Abstract

The purpose of this study is to deepen the knowledge and understanding of the strategies “just in time” and “freight pooling” in logistics management in the food industry. In order to answer the purpose, we had two different research questions. The questions are about what advantages and disadvantages there are with these strategies in the food industry. The study is conducted in a qualitative way where the interviews and observations are used to deepen the knowledge of how an organization in food industries uses the strategies “just in time” and “freight pooling”. The previous science shows that there are some advantages with these strategies but also disantvages that the organization should have in mind and work with so that they do not happen. The study shows that the organization this study was conducted on where very successful in implementing these strategies and they experienced many advantages by using “just in time” and “freight pooling”. The organization this study was conducted on were really cautious with the possible setbacks that the strategies can so they emphasized that they need to work really close with all the involved parties so that they can minimize the risk for the disadvantages to happen. 

Keywords: just in time, pooling, logistic strategies, transport optimization, food supply chain

For patients suffering from a stroke, the time until the start of the treatment is a crucial factor with respect to the recovery from this condition. In rural regions, transporting the patient to an adequate hospital typically delays the diagnosis and treatment of a stroke, worsening its prognosis. To reduce the time to treatment, different policies can be applied. This includes, for instance, the use of Mobile Stroke Units (MSUs), which are specialized ambulances that can provide adequate care closer to where the stroke occurred. To simulate and assess different stroke logistics policies, such as the use of MSUs, a major challenge is the realistic modeling of the patients. In this article, we present an approach for generating an artificial population of stroke patients to simulate when and where strokes occur. We apply the model to the region of Skåne, where we investigated the relevance of travel behavior on the spatial distribution of stroke patients.

Syftet med arbetet är att undersöka vad det är som hindrar företag i dagsläget från att använda intermodala godstransporter med järnvägen, där frågeställningar som arbetet kommer att besvara är: Överväger fördelarna de nackdelar som finns med användningen av intermodala godstransporter på järnvägen? Samt hur ser framtiden ut för intermodala godstransporter på järnväg? För att besvara syftet har vi använt oss av kvalitativa metoder i form av intervjuer, där intervjufrågorna utformades utifrån semistrukturerade intervjuer. Det teoretiska ramverket är uppbyggt med hjälp av vetenskapliga artiklar och indelat i fyra aspekter som anses vara viktiga för kunder och deras val av transportslag vid transport av gods. Det empiriska materialet är utformat efter intervjuer med intervjupersoner som arbetar med intermodala godstransporter och där dessa arbetar på olika företag. Det empiriska materialet har sedan ställts mot det teoretiska ramverket för att ta fram en analys, där materialet analyserades genom en tematisk analysmetod. Arbetet kom fram till resultatet att hållbarhet alltid varit en av järnvägens starkaste fördelar, men järnvägens nackdelar är de som påverkar kundernas val mest. Nackdelarna är tid och leveranssäkerhet, för att motverka dessa nackdelar krävs det att man gör investeringar i järnvägsinfrastrukturen. Dessa investeringar kan vara att bygga ut eller förbättra den nuvarande järnvägsinfrastrukturen i hopp om att få fler spår och ett starkare nätverk kommer att minimera nackdelarna så att transporterna kan utföras snabbare och effektivare. Framtiden för järnvägen är lovande om investeringar och projekt planeras rätt. Förbättringar kommer leda till att godstransporter på järnväg ökar, dock överväger fördelarna i dagsläget inte nackdelarna om man är ett företag som har tidskänsliga transporter. 

The aim of this paper is to improve the knowledge of collaborative challenges when planning and implementing Bus Rapid Transit (BRT). Collaborative challenges are here understood as the barriers that may arise in BRT planning and implementation as a consequence of several formally independent actors, occasionally with different interests, participating in the planning. The results are based on an analysis of actor interactions in Swedish BRT projects. These projects are analysed in relation to the state of the art in the research field of collaborative approaches. The results show two main and interrelated collaborative challenges. The first category of challenges concerns difficulties for actors in creating a common understanding of what a BRT system is, the second category concerns details of bus priority measures, e.g. busways, priority at intersections, and how to handle and deal with conflicting interests when removing speed bumps or pedestrian and cycle crossings. In terms of policy is in the early stages of the planning processes. This can be generated by working practices and tools that facilitate agreements on how to handle different interests and trade-offs. BRT guidelines adapted to national transport policy, legal and organisational conditions could function as tools in assisting actor dialogue.

Urbaniseringen har resulterat i större och mer tätbefolkade städer, vilket har intensifierat trycket på kollektivtrafiksystemen globalt. En följd av den ökade användningen av kollektivtrafik är högre energiförbrukning och därmed ökade koldioxidutsläpp. Elektrifiering av busstrafiken har därför blivit en central fråga inom kollektivtrafiken, vilket gör att många överväger att byta från fossildrivna bussar till elbussar. Mot bakgrunden syftar studien till att undersöka de fördelar och utmaningar som uppstår vid övergången till elbussar för två utvalda bussoperatörer och en trafikhuvudman. För att besvara syftet har författarna genomfört semistrukturerade intervjuer med ovan nämnda och samlat en teoretisk referensram baserad på vetenskapliga artiklar. Studien drar slutsatsen att det finns både fördelar och utmaningar med övergången. På lång sikt finns ekonomiska besparingar att göra, och övergången till elbussar bidrar också till att uppnå hållbarhetsmålen. Bland utmaningarna finns hanteringen av elbussarnas begränsade räckvidd samt behovet av att upphandla på ett sätt som skiljer mellan trafikdrift och laddinfrastruktur.

Automatiska lagerlösningar är en grundpelare för att skapa förutsättningarna till att effektivisera lagerprocesser främst för att möta konsumenters efterfrågan på snabba och flexibla leveranser. Dagens teknologi inom lager kan minimera kostnader, minska ledtider och öka produktiviteten, vilket innebär att automatiska lagerlösningar utgör ett konkurrensmedel för lagerverksamheter. Denna studie undersöker vilken inverkan olika grader av automatiska lagerlösningar har på lagerarbete genom att utföra kvalitativa intervjuer med lagerarbetare som arbetar med olika typer av automatiska lagerlösningar. I studien undersöks tre lagerlösningar med olika grader av automation där resultatet visar att automatiska lagerlösningar främst genererar ökad produktivitet inom lagerarbetare, men visar även att arbetstillfällen inom lagerarbete inte påverkats av automatiska lagerlösningar. Resultatet visar att beroende på vilken lagerlösning som används blir även utfallen olika när det kommer till arbetsbelastningen. Automatiska lagerlösningar kan även förbättra ergonomin för lagerarbetare genom att tunga arbetsmoment kan elimineras med hjälp av automation, vilket därigenom leder till mindre kroppsskador. En annan bidragande faktor till arbetsrelaterade skador inom lagerarbete är att lagerarbetarna befinner sig i en truckmiljö, vilket delvist kan elimineras av automatiska lagerlösningar. Högre grad av automation innebär en säkrare arbetsplats.

Urbanisering och befolkningsökning är två faktorer till att traditionella logistikmodeller ställs inför utmaningar. Godstransporter har en avgörande roll för en stads ekonomiska liv samtidigt som de är en bidragande faktor till negativ miljöpåverkan. Samtidigt ställs allt högre krav på logistikkedjor att främja hållbar utveckling genom nya lagstiftningar. Kommuner kan bidra till hållbar utveckling genom innovationer i transportsystemen som kan leda till minskad miljöpåverkan. Kommuner har även möjlighet att genom offentlig upphandling påverka och ställa krav på sina leverantörer att arbeta mot en hållbar framtid. Genom att samordna sin distribution till verksamheter kan kommunen både minska miljöpåverkan och främja ekonomisk tillväxt.  Syftet med denna studie är att studera samordnad varudistribution i Trelleborgs kommun som varit i drift sedan november 2020. Vi har med hjälp av intervjuer från de ytterst ansvariga för projektet samt observationer från omlastningsterminalen, lagt upp det empiriska materialet i studien. I den teoretiska referensramen fördjupar vi oss inom hållbara transportsystem och hur faktorer som infrastruktur, offentlig upphandling och säkerhetsaspekter kan inverka på systemen. Genom att analysera det empiriska materialet utifrån den teoretiska referensramen kom vi fram till att det är för tidigt att dra några slutsatser om klimatpåverkan har minskat och om projektet har kunnat främja den ekonomiska utvecklingen för kommunen. Däremot kan vi se en positiv utveckling då säkerheten runt verksamheterna i kommunen har ökat eftersom transporterna har minskat. Även logistiken har förbättrats genom ruttoptimering och ökad fyllnadsgrad på transporterna. Kommunen har även genom offentlig upphandling kunnat främja lokala företag som har lett till ökad ekonomisk tillväxt. 

Godstransporter på väg förväntas öka avsevärt i framtiden om inga åtgärder vidtas. Politiska beslutfattare är medvetna om att situationen inte är hållbar och föreslår en bättre användning av alternativa transporter, vilket innefattar järnvägstransporter i en intermodal transport. Genom ett intermodalt system går det att uppnå kostnadsbesparingar och ett högre nyttjande av järnvägstransporter eftersom intermodala transporter möjliggör kombinationen av de specifika fördelar som varje transportslag har. Denna studie undersöker befintliga problem med implementeringen av intermodala transporter och vad det finns för alternativa lösningar som potentiellt kan främja intermodala transporter. Studien tar utgångspunkt i tidigare forskning om intermodala transporter och empirisk insamlat material från intervjupersoner inom branschen samt relevant data från rapporter. Det framkommer problem vid omlastningen och vid framkomligheten på järnvägen vilket har en negativ påverkan på kostnaden, tillförlitligheten samt snabbheten av transporten. Det framkommer även att flera transportrelationer och en högre frekvens av tjänster är en förutsättning för att intermodala transporter ska kunna producera kortare transporttider. Utmaningen med flera transportförhållanden i Sverige har varit att nyttjandegraden vid terminaler har varit låg eftersom det inte finns ett tillräckligt högt flöde mellan dessa relationer för att skapa en lönsamhet. Tågoperatörer anser att en högre hastighet och en högre lastvikt skulle innebära en ökad konkurrenskraft på marknaden. En högre hastighet och en högre lastvikt skulle även innebära en högre framkomlighet och en större mängd gods per transport. Omlastningen skulle dock fortfarande påverka tillförlitligheten och flexibiliteten negativt. Studien har undersökt Flexiwaggon som en alternativ intermodal transportlösning som potentiellt kan främja intermodala transporter. Flexiwaggon är likt den alternativa transportlösningen RoLa vars vision är att flytta vägtransporter till järnvägen. Gemensamt för båda lösningar är att främja användandet av intermodala transporter. Flexiwaggon visar potential vid omlastningen på grund av flexibiliteten genom den automatiserade omlastningstekniken. Detta betyder potentiellt besparande på terminal, personal och tillhörande omlastning utrustning. Det som talar emot Flexiwaggon är investeringskostnaden av vagnlösningen. Tågoperatörer investerar ofta i hela tågsätt och skulle behöva byta ut sitt befintliga tågsätt vilket minskar tågoperatörernas incitament för en alternativ intermodal transportlösning som Flexiwaggon eftersom kostnaden blir hög.

Purpose

Warehouses are of crucial importance to manage increased e-commerce. This study will explore and analyse the warehouse as a relational business model.   

Design/methodology/approach

The complex reality of warehouse business development is researched by a qualitative approach analysed in terms of service logic business models. Theoretically, service innovation literature is used to develop understanding of value creation related to e-commerce warehousing.  

Findings

Facility location and warehouse management relies of theoretical premises that business is foreseeable. The business model innovation in which real estate actors and logistics actors co-create flexible warehouse solutions is in development. A substantial contribution to logistics and supply chain efficiency and effectiveness is from real estate actors. Logistics actors need logistics facilities to create value for their customers and their competences are related to their network, relations and solution making. Real estate actors’ competences are in developing logistics facilities, which is a way of servitizating service providers. The relationship between real estate actors and logistics providers thereby become of strategic importance for both.  

Research limitations/implications

The warehouse as a relational business model opens up for future research by exploring use of and need of new sets of competences.

Practical implications

Logistics service providers’ may further develop and broaden their core competences. 

Original/value

Business model considerations are of value to e-commerce logistics actors.

Background: The enacted sensemaking of third-party logistics (TPL) providers during the pandemic crisis may present an opportunity to explore their strategic operations.

Objectives: The aim is to understand the TPL strategic implications related to a crisis and specifically how TPL providers make sense of and respond to crises. The two research questions are as follows: How has the COVID-19 pandemic crisis affected the business operations of TPL providers? What have TPL providers learnt from enacting the crisis, and how has this experience affected their strategic development?

Method: We conduct an abductive study using combined data from interviews and a targeted archive search. The data are focused on the Swedish context and on a period of the COVID-19 pandemic.

Results: Three distinct groups of TPL providers have different sense and action processes impacting their business operations. This research shows how an understanding of servitisation is relevant for TPL theory. Finally, we develop the strategic perspective of TPL providers by defining TPL providers as value-cocreating relationships that can help manage the complexities of logistics services.

Conclusion: This research shows that TPL providers play an important role in crises, as they contribute to solving customer problems. This role appears to be strengthened during crises, but it imposes great demands on TPL providers.

Contribution: Third-party logistics providers work with their customers during crises. The sensemaking view emphasises the importance of personnel, organisational commitment, capacity and expectations during crises. This is an interplay that requires adaptation to short-term changes in operational processes and adaptability in long-term operations.

This work presents an extension of Thompson Sampling bandit policy for orchestrating the collection of base recommendation algorithms for e-commerce. We focus on the problem of item-to-item recommendations, for which multiple behavioral and attribute-based predictors are provided to an ensemble learner. In addition, we detail the construction of a personalized predictor based on k-Nearest Neighbors (kNN), with temporal decay capabilities and event weighting. We show how to adapt Thompson Sampling to realistic situations when neither action availability nor reward stationarity is guaranteed. Furthermore, we investigate the effects of priming the sampler with pre-set parameters of reward probability distributions by utilizing the product catalog and/or event history, when such information is available. We report our experimental results based on the analysis of three real-world e-commerce datasets.

This paper focuses on the efficiency evaluation of bike-sharing systems (BSSs) and develops an approach based on data envelopment analysis (DEA) to support the decisions regarding the performance evaluation of BSS stations. The proposed methodology is applied and tested for the Malmobybike BSS in Malmo, Sweden. This was done by employing spatial analyses and data about the BSS usage trends as well as taking into account transport, land use, and socioeconomic context of the case study. The results of the application demonstrate consistency with the literature and highlight meaningful associations between the station relative efficiency and the urban context. More specifically, the paper provides in-depth knowledge about the preprocessing data, selection of input and output variables, and the underlying analytical approach to be potentially applied to other cases and urban contexts. Overall, the DEA-based methodology presented in this study could assist decision-makers and planners with developing operational strategies for planning and management of BSS stations and networks.

Sveriges riksdag har satt klimatmål om noll nettoutsläpp till år 2045. Bygg- och fastighetssektorn har de senaste åren stått för cirka en femtedel och transportsektorn står för en tredjedel av det totala utsläppet i Sverige. Klimatdeklarationer ska initieras för att nå riksdagens klimatmål. Klimatdeklaration av byggnader är indelat i produktskedet och byggproduktionsskedet. En del av byggproduktionsskedet är transport av resurser till byggarbetsplats. Det är idag möjligt att använda sig av generiska eller specifika värden för klimatberäkning av transport. 

Problemet är att det är svårt och omfattande att få fram exakt data för beräkning av specifika transporter under ett byggprojekt. Syftet med examensarbetet är att undersöka hur småhusföretag med prefabricerade element kan utforma beräkningar för transport i en klimatdeklaration. I studien har en intervjudel och en beräkningsdel genomförts för att få förståelse över utmaningar med beräkning av transporter. Intervjuerna genomfördes på nio respondenter med olika befattningar inom transport och miljö. En klimatberäkning genomfördes på en husmodell från VårgårdaHus som arbetar med prefabricerade väggelement. Beräkningen bestod av tre fall. Ett fall med endast generiska värden i byggskedet. Två fall där beräkningen gjordes med specifika värden för transportsträckorna för två fiktiva arbetsplatser. Den insamlade informationen från de bägge delarna sammanställdes i slutet av arbetet. 

Resultatet av beräkningen visar att klimatpåverkan vid användningen av generiska data för transport visade ett utsläpp 1296,7 kg CO2e. De specifika transportsträckorna resulterade i ett utsläpp av 693,0 respektive 495,9 kg CO2e under byggproduktionsskedet. Resultatet av intervjuerna visar att underlättning av klimatberäkningar för transport är möjlig vid förbättring av planering, insamling av data, samverkan mellan olika aktörer samt en högre kravställning från organisationen. 

Traffic flow estimates play a key role in traffic network management and planning of transportation networks. Commonly it is the average daily traffic (ADT) flow for different road segments that constitute the data. This paper shows how an advanced and detailed analysis based on hourly flow measurements over the day can contribute to a deeper understanding of how hourly flows together reflect the vehicles’ routes. The proposed method identifies the shortest travel time paths between all possible origins and destinations in a transportation network, and thereafter it identifies the most significant routes in the network by performing statistical tests. For this purpose, the paper presents a mathematical model, a vehicle simulator based on this model, and a statistical framework that is able to find the most probable underlying routes. The paper contains a real test scenario based on 24-hour traffic flows (hour by hour) to demonstrate the applicability of the method.

Public transport is an efficient way to transport large volumes of travellers. However, there are systemic issues that make it hard for conventional public transport to provide efficient service on finer levels, like first- and last-mile problems or low-demand areas. One of the potential solutions that has been getting a lot of attention recently in research and real practice is Demand-Responsive Transport(DRT). The main difference between demand-responsive services and conventional public transport is the need for explicit requests for a trip from the travellers. The service then adapts the routes of the vehicles to satisfy the requests as efficiently as possible. One of the aims of such transport services is to combine the flexibility and accessibility of travel modes like taxis and private cars with the efficiency of buses achieved through ride-sharing.DRT has the potential to improve public transport in, for example, low population density areas or for people with mobility limitations who could request a trip directly to a home door. Historically DRT has been extensively used for special transportation while the recent trend in research and practice explores the possibility of using this service type for the general population.The history of DRT shows a large degree of discontinued trials and services together with low utilisation of vehicles and limited efficiency levels. In practice, this leads to measures restricting the trip destination, times when service is available, or eligibility to use the service at all in case of special transport DRT. Due to the limited use of DRT services, there is little data collected on the efficiency of the service and transport agencies exploring the possibility of introducing this new service type face difficulties in estimating its potential.The main goal of this thesis is to contribute towards developing a decisionsupport method for transport analysts, planners, or decision-makers who want to evaluate the systemic effect of a DRT service such as costs, emissions and effecton society. Decision-makers should be able to evaluate and compare a large variety of DRT design choices like booking time restrictions, vehicle fleet type, target trip quality level, or stop allocation pattern. Using a design science, we develop a simulation approach which is evaluated with two simulation experiments. The simulation experiments themselves provide valuable insight into the potential of DRT services, explore the niche where DRT could provide the most benefits and advocate taking into account the sustainability perspective for a comprehensive comparison of transport modes.

The findings from the simulation experiments indicate that DRT, even in its extreme forms like fully autonomous shared taxis, does not show the level of efficiency that could result in a revolution in transportation — it is hard to compete inefficiency with conventional public transport in urban zones. However, in scenarios with lower demand levels, it could be more efficient to replace conventional buses with a DRT service when considering costs and emissions. We also show that, when integrated with conventional public transport, DRT could help alleviate the last-mile problem by improving accessibility to long-distance lines. Additionally, if car users are attracted to public transport with the help of DRT, there is a potential to significantly reduce the total level of emissions.

The simulation results indicate that the proposed simulation method can be applied for the evaluation of DRT. The implementation of trip planning combining DRT and conventional public transport is a major contribution of this thesis. We show that the integration between services may be important for the efficiency of the service, especially when considering the sustainability aspects.

Finally, this thesis indicates the direction for further research. The proposed simulation approach is suitable for the estimation of the potential of DRT but lacks the ability to make a prediction of the demand for DRT. Integration of a realistic mode choice model and day-to-day simulations are important for making predictions. We also note the complexity of the DRT routing for large-scale problems which prohibits a realistic estimation with simulation and the efficient operation of the service.

On-demand transport services are often envisioned as stand-alone modes or as a replacement for conventional public transport modes. This leads to a comparison of service efficiencies, or direct competition for passengers between them. The results of this work point to the positive effects of the inclusion of DRT into the public transport network. We simulate a day of operation of a DRT service in a rural area and demonstrate that a DRT system that focuses on increasing accessibility for travellers with poor public transport access can be quite efficient, especially for reducing environmental impact. We show that DRT, while it produces more vehicle kilometres than private cars would inside the DRT operating zone, can help to reduce the vehicle kilometres travelled for long-distance trips. The results of this study indicate the need for a more systemic evaluation of the impact of the new mobility modes.

For the provision of efficient and high-quality public transport services in rural areas with a low population density, the introduction of Demand Responsive Transport (DRT) services is reasonable. The optimal design of such services depends on various socio-demographical and environmental factors, which is why the use of simulation is feasible to support planning and decision-making processes. A key challenge for sound simulation results is the generation of realistic demand, i.e., requests for DRT journeys. In this paper, a method for modelling and simulating commuting activities is presented, which is based on statistical real-world data. It is applied to Sjöbo and Tomelilla, two rural municipalities in southern Sweden.

This article demonstrates an approach to the simulation of Demand Responsive Transport (DRT) – a flexible transport mode that typically operates as a combination of taxi and bus modes. Travellers request individual trips and DRT is capable of adjusting its routes or schedule to the needs of travellers. It has been seen as a part of the public transport network, which has the potential to reduce operational costs of public transport services, to provide better service quality for population groups with limited mobility and to improve transport fairness. However, a DRT service needs to be thoroughly planned to target the intended user groups, attract a sufficient demand level and maintain reasonable operational costs. As the demand for DRT is dynamic and heterogeneous, it is difficult to simulate it with a macro approach. To address this problem, we develop and evaluate an individual-based simulation comprising models of traveller behaviour for both supply and demand sides. Travellers choose a trip alternative with a mode choice model and DRT vehicle routing utilises a model of travellers’ mode choice behaviour to optimise routes. This allows capturing supply-side operational costs and demand-side service quality for every individual, what allows for designing a personalised service that can prioritise needy groups of travellers improving transport fairness. By simulating different setups of DRT services, the simulator can be used as a decision support tool.

In rural areas with low demand, demand responsive transport (DRT) can provide an alternative to the regular public transport bus lines, which are expensive to operate in such conditions. With simulation, we explore the potential effects of introducing a DRT service that replaces existing bus lines in Lolland municipality in Denmark, assuming that the existing demand remains unchanged. We set up the DRT service in such a way that its service quality (in terms of waiting time and in-vehicle time) is comparable to the replaced buses. The results show that a DRT service can be more cost efficient than regular buses and can produce significantly less CO2 emissions when the demand level is low. Additionally, we analyse the demand density at which regular buses become more cost efficient and explore how the target service quality of a DRT service can affect operational characteristics. Overall, we argue that DRT could be a more sustainable mode of public transport in low demand areas.

Bakgrund - Bygglogistik omfattar att planera och hantera logistik av material, utrustning och personal på byggarbetsplatsen. En väl fungerande bygglogistik minskar risken för förseningar, budgetöverskridningar och arbetsplatsolyckor och bidrar till ett mer hållbart byggande. Slöseri eller icke värdeskapande arbete på byggarbetsplatsen utgör 30–35% av kostnaderna och kan minskas genom effektivisering av materialhantering.

Syfte & Frågeställning - Studien fokuserar på att minska kostnaderna inom byggbranschen genom att förbättra kommunikationsflödena i byggproduktionen med hjälp av Microsoft Bookings. Målet var att undersöka vilka grundförutsättningar som existerar för att effektivisera leveranshanteringen och om Microsoft Bookings som digitalt verktyg kan effektivisera informationsflödet. Frågeställningarna som ska besvaras innefattar vilka är grundförutsättningarna för att effektivisera leveranshanteringen, och hur väl kan Microsoft Bookings effektivisera informationsflödet.

Metod - Studien har utgått ifrån en kvalitativ metod, vilket innebär att frågeställningarna besvaras med hjälp av intervjuer i en fallstudie. Detta har kompletterats med litteraturstudie av teorier och tidigare forskning inom området.

Teori - Det teoretiska ramverket utgår från digital kalender, kommunikation, materialhantering och Lean Construction. Detta ramverk utgör en anledning till att använda digitala verktyg eller beskriver de positiva effekter som medföljer vid en implementering.

Empiri - Intervjuer resulterade i insikter om vikten av planering, involvering, tydlighet genom visualisering för en effektiv leveranshantering på byggarbetsplatsen. Genom att implementera användarvänligt digitalt verktyg kan leveranshanteringen effektiviseras och göra processen enklare för alla parter som är involverade i projektet.

Diskussion & slutsats - Slutsatsen är att ett automatiserad bokningsverktyg för leveranshantering är efterfrågat och välbehövligt. Detta då en implementering leder till reducering av antalet moment som krävs för koordinering av materielleveranser genom att samordna relevant information. Detta innebär att den slutliga rekommendationen är att implementera Microsoft Bookings då programmet lyckas uppfylla fyra av sex identifierade behov och egenskaper. Dock utesluter detta inte att andra typer av digitala kalendrar bör utvärderas då målet är att implementera ett verktyg som tillgodoser samtliga identifierade behov och egenskaper. 

This paper examines the bus rapid transit (BRT) legacies of mega sporting events (MSEs) held in the Global South cities of Cape Town and Rio de Janeiro. It discusses the extent to which these transport systems have been operationally sustainable, post-MSE; in other words, their ability to be maintained at a certain rate or level and hence their ability to act as public good as planned and according to specific needs. It argues that in both cities, long-term operational challenges have emerged due to conflictual temporalities between the priorities of the MSE and the mid/long term requirements of a transport system, supplemented by a poor spatial contextualisation of BRT design. These include financial viability, providing a service with appropriate frequency and capacity, integration with other transport systems, and resilience to external shocks such as extreme weather. These findings have key academic and policy implications both by opening further areas of research towards MSEs as a tool to deliver sustainable urban transport, and provides important lessons for future MSE hosts and cities considering BRT.

Electric vehicles (EVs) are environmentally friendly and are considered to be a promising approach toward a green transportation infrastructure with lower greenhouse gas emissions. However, the limited driving range of EVs demands a strategic allocation of charging facilities, hence providing recharging opportunities that help reduce EV owners' anxiety about their vehicles' range. In this paper, we study a set covering method where self-avoiding walks are utilized to find the most significant locations for charging stations. In the corresponding optimization problem, we derive a lower bound of the number of charging stations in a transportation network to obtain full coverage of the most probable routes. The proposed method is applied to a transportation network of the southern part of Sweden.

This paper presents a new practical approach to optimally allocate charging stations in large-scale transportation networks for electric vehicles (EVs). The problem is of particular importance to meet the charging demand of the growing fleet of alternative fuel vehicles. Considering the limited driving range of EVs, there is need to supply EV owners with accessible charging stations to reduce their range anxiety. The aim of the Route Node Coverage (RNC) problem, which is considered in the current paper, is to find the minimum number of charging stations, and their locations in order to cover the most probable routes in a transportation network. We propose an iterative approximation technique for RNC, where the associated Integer Problem (IP) is solved by exploiting a probabilistic random walk route selection, and thereby taking advantage of the numerical stability and efficiency of the standard IP software packages. Furthermore, our iterative RNC optimization procedure is both pertinent and straightforward to implement in computer coding and the design technique is therefore highly applicable. The proposed optimization technique is applied on the Sioux-Falls test transportation network, and in a large-scale case study covering the southern part of Sweden, where the focus is on reaching the maximum coverage with a minimum number of charging stations. The results are promising and show that the flexibility, smart route selection, and numerical efficiency of the proposed design technique, can pick out strategic locations for charging stations from thousands of possible locations without numerical difficulties.

The emergence of electric vehicles offers a promising approach to achieving a more sustainable transportation system, given their lower production of direct emissions. However, the limited driving range and insufficient public recharging infrastructure in some areas hinder their competitiveness against traditional vehicles with internal combustion engines. To address these issues, this paper introduces an ``iterative route cover optimization method'' to suggest  charging station locations in high-demand regions. The method samples routes from a route choice set and optimally locates at least one charging station along each  route. Through iterative resampling and optimal allocation of charging stations, the method identifies the potential recharging demand in a location or a region. We demonstrate the method's applicability to a transportation network of the southern part of Sweden. The results show that the proposed method is capable to suggest locations and geographical regions where the recharging demand is potentially high. 

Traffic flows play a very important role in transportation engineering. In particular, link flows are a source of information about the traffic state, which is usually available from the authorities that manage road networks. Link flows are commonly used in both short-term and long-term planning models for operation and maintenance, and to forecast the future needs of transportation infrastructure. In this paper, we propose a model to study how traffic flow in one location can be expected to reflect the traffic flow in a nearby region. The statistical basis of the model is derived from link flows to find estimates of the distribution of traffic flows in junctions. The model is evaluated in a numerical study, which uses real link flow data from a transportation network in southern Sweden. The results indicate that the model may be useful for studying how large departing flows from a node reflect the link flows in a neighboring geographic region.

Travel time reliability is vital for both road agencies and road users. Expected travel time reliability can be used by road agencies to assess the state of a transportation system, and by road users, to schedule their trips. Road network deficiencies, such as insufficient traffic flow capacity of a road segment or poor road design, have a negative impact on the reliability of travel times. Thus, to maintain robust and reliable travel times, the detection of road network deficiencies is vital. By continuously analyzing travel times and using appropriate travel time reliability measurements, it is possible to detect existing deficiencies or deficiencies that may eventually occur unless necessary actions are taken. In many cases, indices and measurements of travel time reliability are related to the distribution of the travel times, specifically the skewness and width of the distribution. The current paper introduces a median-based misery index for travel time reliability. The index is robust and handles travel times that follow a skewed distribution well. The index measures the relative difference between the slow travel speeds and the free-flow travel speed. The index is inspired by the median absolute deviation, and its primary application is to detect routes or road segments with potential road network deficiencies. To demonstrate the applicability of the index, we conducted an empirical case study using real travel speed data from the European route E4 in Sweden. The results from the empirical case study indicate that the index is capable of detecting road segments with slow travel speeds regardless of the travel speed distribution.

Små och medelstora företag, utgör 90 % av de svenska företagen där transporter är den största kostnadsposten inom deras logistiska verksamhet. Detta gör hantering av transporter för små och medelstora företag till en viktig process. Av den orsaken väljer många företag att outsourca sina transporter för att undvika kostsamma misstag. I den delen, har tredjepartslogistiker (TPL) ett stort nätverk av resurser som i allmänhet leder till att de kan utnyttja resurser eller planera transporter på ett smartare sätt gentemot enskilda partner. Denna studie har sin fokus på att analysera hur Nice Skandinavien AB fattar sina beslut gällande outsourcing av transporter. För att undersöka det, har vi fokuserat på följande faktorer: vilka kriterier och faktorer som är viktiga för Nice Skandinavien AB i samband med outsourcing, transportavvikelser och kvalitetsproblem, single/ double sourcing, kontinuerliga relationer samt hållbarhet. Studien är baserad på observationer, dokumentanalyser och tre semistrukturerade intervjuer med individer som har olika positioner på Nice Skandinavien AB. Företaget är ett säljande småföretag med ett stort utbud av integrerade lösningar för automatisering av grindar, garageportar, solskydd, parkering, trådlöst larm samt hem säkerhetssystem. Det som ligger till grund för vår analys är vår teoretiska referensram och empiri. Genom att utföra observationer och intervjuer samt granska avtalen kom vi fram till att en hög leveransprecision och goda samarbetsrelationer är två viktiga faktorer när det gäller outsourcing av transporter. Det kan resultera i att företaget uppnår effektivitet, produktivitet och minskade transportkostnader samtidigt som de väljer sina leverantörer efter en balans mellan pris, service och kvalitet.

The concept of motility, mobility capital, has been put forward to understand mobility from a more holistic perspective through incorporating subjective and objective as well as material and non-material aspects in the examination of individuals? mobility potentials. In this paper, building on a survey study in the two munici-palities of Malmo? and Gothenburg in Sweden, I developed a quantitative operationalization of motility in relation to cycling and employed GIS-based and statistical analyses to identify a set of appropriate indicators to measure the three dimensions of cycling motility namely access, competence, and appropriation. The analyses reveal three operational dimensions underlying the process of appropriating cycling to carry out daily trips. More specifically, individuals? perceptions of the functional and social suitability of cycling and its compatibility with their principles and values seem to be significant for the appropriation of a bike as a daily travel mode. Alto-gether, the findings support that the quantitative operationalization of cycling motility can deepen our under-standing of the factors shaping individuals? cycling potentials and practices, hence offering valuable insights into the development of successful cycling interventions that create material and nonmaterial infrastructure, com-petences, and positive representations necessary for the appropriation of cycling.

The positive benefits of cycling cannot be realized in the absence of inclusive policies that improve cycling possibilities for all in society and effectively increase cycling. A more comprehensive understanding of the factors shaping individuals’ potential to cycle and the way the vary across social groups could provide valuable insights to support crafting such policies that could make cycling accessible for more diverse groups in society. Employing the motility framework this study examines the inequalities in cycling potential among individuals living in the municipalities of Gothenburg and Malmö in Sweden. Moreover, it adopts Nancy Fraser’s three-dimensional justice lens to explore the links between social groups’ differences in terms of cycling motility and sources of injustice in cycling practices and policies. The findings indicate that age and income are associated with significant variations in all three dimensions of cycling motility (i.e., access portfolio, competence, and appropriation). Additionally, the significant inequalities observed among the social groups in terms of cycling motility indicators could be traced to broader injustices in society – namely maldistribution, misrecognition, and misrepresentation. The paper argues that justice in cycling motility requires recognizing the diversity of needs and preferences, redistributing cycling-related resources, and including more voices in planning and decisionmaking.

Intermodality or combining more than one transport mode during a single trip has been put forward to facilitate a modal shift from private car to more environmentally friendly modes such as public transport, cycling or walking. Bike-and-ride – that is, integrating cycling and public transport in one trip – is an attractive combination, as cycling as an active and clean mode is faster than walking and more affordable and flexible than other alternative modes of transport. Using cycling as a feeder mode to public transport could potentially allow people to reach more opportunities and improve their mobility, and ultimately, their well-being. Therefore, it is relevant to investigate the inequalities in access to bike-and-ride options across population groups.

In this context, we suggest assessing the inequalities in bicycle access to the main transport hubs of a city by developing a composite indicator based on accessibility measures and the Theil index of inequality. This indicator captures the role of both private and public bikes – part of a Bike Sharing System (BSS) – in accessing the existing public transport system. The novelty of our approach lies in bringing the distributional justice perspective in the accessibility evaluation of transport and analysing the inequalities within and between any arbitrarily defined population groups. Moreover, in addition to travel time by bike, this accessibility measure incorporates a series of bike-related features, such as the typology of bike lanes (separated from or shared with roads), the presence of a BSS in the network, and bike facilities (e.g., parking racks) in transport hubs.

The proposed methodology is applied to a real case study of the city of Malmö, Sweden, to prove its efficacy and usefulness. In particular, we examine how the level of bicycle access to the major public transport destination (including train stations and regional bus hubs) varies across the population. While considering the contextual properties of the city of Malmö, the inequalities are analysed in relation to spatial dimension and social background of the population, it is possible to extend the proposed analysis by including further features of the population, such as income or gender, and apply the same approach to different contexts.

Drawing on the conceptualisation of motility as the capacity to be mobile, this paper employs statistical and GIS-based analyses to explore the associations between travel mode choice and mobility-related attitudes, skills and opportunities to access transport modes. The study builds on survey data and spatial data from three urban contexts of Beijing, Gothenburg and Malmo to analyse both individual-level and contextual factors influencing sustainable travel behaviour. The results indicate that despite varying contexts, the three dimensions of attitude, skills and access significantly explain individuals' travel behaviour and their choice to travel by public transport, bicycle or car. Among the studied travel modes, cycling appears to be a competitive mode when the travel distances are within 5 km. In all three urban contexts, individuals who have greater environmental awareness are more likely to travel by public transport or cycling if the physical conditions facilitate using these modes. Good access to public transport is likely to increase the usage of both cycling and public transport and reduce car use. Favourable conditions for cycling within 2 km and 5 km radius can positively encourage people to use a bicycle as a feeder mode for public transport. Overall, our findings demonstrate that for mobility policies to increase individuals' motility in relation to sustainable travel modes and encourage a travel behaviour shift towards using alternatives to cars, planners need to take more holistic approaches and design policies that deal with the three motility dimensions in an integrated manner and avoid focusing on a single dimension in isolation.

The focus of this thesis is to study what and how information flows can be used to improve Demand responsive transport (DRT) systems by understanding potential users and how they could be willing to participate in DRT to a higher degree. The viewpoint of this thesis tends to lean towards a DRT service of a public transport type. This thesis studies users in relation to what interaction and information they perceive to be needed in dealing with a DRT service and the different pros and cons with various approaches. The study gathers information by performing adapted qualitative interviews with a select number of users between the ages of 20-35. The participants give their views on three DRT scenarios and reflect on DRT in general as a concept presented to them through a tangible mocked-up interactive prototype. 

The thesis makes several distinct findings. The importance of pricing a DRT service correctly is vital to the users, as several participants in the study relied on pricing for decision-making. It also finds that the usage of zones as nomenclature is confusing to many users. The services must be dependable and punctual to both attract users, keep users, and build trust among the general populace.

This study shows that DRT services could be a difficult concept to introduce to users. DRT could be introduced as a complement or as an alternative to conventional public transport. An important factor is a well-designed flow of information in the application to keep the user engaged and involved. It is shown that the usability of the application is a cornerstone for a theoretical DRT service to excel. Context is important where DRT and ridesharing would have a higher success rate. Nighttime in urban areas could be a niche market, due to the irregularity, delay, or interruption of regular public transport services at these hours.

The transport sector is currently undergoing rapid development, which is to a large extent driven by innovation and technological changes initiated by various market actors. At the same time, public transport operations are largely framed by extensive procurement processes and a mature market where a few large companies compete for market share. In Europe, there is tension between rapid innovative development in the sector, on one hand, and stability given by regulation practices shaping procurement processes, on the other. This paper presents results from a study in which opportunities for innovation in procurement processes were examined. The findings are based on public transport authorities' and transport companies’ experiences from tendering bus transport in the three largest cities in Sweden. By using a theoretical perspective of innovation and institutional logics, the paper explains the restrictive role innovation has in procurement processes and discusses the conflicting views transport authorities and transport companies put forward. The paper is of general value since it raises questions related to the complexity of existing tendering regimes and the possibilities of facilitating innovation.

Syftet med denna rapport är att ge en bild av hur Sveriges kommuner arbetar med att främja kollektivtrafiken. Trots att kommunerna i de flesta fall inte har direkt rådighet över kollektivtrafiken påverkar kommunal styrning områden såsom bebyggelseplanering och lokalisering, trafikplanering (ex omfördelning av befintlig vägkapacitet), reglering av biltrafik (ex. parkering, bilfria zoner, m.m.) mobility management och gröna resplaner. Rapporten baseras på en enkätstudie som har riktats till landets samtliga kommuner.

Resultaten visar både på likheter och skillnader mellan kommunerna avseende målsättningar, definitioner av begrepp och vilken typ av åtgärder och arbetssätt som förekommer. Ett generellt och förväntat mönster är att befolkningsmässigt större och täta kommuner jobbar mer med frågor kring kollektivtrafik, medan frågorna har mindre fokus i mindre och glesare kommuner. Samma, förväntade mönster gäller avseende målbilder och åtgärder för minskad biltrafik; det är vanligare att frågorna är i fokus i mer urbana områden.

Hur man definierar mål om att öka kollektivtrafiken varierar. Kommunerna jobbar med en bred palett av åtgärder för att främja kollektivtrafiken såsom uppgradering av bytespunkter, ny eller förbättrad infrastruktur för buss-och spårtrafik, reservation av mark för framtida behov och byte av bränsle. Analysen tyder på att det finns ett samband mellan att ha ett mål om ökad kollektivtrafik och att genomföra åtgärder, d.v.s. det är vanligare att kommuner som har ett mål om ökad kollektivtrafik genomför åtgärder för att främja kollektivtrafiken än de kommuner som inte har något mål.

Det finns inget tydligt samband mellan att ha ett mål om minskning av biltrafiken och att genomföra åtgärder för att minska biltrafiken. Det är vanligare att kommuner genomför åtgärder för att sänka hastigheten än åtgärder såsom att minska antalet parkeringsplatser, eller höjda parkeringsavgifter.

Förekomsten av tydliga definitioner av begrepp såsom kollektivtrafiknära läge och täthet i landets kommuner varierar. Många kommuner har en definition av kollektivtrafiknära läge (vars innebörd dock kan variera betydligt), medan definitioner av begreppet täthet är betydligt ovanligare. Resultaten från enkätstudien indikerar att här finns potential för vidareutveckling av metoder och arbetssätt kopplade till definitionerna av begreppen. Vissa kommuners arbetssätt borde också kunna ligga till grund för kunskapsöverföring mellan kommuner.

När det gäller attityd-och beteendepåverkan är det relativt vanligt med vissa typer av åtgärder, såsom kommuninterna resepolicies som prioriterar kollektivtrafik före bil, informationskampanjer och ”prova på” kampanjer. Det är mer ovanligt att man jobbar för att andra aktörer ska införa resepolicies. Även här finns det en potential för utveckling och kunskapsöverföring mellan kommuner.

Sverige har klimatmål som skall uppfyllas innan år 2045. Dessa klimatmål är större än många av de andra länderna inom EU. Det går därför att tolka att politiker i Sverige har velat vara i framkanten av att motstrida klimatförändringar. Antalet färjor i linjetrafik i Sverige är både procentuellt och till antalet relativt lågt, det ansågs därmed vara av intresse att undersöka och förstå vilka anledningarna kan vara till att Sverige inte ligger i framkanten på världsnivå av elektrifieringen av färjor. För att genomföra studien har författarna varit i kontakt med individer olika rederier i Sverige och intervjuat de för att få deras bild av vad de anser kan vara anledningen till den låga mängden elektrifierade färjor. Författarna har även varit i kontakt med en individ hos företaget Vattenfall som erbjuder helhetslösningar inom omställningen av den maritima industrin. Detta för att få ett annorlunda perspektiv kring detta från någon som är med och utvecklar tekniken som ligger bakom elektrifieringen. Studien tar sin grund i en hybridansats där först anskaffades en generell uppfattning av studieområdet efter vilken insamling av empiri genomfördes. Därefter sökte vi vidare efter lämpliga vetenskapliga artiklar som skulle kunna bilda ett applicerbart teoretiskt ramverk på empirin. Teorin består av tidigare artiklar som visar på att det finns hinder kopplat till elektrifieringen av färjor. Empirin består av intervjuer med tidigare nämnda individer. Författarna kommer fram till att det inte är så lätt att elektrifiera färjor som en kan tro. Det saknas institutionellt stöd och många hinder föreligger.

Despite discourses of contemporary high-mobility, a life characterised by high mobility is in sharp contrast to many people's experiences and personal preferences. Previous research has shown that mobility and transport opportunities are unevenly distributed in society. The paper explores how young unemployed people and low-skilled care workers in two Swedish urban municipalities prefer to travel less and stay local rather than undergoing time-consuming and expensive public transport trips. The results show that various temporal and spatial restrictions are significant regarding the extent to which public transport can cater for mobility needs, and that transport opportunities are part of an individual's opportunity to be socially included. The results indicate that other policy areas, such as the labour market policy and the public health policy, are equally important for social inclusion.

The process of collecting traffic data is a key component to evaluate the current state of a transportation network and to analyze movements of vehicles. In this paper, we argue that both active stationary and mobile measurement devices should be taken into account for high-quality traffic data with sufficient geographic coverage. Stationary devices are able to collect data over time at certain locations in the network and mobile devices are able to gather data over large geographic regions. Hence, the two types of measurement devices have complementary properties and should be used in conjunction with each other in the data collection process. To evaluate the complementary characteristics of stationary and mobile devices for traffic data collection, we present a traffic simulation model, which we use to study the share of successfully identified vehicles when using both types of devices with varying identification rate. The results from our simulation study, using freight transport in southern Sweden, shows that the share of successfully identified vehicles can be significantly improved by using both stationary and mobile measurement devices. 

As an alternative to the car, the bicycle is considered important for obtaining more sustainable urban transport. The bicycle has many positive effects; however, bicyclists are more vulnerable than users of other transport modes, and the number of bicycle related injuries and fatalities are too high. We present a clustering analysis aiming to support the identification of the locations of bicyclists' perceived unsafety in an urban traffic network, so-called bicycle impediments. In particular, we used an iterative k-means clustering approach, which is a contribution of the current paper, and DBSCAN. In contrast to standard k-means clustering, our iterative k-means clustering approach enables to remove outliers from the data set. In our study, we used data collected by bicyclists travelling in the city of Lund, Sweden, where each data point defines a location and time of a bicyclist's perceived unsafety. The results of our study show that 1) clustering is a useful approach in order to support the identification of perceived unsafe locations for bicyclists in an urban traffic network and 2) it might be beneficial to combine different types of clustering to support the identification process. (C) 2020 The Authors. Published by Elsevier B.V.

Creating efficient public transport systems that attract users is a challenging task in contexts where the control of public transport is divided between various actors. Recent research on public transport has therefore seen increasing focus on issues like coordination, collaboration and steering in complex governance settings. However, more is known about what needs to be done than how to implement the necessary changes. This paper presents a systematic literature review with a focus on developing the understanding on how to improve the conditions for public transport. The reviewed articles are analysed for increasing the understanding of the critical challenges in the planning and implementation of measures to increase public transport travel; the working practices for dealing with problems described in the literature; and the advantages and disadvantages of different working practices. Based on the analysis an analytical framework is developed that can be used to study and evaluate working practices for managing critical challenges. The framework consists of three interconnected factors (i) actors, (ii) institutions (laws and rules that govern the interaction of the actors), and (iii) work processes (phases in the interaction between the actors). Drawing on the results of the systematic review a number of key issues for establishing working practices for dealing with the challenges are emphasized for each of the factors.

För att få fler människor att välja kollektivtrafiken behöver ny bebyggelse lokaliseras till platser med god kollektivtrafik, till exempel, till stationsnära lägen och genom att förtäta och blanda bostäder, service och grönområden för att ge invånarna närhet till olika aktiviteter. En kollektivtrafikorienterad bebyggelseplanering (KOB) – innebär att man skapar en tätare och mer stadsmässig bebyggelse kring kollektivtrafikens noder och stråk. I mindre tätorter och på landsbygden är förutsättningarna för det annorlunda än i större städer, och KOB måste därför anpassas till dessa förutsättningar. Planeringen av KOBpåverkas därtill av flera offentliga och privata organisationer, och deras samverkan är av central betydelse för att KOB ska kunna förverkligas i mindre tätorter och på landsbygden. I denna rapport beskrivs hur man kan främja KOB i mindre tätorter och på landsbygden i Sverige. Följande fem övergripande rekommendationer syftar till att stimulera KOB på platser med lägre täthet men möjligheter till god kollektivtrafikförsörjning:

a) Utveckla en regional KOB-strategi och en regionalt anpassad KOB-typologi

b) Ta fram strategier för kollektivtrafikorienterad fastighetsutveckling i samarbetemellan myndigheter och marknadsaktörer

c) Utveckla kommunala förtätningsstrategier för kollektivtrafikorienteradbebyggelsed) Utveckla kommunala kollektivtrafikstrategier

e) Utveckla en väl fungerande samverkan kring KOB

This paper analyzes strategies that can be successfully pursued to implement measures to reduce car traffic in what has traditionally been a very car-centric planning praxis. Analytically, the paper use path dependency theory to provide an understanding of why certain types of measure are not implemented in cities on as widespread a basis as policy objectives may require, and to understand how transport planning path dependence in urban authorities might be changed. Empirically, the analysis builds on a comparative case study of transport and land use planning in Swedish cities. The most effective strategies do not appear to be radical policies leading to fast implementation of goals about sustainable transport, for example by implementing very car restrictive measures, even in the face of resistance from the public and from within the city administration. The results support an approach that from a strategy making perspective can be understood as an institutionalizing process by which internal organizational and external public support for car restrictive and potentially controversial measures are built. Implementation may be achieved by building new institutions within city administrations, where routines and norms gradually change so that car restraint measures gradually become part of the normal way of doing transport planning. This then starts to lock-in certain patterns of travel and make further car restraint measures more feasible and institutionalized as part of a standard menu of measures that cities use, and not something out of the order.

This paper explores the possibilities and challenges of realizing a context-aware travel planner with bidirectional information exchange between the actor and the traveller during unplanned traffic disturbances. A prototype app is implemented and tested to identify potential benefits. The app uses data from open APIs, and beacons to detect the traveller context (which train or train platform the traveller is currently on). Alternative travel paths are presented to the user, and each alternative is associated with a certainty factor reflecting the reliability of the travel time prognoses. The paper also presents an interview study that investigates PT actors’ views on the potential use for actors and travellers of new information about certainty factors and travellers’ contexts, during unplanned traffic disturbances. The results show that this type of travel planner can be realized and that it enables travellers to find ways to reach their destination, in situations where the public t ravel planner only suggests infeasible travel paths. The value for the traveller of the certainty factors are also illustrated. Additionally, the results show that providing actors with information about traveller context and certainty factors opens up for the possibility of more advanced support for both the PT actor and the traveller.

Previous  research  shows  that  well-grounded  knowledge  of  the intended  travellers  is  essential  for  achieving  successful  DRT services.  However,  there  is  a  lack  of  understanding  of  the potential  travels  in  different  age  groups,  and  the  acceptance  of design  alternatives  that  may  affect  these.  Based  on  surveys conducted  in  Sweden,  this  paper  investigates  these  factors  in  a hypothetical DRT service, in the age groups 6–17, 18–69 and over 70  years.  A  total  of  1241  people  answered  the  questionnaires. The  results  show  that  the  age  groups  have  similar  acceptance regarding  delays  and  departure time  intervals.  Older adults  have lower  acceptance  of  digital  solutions,  and  children  and  older adults  have  stronger  requirements  for  value-added  services. About  85–90%  of  the  respondents  claim  they  would  use  the service,  at  least  occasionally.  The  results  also  show  how  a  DRT system should be configured to allow room for system efficiency gains, while still being accepted by most travellers.

The objective of this study is to provide a better understanding of the potential of using Artificial Intelligence (AI) to improve Public Transport (PT), by reviewing research literature. The selection process resulted in 87 scientific publications constituting a sample of how AI has been applied to improve PT. The review shows that the primary aims of using AI are to improve the service quality or to better understand traveller behaviour. Train and bus are the dominant modes of transport investigated. Furthermore, AI is mainly used for three tasks; the most frequent one is prediction, followed by an estimation of the current state, and resource allocation, including planning and scheduling. Only two studies concern automation; all the others provide different kinds of decision support for travellers, PT operators, PT planners, or municipalities. Most of the reviewed AI solutions require significant amounts of data related to the travellers and the PT system. Machine learning is the most frequently used AI technology, with some studies applying reasoning or heuristic search techniques. We conclude that there still remains a great potential of using AI to improve PT waiting to be explored, but that there are also some challenges that need to be considered. They are often related to data, e.g., that large datasets of high quality are needed, that substantial resources and time are needed to pre-process the data, or that the data compromise personal privacy. Further research is needed about how to handle these issues efficiently.