[pt] Os sistemas de comunicações ópticas no espaço livre (Free Space Optics - FSO) tem sido desenvolvidos nos últimos anos no Brasil, contudo ha poucas referencias de estudos realizadas em território nacional. Neste tipo de sistema, um feixe de laser pode carregar informação de um ponto para outro através de uma distância curta (3-4 km), evitando-se o uso das fibras ópticas. Por tanto, FSO tornou-se uma alternativa rápida e muito econômica, principalmente nas áreas urbanas. Este trabalho apresenta um procedimento para a análise, modelamento, e um teste experimental do Free-Space Optics (FSO) é apresentado; sendo realizado dentro do perímetro urbano da cidade do Rio de Janeiro, em 2002. Inicialmente, as características do transmissor e do receptor foram consideradas. Adicionam-se três parâmetros: a perda atmosférica, a perda geométrica e a cintilação. Subseqüentemente, todas as perdas, incluindo outros parâmetros que tratam das perdas adicionais foram expressas em dB e inseridas em uma equação de balanço de potência. A disponibilidade do sistema de FSO é exibida, usando os dados de visibilidade de dois aeroportos, e conduzindo a uma predição sistemática da disponibilidade. Uma atenção especial é focalizada no parâmetro da taxa de erro de bits (BER), que está relacionada com a Recomendação ITU- T G.826. Dentro esta última recomendação, é possível realizar uma análise do FSO com relação à variação climática. A experiência abrangeu períodos curtos em que o Rio de Janeiro apresentou uma névoa forte da manhã. Mostra-se, finalmente, que FSO é uma tecnologia competitiva e confiável na transmissão, desde que seja usada de forma correta e apropriada. / [en] Very few works had been developed in Brazil, dealing with Free-Space Optics (FSO). In this arrangement, a laser beam carries information for a short range (up to 3-4 km), avoiding the use of optical fiber. FSO is a rapidly-improved solution and very economical, specifically in urban areas. In this work a FSO system operating in Rio is described. This work presents a procedure for the analysis, modeling, and a practical trial of a Free-Space Optics (FSO) system is presented. The procedure has been conducted in the urban area of Rio de Janeiro, in 2002. Firstly, the transmitter and receiver characteristics are considered. Next, three additional parameters are introduced: atmospheric loss, geometric loss and scintillation. In this last parameter, a few ways how scintillation might be expressed in dB and translated into a power balance equation, it presents. Other fixed parameters, dealing with additional losses, are subsequently inserted. The FSO system availability is exhibited, using airports visibility data, leading to a prediction of the systemic availability. Attention is then focused on the Bit Error Rate, BER, which relates with the Recommendation ITU- T G.826. Within this last Recommendation, it shows how to perform a FSO analysis with respect to the climatic variation. The experiment has encompassed some short periods in which this city presents a strong morning fog. It is finally shown that FSO is a competitive and reliable transmission technology, provided proper and correct use.

abstract: With high potential for automobiles to cause air pollution and greenhouse gas emissions, there is concern that automobiles accessing or egressing public transportation may cause emissions similar to regular automobile use. Due to limited literature and research that evaluates and discusses environmental impacts from first and last mile portions of transit trips, there is a lack of understanding on this topic. This research aims to comprehensively evaluate the life cycle impacts of first and last mile trips on multimodal transit. A case study of transit and automobile travel in the greater Los Angeles region is evaluated by using a comprehensive life cycle assessment combined with regional household travel survey data to evaluate first-last mile trip impacts in multimodal transit focusing on automobile trips accessing or egressing transit. First and last mile automobile trips were found to increase total multimodal transit trip emissions by 2 to 12 times (most extreme cases were carbon monoxide and volatile organic compounds). High amounts of coal-fired energy generation can cause electric propelled rail trips with automobile access or egress to have similar or more emissions (commonly greenhouse gases, sulfur dioxide, and mono-nitrogen oxides) than competing automobile trips, however, most criteria air pollutants occur remotely. Methods to reduce first-last mile impacts depend on the characteristics of the transit systems and may include promoting first-last mile carpooling, adjusting station parking pricing and availability, and increased emphasis on walking and biking paths in areas with low access-egress trip distances. / Dissertation/Thesis / Masters Thesis Civil and Environmental Engineering 2016

Purpose: The purpose of this thesis is to investigate the barriers for and their impact cooperation and coopetition for sustainable distribution of Municipality goods in three selected cities. Design/Methodology/Approach: This thesis is based on a qualitative approach using a multiple case study as data collection strategy. The population building up three cases consists of ten Swedish mid-sized cities with an urban consolidation center. Of these are the three cities Växjö, Kalmar and Borlänge sampled and both the municipality and two locally active freight forwarders (one RFP-winner and one non-RFP-winner) per city are interviewed. These interviews aimed at identifying barriers to cooperation between municipalities and freight forwarders and barriers to coopetition between private freight forwarders for a sustainable distribution of municipality goods. The secondary data is based upon three literature streams: Sustainability, Distribution in Urban Environments and, Cooperation and Coopetition. Findings: The results indicate that the main barriers to cooperation from a freight forwarder perspective are incorrect or missing data in the RFP, price for municipality goods distribution and prohibition of goods consolidation. The main barrier to cooperation, fossil fuel free trucks, is a potential future barrier. The main barriers to coopetition are higher costs, lack of trust and price. These barriers have mainly an impact on the economical sustainability but can, and in some cases, will have effects on the other TBL-aspects. Research Limitations/Implications: The findings of this thesis provide the municipality with knowledge about barriers from the perspective of the freight forwarders which can aid construction of future RFPs. It also provides both municipality and freight forwarders with knowledge of the potential future barriers which could affect ongoing cooperation. Lastly it provides involved actors with knowledge of barriers hindering a coopetition approach in distribution, enabling the next step of solving the barriers. The value of this thesis is the knowledge of the implications as well as the combination of the three chosen literature streams which have not been researched in this context previously

Os sistemas de comunicação óptica por espaço livre, comumente denominados sistemas FSO (Free Space Optics), servem para estabelecer enlaces de comunicação do tipo wireless, ponto-a-ponto, a uma elevada taxa de dados e com alcances que podem variar de algumas centenas de metros a alguns quilômetros. O interesse pela tecnologia FSO tem sido estimulado pela necessidade de se fornecer soluções complementares às tradicionais (e.g. fibra óptica e RF) visando a atender à crescente demanda por conexões de banda larga. Algumas de suas aplicações mais importantes são a conexão de redes locais de computadores, a conexão de estações rádio base de telefonia móvel às centrais e o acesso de última milha. Embora a tecnologia FSO venha sendo empregada em pequena escala no Brasil, vislumbra-se o potencial de maior aplicação desta tecnologia em um futuro próximo, razão pela qual se propõe este estudo, focado no projeto de sistemas FSO. A principal contribuição deste trabalho é demonstrar uma possível solução para a realização de um enlace óptico operando em espaço livre, destinado a conectar duas redes locais de computadores Ethernet Rápida (100 Mbps). As seguintes atividades foram desenvolvidas: estudo das questões mais relevantes pertinentes ao projeto de sistemas FSO; projeto, construção e caracterização eletro-óptica de circuitos; montagem e demonstração do funcionamento de uma versão de testes do sistema, realizadas em laboratório; estudo de características associadas à transferência de radiação óptica de transmissor para receptor, envolvendo o balanço de potência para estimativa do alcance do enlace, sob condições atmosféricas ideais. Como resultado, obtivemos um sistema de comunicação do tipo full-duplex, operando no comprimento de onda de 850 nm em formato de modulação OOK, a uma taxa de dados efetiva de 125 Mbps. Com base na experiência obtida, melhoras ao sistema são sugeridas no final do trabalho. / Free space optical communication systems (FSO systems) provide wireless, point-to-point communication links at high data rates, at maximum distances ranging from hundreds of meters to several kilometers. The growing interest in FSO technology arises from the necessity of providing complementary and alternative solutions to those already adopted (eg. fiber optics and RF), aiming to satisfy the increasing demand for broadband connections. Some of its most important applications are connecting local area networks (LANs), backhauling wireless networks and providing last mile access. Although today FSO is not widely adopted in Brazil, the technology has the potential for being adopted in a greater scale in the near future, which is the reason we propose a study focused on issues related to the design of FSO systems. This work\'s main contribution is to demonstrate a possible solution for the construction of a FSO system intended to connect two Fast Ethernet LANs (100 Mbps). For this purpose, the following activities were developed: study of the main aspects related to FSO system design; design, construction and electrooptical characterization of circuits; mounting and demonstration, in the lab, of a test version of the system; study of characteristics related to radiation transfer from transmitter to receiver, involving the use of the link power budget for an estimation of the maximum distance achievable under ideal atmospheric conditions. The result is a full-duplex communication system that employs the 850 nm wavelength in OOK modulation format, operating at an effective bit rate of 125 Mbps. Based on the knowledge achieved, improvements to the system are suggested at the end of this work.

This thesis deals with light utility vehicle design (class N1). Apart from designing vehicle’s appearance, other goals such as finding suitable usage of this electric vehicle type or adapting design to user’s needs and new technologies available were set. Usage of light e-van as a last mile delivery vehicle is proposed and following design process takes this purpose into account. Reasoning behind determining decisions is also given in this thesis. Final design stands out with original shaping, while possibilities of colour and graphics make it easily distinguishable among other vehicles. Design also suggests multiple changes in ergonomics of the vehicle, focused mainly on driver’s comfort and overall adaptation to selected vehicle’s use.

The steady growth of the e-commerce sector and the associated logisticalchallenges in the last mile, as well as the equally increasing expectations ofconsumers for parcel delivery call for innovation in the last mile. Drones androbots seem to be a reasonable alternative delivery option to meet thesechallenges. Before these technologies are used as means of transport in the lastmile, it is necessary to investigate whether it will be accepted by potentialconsumers. This thesis aims to identify the factors influencing conumser’ acceptance ofautonomous delivery vehicles for delivery in Germany. To determine thebehaviour of potential consumers, the Technology Acceptance Model wasextended by several factors from different acceptance models that seemedrelevant from a consumer perspective. In order to investigate consumer acceptance, a quantitative approach wasconducted using questionnaires. The propsed hypotheses were tested usingstructural equation modelling. Further, a multi-group analysis was conducted toindentify sociodemographic differences. The results show that price sensitivity, perceived usefulness, hedonic motivation,and perceived ease of use influence the behavioural intention of consumers inGermany to use autonomous delivery vehicles, whereas privacy security andfacilitating conditions do not have a significant effect. Further no significantdifferences were found in the multigroup analysis.

Title: Emergency Supply Chains during a pandemic - Stockpiles and Last-Mile distribution Rationale: Disasters come in many shapes and sizes in terms of its nature and its destructiveness. A commonality amongst disasters is that they all cause widespread damage and extensive human suffering. A recent event that has brought attention to pandemics is the outbreak of the novel coronavirus COVID-19. With pandemic outbreaks being a statistical certainty according to WHO officials and historical references point to extensive damage caused by previous pandemics, proper emergency supply chain protocols are called for in order to secure the supply of vital resources. Purpose: The purpose of this study is to explore how stockpiles and last-mile distribution has been applied within emergency supply chains in previous disasters. This in order to collect and process knowledge as to how emergency supply chains can be used within a pandemic outbreak. Objective: The objective of this study is to answer the following question:  “How can stockpiles and last-mile distribution within an emergency supply chain be used to order to increase the availability of vital resources during a pandemic outbreak?” Method: This study takes a qualitative approach with a hermeneutic standpoint. Combined with an inductive reasoning the study aims to serve the above stated purpose and objective. Scientific literature will be sampled and thoroughly examined to provide a theoretical basis for the empirical data that will be collected in latter stages of the study. The empirical data that will be collected is exclusively qualitative in nature and consists of field reports, new articles, statements and other form of publications. The theoretical and empirical data will then be analyzed in order to serve the purpose and achieve the study objective. Measures such as authenticity and good ethical practices have been taken in order to ensure study quality.  Conclusions: Valuable knowledge can be extrapolated from previous disasters that have practiced the use of emergency supply chains and preparedness based stockpiling. This knowledge can be applied to disasters of pandemic nature such as the novel coronavirus.  Keywords: Emergency supply chain (ESC), Preparedness, Response, Stockpile, Vital resources, Social important activities, Collaboration, Last-mile distribution (LMD).

Det ständigt växande e-handelssegmentet ställer helt nya krav på transporter inom sista milenleveranser. Sista milen är ofta förknippad med negativa externaliteter som buller, trängsel ochutsläpp och dessutom låg kostnadseffektivitet. Sista milen är därför en del i logistikkedjan somhar stor förbättringspotential. Det har därför på senare tid uppkommit en del innovationer inomsista milen som ska kunna öka effektiviteten och minska de negativa externaliteterna.I denna studie har vi, med hjälp av virtuella fokusgruppsintervjuer, undersökt åtta individersinställning till tre olika innovativa leveransmetoder; crowdsourcing, paketskåp och smarta lås.Vi har även undersökt vad det är som påverkar denna inställning och antagandet av dem, samt vilka förväntningar som individerna har på nya leveranssätt. Till vår hjälp har vi bland annat haft teori kring hur individer antar nya innovationer, vad en tjänsteinnovation är samt tidigare forskning om våra undersökta leveranssätt. Fortsättningsvis har vi även haft teori kring upplevd risk och vad som skapar värde för kunder. Med hjälp av dessa teorier kunde vi i analysen besvara våra frågeställningar. Det visade sig att deltagarna generellt sett har en negativ inställning till crowdsourcing och smarta lås som leveranssätt. Beträffande paketskåp fanns en generellt sett positiv inställning. Det var också det leveranssätt som många deltagare provat tidigare. De är generellt sett nöjda med de leveranssätt som redan existerar och därför är intresset för innovativa leveranssätt inte så stort. Vid diskussioner gällande samtligaleveranssätt fördes resonemang kopplat till värde och risk. Beträffande både inställningen tillinnovationerna och förväntningarna på dem uppfattar vi det som att relativa fördelar,komplexitet och kompatibilitet spelar stor roll vid antagande av innovationer. Även recensioneroch “word of mouth” har visat sig spela in. / A continuously growing B2C e-commerce sector creates new challenges and a differentdemand in the transport sector, especially in the final step of a logistic supply chain - the lastmile delivery. Furthermore, the last mile is also known as the least cost effective part of alogistic chain as well as the part that is associated with negative externalities like congestion,air pollution and noise pollution, especially in urban areas. Considering this, the last mile is apart with high potential of improvement. This is also why last mile delivery innovations arestarting to show up on the market.With the help of virtual focus group methodology, we have in this study aimed to investigateeight people’s attitude towards three last mile delivery innovations; crowdsourcing, parcellockers and smart locks. We have studied things that can have an affect on this attitude and the adoption of innovations, but also what expectations the customers have on last mileinnovations in general. To be able to analyze our data, we have used a variety of theories,including Diffusion of innovations theory, and theories regarding customer value, risk andservice innovation. Regarding our three service innovations, we have also included previousresearch concerning those.Our research showed a negative attitude towards crowdsourcing and smart locks, and a positive attitude towards parcel lockers, which also was the innovation that a lot of our participants had tried. In general, all participants were satisfied with existing delivery methods, why the motivating factors for using the innovations are few. Discussions regarding customer value and risk were influential in our results. We also found mutual factors in what affects attitude and expectations, factors like complexity, compatibility and relative advantages. Furthermore, reviews and word of mouth also seem to have an affect on their attitude towards the innovations.

Background In the context of booming e-commerce and associated logistics flows, there is a considerable challenge to support the future of volumes, specifically more towards home deliveries by logistics service providers (LSP). There are means of addressing this challenge by identifying the key factors that influence consumer behaviour and lead to better adoption by meeting their convenience through right self collection end points setups thus decreasing the logistics costs, meeting sustainability targets and also efficiencies for logistics service provider operations. Purpose The purpose of this study is to study and investigate the convenience factors of self-collection endpoints and associated levels that influence consumer preferences for logistics services to use self-collection last-mile endpoint in Sweden and also associate with observed behaviour across different demographic segments. Methods For research, quantitative research was done using conjoint analysis. Data was collected using a questionnaire sent in Google forms from volunteers, designed through an orthogonal designed based profile to rate the relevance and interest it generated. Results were based on 161 respondents' feedback on 16 such profiles (autogenerated in the SPSS platform). Analyses on existing historical parcel data of the logistics service provider along with the demographic data to build decision-tree models which supports determining the crucial attributes which influence home deliveries and also identify the potential site for trialability by LSP to support better decision-making aligned with the new Innovation diffusion into usage. Conclusions The research has shown that the collection distance is the most crucial convenience factor which can drive/steer consumers to use self-collection endpoints by being relevant in the context of convenience factors to be considered as an alternate to home delivery, followed by handling time. Respondents were willing to compromise on home deliveries if distance was within their expectations, such as <300m from the study conducted. During the thesis work, decision-tree models have also been developed, which has shown relationship/dependency between demographics to different delivery methods like home vs. service points across different geographies and factors influencing it. It has been further observed that different influencing attributes play a significant role across geographical type of delivery locations, such as urban, sub-urban volume data.

The growing population of cities and the rise of e-commerce are increasing the transportation of both goods and people. This can generate problems such as traffic jams, increased pollution, and lower living standards for citizens. To reduce the negative impacts, a change in last mile mobility could be made, replacing traditional combustion vehicles with electric ones or, ideally, with bikes and cargo bikes.  This thesis examines the case of the Swedish cities of Gävle and Uppsala, trying to explain how the last mile affects the lives of their inhabitants, if and why electric vehicles and cargo bikes are implemented (or not), and how authorities can promote their use. For this purpose, after a literature review, some questions were developed, and seven city managers were interviewed: five from Gävle and two from Uppsala.  The study shows that city managers are aware of the impacts that the last mile, and mobility in general, has on its inhabitants, and of the need for a shift towards a more sustainable mobility. Despite this awareness, policy makers are not doing everything possible to accelerate the transition. According to city managers, both the public and private sector advocate more for a change of energy source (from combustion to electric vehicles) rather than a model change using bikes. In addition, the study shows the opportunities that the new model based on non-traditional vehicles can offer and the barriers that prevent its implementation. Finally, different measures that could make cities more sustainable are proposed.