an analysis of all researched data to narrow down the project and the interviews with the Swedish transport administration, this in order to pinpoint the requirements for the NPS. To get opinions from people who are exposed to low frequency noise, two questionnaires were conducted with a total of 80 respondents. Because of the difficulty to find the exact target group of people who are only exposed to the noise from high speed trains, the first questionnaire was open for all people who are exposed to low frequency noise (traffic noise). The second questionnaire was published at Trafikverket Facebook page, and because of their high number of followers, people who are exposed to train noise could easily be reached. From the answers and the analyzed data, a requirement specification for the NPS was created with all the requirements that the NPS needed to have according to Trafikverkets standards and from the questionnaire. These requirements were the prerequisite used in the synthesis phase. Different brainstorming methods were used to develop a large amount of ideas. A workshop with people from the society was held to keep the creativity alive. From the first synthesis phase, six ideas out of 160 ideas were chosen by a dot evaluation, and in order to narrow down the ideas even more, a matrix evaluation was used. The matrix was built from the requirement specification to verify which ideas fit most of the requirements for a new NPS. From this evaluation, two concepts were chosen to be developed further. After a validation from Trafikverket, the two concepts were further developed, this by an open brainstorming session. Via discussions and sketching, new ideas for the concepts arose. We found solutions for the problems that arose with each concept and made final decisions about the design and material. Three concepts were 3D visualized in the CAD program Rhinoceros. Final touches of the concepts were made in Keyshot. Throughout this thesis, three concepts for noise protections for the HSR have been developed and the research question “How can innovation be created by using a design process?” have been discussed and answered.

Syftet med arbetet har varit att studera hemtagningen av varor ifrån Asien till Sverige, och ta fram olika förbättringsförslag på hur importföretag inom klädindustrin kan minska lagerhållna volymer samt genomflöde i sina centrallager. Detta har gjorts med hjälp av ett textilföretag i, Borås, som tillverkar och importera alla sina produkter ifrån Asien. Textilföretaget vill vara anonyma, därför har författaren av rapporten valt att kalla det för Företag X. Företag X omsätter cirka 500 miljoner, och i dagsläget mellanlandar allt gods i deras centrallagret i Borås. Delar av godset är redan vid produktion öronmärkt till specifik återförsäljare, därför har författaren valt att koncentrera sig på just dessa flöden i rapporten för att avgränsa arbetet något. Rapportens syfte är med andra ord att ta fram olika scenarier som visar på hur detta gods kan levereras direkt ut till respektive återförsäljare, utan att behöva ta omvägen via Borås.För att hitta för- och nackdelar med de olika scenarier gjordes det inledningsvis en litteraturstudie för att skapa en gedigen informationsgrund att utgå ifrån. Sedan genomfördes ett flertal studiebesök och semistrukturerade intervjuer med inblandade parter i försörjningskedjan. Respondenterna var många och från flera olika företag och positioner, allt för att få resultatet så gynnsamt som möjligt för alla inblandade.Analysen visar på tre olika scenarier, utifrån Företag X’s förutsättningar och arbetets avgränsningar, som alla bidrar till att Företag X kan minska sina lagerhållna volymer samt genomflöde i sitt centrallager.Scenario 1 innebär att återförsäljaren tar över ansvaret av godset redan i en hub i Asien. Godset sorteras ut till respektive återförsäljare redan i fabriken alternativt i en hub/terminal i Asien, innan återförsäljaren möter upp och tar över ansvaret vid hubben. Det är då upp till återförsäljaren hur den vill frakta godset från Asien till Sverige, och Företag X släpper där med allt ansvar. Detta scenario innebär att försörjningskedjan är kort och kostnadsfokuserad och Företag X kommer kunna minska de kostnader som uppstår kring frakt och hemtagning av godset.Scenario 2 innebär att återförsäljaren tar över ansvaret för godset vid en terminal/hub i Göteborg. Godset har då cross-dockats (sorterats upp till respektive återförsäljare) antingen i en hub/terminal i Asien eller så görs det i terminalen/hubben i Göteborg. Från hubben i Göteborg är det sedan återförsäljarens ansvar att sköta frakten till sitt eget lager.Scenario 3 är likvärdigt hur det ser ut för Företag X idag, att återförsäljaren tar över ansvaret för godset först när det anlänt till deras lastbrygga. Skillnaden är dock att det gods som redan är öronmärkt till återförsäljare inte mellanlandar i centrallagret i Borås. Istället cross-dockas godset i en hub i Asien, alternativt i en hub i Göteborg.Författaren anser dock att Företag X själva ska göra en djupare efterforskning innan ett scenario eventuellt implementeras, då författaren av rapporten inte hade tillgång till all inköp- och försäljningsdata.vEn slutsats som har dragits och som presenteras i resultatet är att scenario 3 bör vara mest gynnsamt för Företag X i dagsläget och även på lång sikt. De behåller då maximal kontroll av leveransen, vilket innebär att pris- och tillverkningsinformation inte riskerar att hamna i fel händer, vilket skulle kunna resultera i kundbortfall och nya starka konkurrenter. / The purpose of this report was to study the imports of goods from Asia to Sweden, and to present improvements on how companies in the textile industry can reduce their inventory volumes and goods flow in their central warehouse. The study has been done with a little help from a textile company in Borås, which manufactures and imports all their products from Asia. The textile company wants to be anonymous, therefore the author of this report has chosen to entitle it as Company X. Company X has a turnover of approximately 500 million SEK, and they currently interlining all their goods in their central warehouse in Borås. Parts of the goods are already earmarked for specific retailers, therefore the author has chosen to concentrate on these flows only, to delimit the work a bit. In other words, the purpose of the report is to provide different scenarios that show how the goods can be delivered directly to their retailers, without having to take the route through Borås.In order to find the pros and cons of the different scenarios, a literature study was initially made to create a solid information base. Then several visits at Company X and semi structured interviews were conducted with different stakeholders in the supply chain. There were several respondents from different companies and positions, all to make the results of the study as beneficial as possible for all involved.The analysis shows three different scenarios, based on Company X's prerequisites and work delimitations, which all contributes to a reduce of Company X stored volumes and goods flow in its central warehouse.Scenario 1: The retailer takes over the responsibility of the goods already in a hub in Asia. The goods are sorted out to respective retailer already in the factory or in a hub/terminal in Asia, before the retailer meets up and take over the responsibility of the goods at the hub. Then it is up to the retailer how they want to ship the goods from Asia to Sweden, and at that time Company X releases all the responsibility. This scenario means that the supply chain is short and cost-focused, and Company X will be able to reduce their costs that arise from shipping the goods.Scenario 2: The retailer takes over the responsibility for the goods at a terminal/hub in Gothenburg. Before that, the goods have been cross-docked (sorted out to respective retailers) either in a hub/terminal in Asia or in the terminal/hub in Gothenburg. From the hub in Gothenburg it is the retailer’s responsibility to handle the freight to their own warehouse.Scenario 3: Is equivalent to what it looks like for Company X today, where the retailer takes over the responsibility for the goods when it arrives at their own warehouse. The difference is that the goods do not pass at the central warehouse in Borås. Instead, the goods are cross-docked in a hub in Asia, alternatively in a hub in Gothenburg, before it delivers to the retailers.The author of this report believes that Company X must do a deeper investigation before a scenario may be implemented, as the author of the report did not have access to all purchase- and sales data.viiOne conclusion that has been drawn is that scenario 3 should be most favourable to Company X both at the present and at a long term. They retain the maximum control of delivery, which means that information about price and manufacturing does not end up in wrong hands, which could lead to a loss of customer and new stong competitors.

Cyclists as vulnerable road users are oftentimes unprotected with exposed human body, can fall easily and sustain serious injuries when encountered collisions, especially with motorists. At roundabouts, accident reduction rate for cyclists is rather uncertain or sometimes less favorable compared to other road users (e.g. motorists, pedestrians). This thesis focuses on advancing the understanding of traffic safety issues for cyclists at roundabouts by identifying concerns faced by cyclists and evaluating their designs to find out which configuration has high or higher safety level towards cyclists. The research approach adopted in this work includes a wide review of relevant literature on cyclist safety and roundabouts and the implementation of empirical research, the latter was carried out through a Case Study in Norrköping city by obtaining cyclist related accident data from Swedish Traffic Accident Data Acquisition database to identify roundabouts with high cyclist-related accidents in the city assisted with PTV Visum Safety tool and fetching traffic volume from city network model operated by Norrköping Municipality for each identified roundabout. The main findings from this research conclude that single-lane roundabouts with separated cycle paths in high traffic volume setting provide better or higher safety performance for cyclists compared to other roundabout configurations.

Vast application of ITS and the availability of numerous on-road detection devices has resulted in variety of alternative data sources to be exploited and used in the field of traffic modelling. In this thesis, historical travel times, as an alternative data source, is employed on the developed method to perform dynamic network loading. The developed method, referred to as DNLTT, uses the share of each route available in the route choice set from the initial demand, as well as link travel times to perform the network loading. The output of the algorithm is time-dependent link flows. DNLTT is applied on Stockholm transportation network, where it is expected to have variation in link travel times in different time-periods, due to network congestion. In order to calculate the route shares, a time-sliced OD matrix is used. The historical travel times and the routes in the route choice set are extracted from an existing route planning tool. An available logit model, which considers the route travel time as the only logit parameter, is used for the route share calculation and the network loading is performed according to 2 different methods of DNLTT and DL. The evaluation of results is done for a toy network, where there happen different network states in different time-periods. Furthermore, the model output from Stockholm case study is analyzed and evaluated. The dynamic behavior of DNLTT is studied by analysis of link flows in different time-periods. Furthermore, the resulting link flows from both network loading methods are compared against observed link flows from radar sensors and the statistical analysis of link flows is performed accordingly. DNLTT exhibits a better performance on the toy network compared to DL, where the increasing link travel times cause the link flows to decline in different time-periods. However, the output of the developed method does not resemble the observed link flows for the investigated links in Stockholm case study. It is strongly believed, that the performance of DNLTT on the investigated transportation network potentially improves, in case the historical travel times better resemble the network dynamics. In addition to a more reliable data set, an OD adjustment process in all the time-periods is believed to generate better model output.

Bakgrund: Detta uppdrag initierades av Logistikavdelningen på ett av affärsområdena på fallföretaget som påvisar avsaknad av kontrollerade processer som resulterar i försvinnande av information och data mellan avdelningar. Initialt genomfördes en förstudie som påvisat vad företaget kallar en siloverksamhet, att företagets enheter inte är integrerade och mäts individuellt.  Slutsatsen drogs i förstudien att personliga relationer bör uppmuntras för att öka effektivitet och bör genomföras genom att integrera informationsdelning mellan avdelningar. Syfte: I detta arbete är syftet att ta reda på hur en stålindustri kan integrera informationsdelning mellan avdelningar i ett specifikt flöde för att skapa förståelse för helheten och skapa värde för en intern kund. Metod: Intervjuer, dokumentstudie och observationer är metoder som använts. Resultat: Metoden har påvisat att transparensen anses vara otillräcklig med anledning av bristande kundfokus. Alla respondenter anser att transparens är väsentlig information utan modifiering med syftet att möta kundbehov. Det har påvisat att det anses att ledningen ska se till att alla vet vad som sker i kedjan och vilken informations som behövs och att informationskvaliteten måste säkerställas. Ur relationssynpunkt finns ingen helhetssyn och ingen anställd vet vilket värde hon/han själv eller andra skapar till kunden. Respondenter önskar mer schemalagda möten för att ta vara på relationer inom organisationen. Det finns många system och de är inte integrerade och pratar inte med varandra. Samtliga respondenter anser att mätetalen är felaktiga och att prestationen på försörjningskedjan ska ligga till grund för mätetalen istället för per produktionsenhet. Drömscenarion för respondenter är att ha en funktion som kan kontrollera alla aktiviteter och processen samt ett gemensamt system. Slutsats: Företaget kan integrera informationsdelning genom att dela ansvar, möten och mäta försörjningskedjan som en helhet för att skapa förståelsen för vilket värde den anställde genererar. Detta underlättar arbetet för produktionsenheterna och eliminerar den gråzon som finns idag för att skapa värde för den interna kunden.

The construction industry’s world is very complex, competitive and challenging. That means that everyone who is involved needs to be constantly updated and follow the latest technological trends and ideas to be able to work on a viable project by minimizing the problems.  Nevertheless, there are always different complications that arise mainly because there is not much attention given to logistics and logistics solutions. The purpose of this thesis is to identify the major problems in the Swedish construction industry as well as their corresponding logistics solutions applied by different companies. Moreover, this research will try to investigate how the use of the fairly new concept of Construction Consolidation Centers can improve the situation primarily with the material transportation. The current thesis was conducted by investigating the relevant literature and arranging interviews with a few of the many consultant companies working in the construction industry. The outcomes from both investigations are analyzed and compared showing that there are important differences between the theory (literature review) and the reality (interviews) as some of the main problems in real projects do not appear in the current literature. It is also clearly exposed that Construction Consolidation Centers are a game changer to this kind of projects and such a solution is suggested from both sides, while there is high necessity from the companies to emphasize on the logistics and invest more on their logistics solutions.

The results of this work show that the cost efficiency of tendered bus services is similar across all Swedish counties, except for the more high-density counties where efficiency is lower. Considerably lower efficiency is also found for contracts with services run in-house by the Public Transport Authority (PTA), compared to when the same service is run by a private actor. With respect to the competitive environment, it was found that many contract design factors have little or no effect on the number of bids that the PTA sees in their tenders. No measure that could be imposed by a single PTA was found to increase the total number of bidders by more than 0.5 bidders. However, the results suggest that PTAs as a collective could try to avoid tendering too many contracts at the same time because this was shown to reduce participation by up to about two bidders. In addition, these studies show that the local competitive environment is important for the PTAs to consider. The way in which contract areas are defined will also affect the participation rate as operators were found to participate in tenders to a lower extent the farther their workplaces are from the contract area. While larger operators appear to be less sensitive with respect to such distances, the fact that smaller operators are, and that they often bid as one unit as members of cooperation companies, makes the competitive environment important. The results suggest that depots could be included in the contract to stimulate participation, but this is by no means the only nor an easy solution. This thesis has also analyzed the entry made in 2015 by MTR Express (MTR) on the Stockholm-Gothenburg railway line. The overall conclusion is that customers are indeed facing lower prices one and a half years after the entry. MTR's prices are on average 100 SEK lower than the incumbent SJ's prices. Furthermore, the analysis shows that the incumbent’s prices have also gone down, by almost 13 percent, following the entry. / <p>QC 20171106</p>