By order of King Gustav II Adolf, a canal was started in 1629 between Hjälmaren and Mälaren to facilitate the transport of goods from the West Coast to Bergslagen and Stockholm and thus also avoid the detour through the strait between Denmark and Skåne. More than 500 men were employed for the canal construction and it took them 10 years to connect a waterway between the two large lakes.Due to rock blasting in the immediate area, traffic jams often occurred as the canal needed to be repaired frequently as a result of blasting. At the suggestion of the creator of the Göta Canal, Balzar von Platen, a new stretch of just over 5 kilometers was built between 1819 and 1829, which resulted in a traffic route with significantly greater capacity.The canal was of great importance for trade with the capital. In addition to iron, grain and timber were also transported to Stockholm. In return, the boats transported goods from the capital to merchants in Örebro and the mills in Bergslagen. It was most active during the beginning of the 20th century when, during a sailing season of 209 days in 1951, voyages were made through the canal with steamships, sailing ships and tugs.Freight traffic ceased in 1970 and the canal has since been used only by leisure boats and passenger ships.Hjälmare canal is today Sweden's oldest artificial waterway that can still be traveled on the waterway that stretches between Hjälmaren and Mälaren measures 13 kilometers, between which 9 locks are passed, and has a drop of just over 22 meters (same height as Arkitektskolan). Since the re-routing in 1829, the canal has been left untouched (maintenance only) and the same hand-drawn lock doors and mechanics are still used today.The canal is owned by Svea skog and the operation is managed by Jan Eriksson, better known as "Sluss-Janne". Sluss-Janne was born, raised and lives right next to the heart of the canal, Hjälmare doll, which is located a mile southeast of Arboga. Here there is a campsite, café and a dry-laying dock. It is around this place that visitors usually gather and there are annual events around the drying dock which is very popular. In an interview with Sluss-Janne, he explains that with the canal's long history, it is today perceived as a 13 kilometer long interactive and open museum. During the summer, people in leisure boats and motorhomes come here to experience locks, boating, beautiful nature, swimming and hiking trails, as well as take part in the canal's rich history and interesting cultural environments.Next to the Dry Laying Dock and the canal café are the Hällby locks, which are locks number 6, 7 and 8 in the order from the helmet and have a drop of just over 8 meters. On its eastern side, I have chosen to place a visitor center. The center gathers the history of the canal into one and the same place in the form of an exhibition hall that tells about the time the canal was built, how it was built and the history of the place from then until today. In addition to the permanent exhibition, there is a restaurant, café, lecture hall and a space for temporary exhibitions and various activities.The center gives the place an extra appeal. It will generate more tourism as the existing target group is given a longer experience of the canal while attracting people who have not yet found it.There are also premises for the “lock men” who work on the canal as well as offices and staff rooms for those who work at the center and for employees at Sveaskog and Arboga municipality. Close to the east side of the locks is a brick bed that follows the design of the locks. From the brick grow two load-bearing arched brick walls that measure a thickness of 800 mm. These in turn carry up curved glulam beams with a span of 24 meters. The beams rotate around an axis in an organic shape that results in the roof meeting the ground towards the lock at the beginning and end of the building. This design was governed by two reasons. Partly, in order not to be perceived as too massive and make too great a claim on the site and in addition to let the canal be in focus and partly to allow visitors to move around the building and experience locks from a top perspective.The surface layer of the roof consists of a biotope roof (grass and plants from the local flora). A blanket that further tones down the building and allows it to blend into its surroundings.from the long sides of the roof, wooden pillars fall at a dense pace and meet the ground to create climate protection. Between the pillars, windows are placed that allow you to get close to the outer surroundings, the locks on the east side of the building and the varying deciduous forest on the west side. The movement through the building is like the roof, organically visible. The two entrances are located at the top of each end of the western façade and you always follow the design of the locks when you move through the building.The whole spirit of the project is to let the locks and the canal be in focus. The building functions as an addition and should give the visitor an enhanced experience of staying on site.

Tikab Strukturmekanik AB, (Tikab), ett teknikkonsultföretag, har utvecklat en systemhandling för en ny sluss till ”nya Slussen” i Stockholm på uppdrag av Stockholm stad, Exploateringskontoret. En del i projektet var att även skapa attraktiva bonusfunktioner till anläggningen. Innan detta projekt startades hade Tikab visat att den konstruerade segmentluckan kunde användas för att skapa stående vågor nedströms luckan. Dessa vågor ansågs vara intressanta för vågsurfing.Målet med detta examensarbete var att utveckla en konstruktion utan rörliga delar som skulle kunna förbättra vågparametrar hos den, med avseende på surfing attraktiva, genererade vågen. Konstruktionen, också kallad vingen eller spoilern, skulle vara manuellt hanterbar och enkel att montera på slussluckan.Denna rapport beskriver utvecklingsprojektet. Efter att studerat slussen och existerande artificiella surfvågor kunde en omfattande studie av flödesteori göras. Därefter kunde teorier för flöde och vågor användas i modellförsök där de verifierades hydrodynamiskt. Spoilerkoncept togs fram och testades innan en slutlig design kunde väljas genom utvärdering av testresultaten. Det vinnande konceptet konstruerades i full skala och dimensionerades i enlighet med gällande eurokoder. Den slutgiltiga systemkonstruktionen utgjordes av en vinge uppbyggd av sex delar. De kan tillverkas av bockad aluminiumplåt med påsvetsade avstyvningar och ansluts med skruvförband till segmentluckans krön. Genom successiva optimeringar i konstruktionen kunde den totala vikten till slut reduceras till 138 kg, med en maximal vikt på 29 kg för den största delen.Vissa slutsatser drogs utifrån resultaten; Vågformen nedströms en, under vatten, nedsänkt segmentlucka kunde kontrolleras med hjälp av en skruvansluten vinge monterad på luckans krön. Därigenom kunde en attraktiv surfvåg skapas. Den bästa vågförbättringen, med avseende på surfing, uppnåddes för en horisontellt riktad vinge. Vingens form skulle för bästa inverkan vara likformad med den önskade krökningen på vågkrönet. En hanterbar och styv vinge kunde konstrueras med hjälp av aluminiumplåt och en optimerad dimensionering. / Tikab Strukturmekanik AB (Tikab), an engineering consulting company, has developed a system design of a new navigation lock at Slussen in central Stockholm on behalf of Stockholm City authorities. A part of the project has been to add attractive bonus functions to the area. It was shown by Tikab that the designed segment gate, also referred to as Tainter gate, could be used to create stationary back water waves. These waves were found to be of interest for wave surfing.The aim of this master project was to develop a device without moving parts which could improve the wave parameters into an, with respect to surfing, attractive wave. The device, also referred as spoiler, was requested to be manually manageable and easy to mount on the segment gate crest. This master thesis describes the development project. After a study of the navigation lock and existing artificial surf-wave techniques an extensive investigation of flow theory was done. From there theories for flow and wave creation could be transferred into model tests where hydrodynamic verifications were done. Spoiler concepts were developed and tested before a final design was selected by evaluation of the test results. The winning concept was designed in full-scale and dimensioned according to current Eurocodes.The final design was a spoiler which was built up by six parts. They were made for manufacturing using bent and stiffened aluminium plates and to be fastened on the gate crest by bolted joints. Through successive design optimisation, the total weight was reduced to a total of 138 kg. The weight of the largest part was 29 kg.Some conclusions were drawn from the results; The wave shape downstream a submerged segment gate could be controlled by a spoiler on the gate crest. Thereby an attractive wave could be generated. The best wave improvement, with respect to surfing, was reached for a horizontally positioned spoiler cut in a shape equal to the wished wave crest curvature. A manageable and functional spoiler could be designed by the use of aluminium plates and an optimised design.

Ett företag står inför nya logistiska alternativ när förutsättningar förändras. Det kan handla om infrastrukturförändringar, men det kan också handla om lag- och regelförändringar när samhället vill skärpa krav på miljömedvetenhet och hållbarhetsredovisning. I vänerområdet finns skogsindustri som i sina verksamheter är beroende av tunga transporter. Det är en energiintensiv industri. Historiskt har Vänern och Göta älv använts för utskeppning av exportvaror. Numera går dock många transporter på järnväg för omlastning i Göteborgs hamn. Slussarna i Trollhättan är gamla och betongkonstruktionerna har börjat att vittra sönder. För fortsatt möjlighet att använda fartyg till och från Vänern har Sjöfartsverket, Trafikverket och kommunerna längs Göta älv beslutat att bygga nya och större slussar i farleden. Detta kommer att ge nya möjligheter för industrierna kring Vänern, som framöver kommer att kunna använda större fartyg i sin logistik. I denna uppsats har StoraEnsos kartongbruk i Skoghall studerats för en fallstudie om styrande faktorer vid val gällande lönsam exportlogistik, hållbara transporter och effektiva godsflöden till kund. Semistrukturerade kvalitativa intervjuer har gjorts med representanter för StoraEnso, Sjöfartsverket och representanter för rederier som sedan länge trafikerar Vänern. I en diskussion ställs resultaten mot teorier relaterade till logistik och hållbarhet. Studiens slutsatser indikerar att nya större slussar kan ge fördelar genom ökade alternativ i företagens logistikkedjor och därmed en bättre redundans vid transporter. Det framkom att det finns vissa logistiska hinder på grund av att myndigheter och kommuner längs Vänern och Göta älv bättre borde koordinera underhåll och infrastrukturförändringar. Från respondenterna och från teorin noteras att jämförelser mellan olika transportslags lönsamhet och miljövänlighet är svåra att göra. Företagen har ofta komplexa logistiklösningar som har mejslats fram under lång tid. Det framkom att StoraEnso arbetar tydligt med miljöfaktorer i upphandling av nya logistikfunktioner. StoraEnso ser det som ett viktigt arbete för egen lönsamhet, men också för legitimering av sin verksamhet i samhället. / A company in a changing world is faced with new logistical options when conditions change. It can be about infrastructure changes, but it can also be about law and rule changes when society wants to tighten requirements for environmental awareness and sustainability reporting. In the Lake Vänern area, there is a forest industry that is dependent on heavy transport in its operations. It is an energy-intensive industry. Historically, Lake Vänern and Göta rivers have been used for shipping export goods. Nowadays, however, many transports go by rail for transshipment in the Port of Gothenburg. The locks in Trollhättan are old and the concrete structures have begun to crumble. For the continued possibility of using ships to and from Vänern, the Swedish Maritime Administration, the Swedish Transport Agency and the municipalities along the Göta river have decided to build new and larger locks. This will provide new opportunities for the industries around Lake Vänern, which in the future will be able to use larger ships in their logistics. In this essay, StoraEnso’s cardboard mill in Skoghall has been studied for a case study on profitable export logistics and sustainable transport. Semi-structured qualitative interviews have been conducted with representatives of StoraEnso, the Swedish Maritime Administration and representatives for shipping companies that have been sailing Lake Vänern for a long time. The mill’s audit firm was also contacted. In a discussion, the results are compared against theories related to logistics and sustainability. The study’s conclusions indicate that new, larger locks can provide benefits through increased options in companies’ logistics chains and thus better redundancy in transport. It emerged that there are certain logistical obstacles due to the fact that authorities and municipalities along the Vänern and Göta rivers should better coordinate maintenance and infrastructure changes. Comparisons between the profitability and environmental friendliness of different modes of transport are difficult to make, due to the fact that the companies often have complex logistics solutions that have been developed over a long period of time. StoraEnso works clearly with environmental parameters in the procurement of new logistics functions. StoraEnso sees it as important work for its own profitability, but also for legitimizing its operations in society.