Relevant bibliographies by topics / Shipping of Sweden

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters

Academic literature on the topic 'Shipping of Sweden'

Author: Grafiati
Published: 26 July 2024

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Journal articles on the topic "Shipping of Sweden"

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Mwase, Nandi S., Alicia Ekström, Jan Eiof Jonson, Erik Svensson, Jukka-Pekka Jalkanen, Janine Wichmann, Peter Molnár, and Leo Stockfelt. "Health Impact of Air Pollution from Shipping in the Baltic Sea: Effects of Different Spatial Resolutions in Sweden." International Journal of Environmental Research and Public Health 17, no. 21 (October 29, 2020): 7963. http://dx.doi.org/10.3390/ijerph17217963.

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In 2015, stricter regulations to reduce sulfur dioxide emissions and particulate air pollution from shipping were implemented in the Baltic Sea. We investigated the effects on population exposure to particles <2.5 µm (PM2.5) from shipping and estimated related morbidity and mortality in Sweden’s 21 counties at different spatial resolutions. We used a regional model to estimate exposure in Sweden and a city-scale model for Gothenburg. Effects of PM2.5 exposure on total mortality, ischemic heart disease, and stroke were estimated using exposure–response functions from the literature and combining them into disability-adjusted life years (DALYS). PM2.5 exposure from shipping in Gothenburg decreased by 7% (1.6 to 1.5 µg/m3) using the city-scale model, and 35% (0.5 to 0.3 µg/m3) using the regional model. Different population resolutions had no effects on population exposures. In the city-scale model, annual premature deaths due to shipping PM2.5 dropped from 97 with the high-sulfur scenario to 90 in the low-sulfur scenario, and in the regional model from 32 to 21. In Sweden, DALYs lost due to PM2.5 from Baltic Sea shipping decreased from approximately 5700 to 4200. In conclusion, sulfur emission restrictions for shipping had positive effects on health, but the model resolution affects estimations.
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Endrestøl, Anders, and Sigmund Hågvar. "Review: Bärfisar i Sverige – en fälthandbok." Entomologica Fennica 23, no. 4 (August 16, 2019): 239–40. http://dx.doi.org/10.33338/ef.84589.

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Coulianos, C.-C. 2012: Bärfisar i Sverige – en fälthandbok. [The Shieldbugs of Sweden – A field guide.] — Entomologiska föreningen i Stockholm. Stockholm. ISBN 978-91-978881-1- 0, 128 pp. Prices, not including shipping: 1–5 books: 60 SEK(~7.1 €) each, 6 books ormore: 40 SEK (~4.7 €) each. The book can be ordered from Stockholms Entomologiska Förening, PO Box 50007, 104 05 Stockholm, Sweden, addressee Bert Gustafsson (bert.gustafsson@nrm.se).
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Urbanyi-Popiołek, Ilona. "Challenges for Polish ferry market development in Baltic Sea Region." SHS Web of Conferences 58 (2018): 01030. http://dx.doi.org/10.1051/shsconf/20185801030.

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Polish ferry market has become one of the prime segments of ferry shipping in Baltic Sea Region. It dominates in ferry industry in South Baltic. The ferry cargo and passenger traffic has been growing steadily since Poland’s accession to the European Union. The estimates show that in 2017 the operators transported more than 1,2 million passengers and over 520 thousand cargo vehicles between ports in Poland and Sweden. The increase in trade turnover between Scandinavia and Central Europe as well as growth of tourism affect the demand for ferry transport. The aim of this paper is to explore the prime determinants influencing the development of Polish ferry shipping and to research the challenges that carriers operating the ferry services from Poland to Sweden must face such as internal competition between the operators in Polish market, competition from German and Lithuanian routes and low cost airlines as well as increasing trade volumes. The research hypothesis is: the growth of trade between Scandinavia and Central Europe as well as tourism traffic will increase the demand for ferry transport from Polish ports. Detailed research hypotheses are that: ferry services between Poland and Sweden constitute the primary market on the South Baltic and new tonnage investments to increase the capacity have to be taken.
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Christodoulou, Anastasia, Zeeshan Raza, and Johan Woxenius. "The Integration of RoRo Shipping in Sustainable Intermodal Transport Chains: The Case of a North European RoRo Service." Sustainability 11, no. 8 (April 24, 2019): 2422. http://dx.doi.org/10.3390/su11082422.

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Roll on–roll off (RoRo) shipping represents a maritime segment that could easily form part of an intermodal transport system, as cargo does not need to be lifted in ports; it is ‘rolled’ to and from sea. This paper investigates the operation of RoRo shipping services in Northern Europe, focusing on a set of services chartered by a major shipper whose demand has a great impact on the service design, potentially affecting the frequency of departures and even stipulating the use of specific vessels. The case of cooperation between Stora Enso, a major forest company in Sweden and Finland, and the shipping company Swedish Orient Line (SOL) is analysed, giving some insight into the way these RoRo services operate and manage to integrate successfully into sustainable intermodal transport chains. Despite various initiatives taken by different stakeholders, the level of integration of shipping in intermodal transport chains has been quite slow. This paper’s results could contribute to the identification of barriers that prevent RoRo shipping from being a viable alternative to road transport for certain transport routes and assist in the discovery of policies and incentives that could lead to developing sustainable intermodal transport chains.
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Müller, Leos. "Svensk sjöfart, neutralitet och det väpnade neutralitetsförbundet 1780–1783." 1700-tal: Nordic Journal for Eighteenth-Century Studies 9 (December 10, 2014): 39–58. http://dx.doi.org/10.7557/4.3246.

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Swedish Shipping, Neutrality, and the First League of Armed Neutrality,1780–1783.The purpose of this article is to follow two contradictory perceptions of neutrality in the political discourses of the mid-eighteenth century. One perception drew on the philosophy of natural law and the beneficial view of trade and sociability; here neutrality was perceived as a good and moral basis for peaceful inter-state relations. The second perception derived from the mercantilist view of international trade as an alternative means of warfare; here neutrality was perceived as a shameless exploitation of warfare. It is argued that the concept of neutrality went through an important development in the period between the Seven Years’ War and the American War of Independence, and that the Danish writer Martin Hübner played an important role in this development. Hübner’s view of neutrality, drawing on both discourses, became embodied indirectly in the declaration of the First League of Armed Neutrality in 1780, composed during the American War of Independence. The League was the joint action of three neutral countries, Russia, Sweden, and Denmark, intended to stop the British harassment of neutral trade and shipping. When Sweden joined the League, it acknowledged this new concept of neutrality as part of its foreign policy.
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Sebak, Per Kristian. "Constraints and possibilities: Scandinavian shipping companies and transmigration, 1898–1914." International Journal of Maritime History 27, no. 4 (November 2015): 755–73. http://dx.doi.org/10.1177/0843871415610293.

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In the early twentieth century, transatlantic migration peaked. Transmigrants, i.e. migrants who travelled through third countries on the way to their destination, comprised more than half of all emigrants departing from German, Belgian, Dutch and British ports which together were the most important. The most important countries of origin were Russia and Austria-Hungary, in addition to Italy. Because of this, shipping companies had to deal with networks and manage a transport system extending far beyond their traditional sphere of economic interest. In the process, the companies became ever more dependent on influencing state actors in Europe as well as in North America to keep their long-established business structures going. In many ways, the transatlantic passenger business between the 1890s and 1914 should therefore be viewed more as a transmigrant business rather than an emigrant business, which is the most common understanding of this massive human movement. The article focuses on the transmigration phenomenon from the point of view of three very different shipping companies/initiatives in Norway, Sweden and Denmark respectively. Norway and Sweden had among the highest rates of transatlantic migration, and Norway had the third largest merchant fleet in the word by the turn of the twentieth century. Yet only Denmark provided a direct transatlantic service throughout the most important period for transatlantic migration. What possibilities were there for these three countries to engage in the transatlantic passenger business and what constrained their efforts? By concentrating on the transmigration phenomenon and three countries with differing points of departure, the article provides a deeper understanding of the mechanisms and dynamics involved in shaping the transatlantic passenger business, of how the business worked, and of how the companies could influence the flow and pattern of migratory movements between Europe and North America.
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Ausmeel, Stina, Axel Eriksson, Erik Ahlberg, and Adam Kristensson. "Methods for identifying aged ship plumes and estimating contribution to aerosol exposure downwind of shipping lanes." Atmospheric Measurement Techniques 12, no. 8 (August 22, 2019): 4479–93. http://dx.doi.org/10.5194/amt-12-4479-2019.

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Abstract. Ship traffic is a major source of aerosol particles, particularly near shipping lanes and harbours. In order to estimate the contribution to exposure downwind of a shipping lane, it is important to be able to measure the ship emission contribution at various distances from the source. We report on measurements of atmospheric particles 7–20 km downwind of a shipping lane in the Baltic Sea Sulfur Emission Control Area (SECA) at a coastal location in southern Sweden during a winter and a summer campaign. Each ship plume was linked to individual ship passages using a novel method based on wind field data and automatic ship identification system data (AIS), where varying wind speeds and directions were applied to calculate a plume trajectory. In a situation where AIS data are not matching measured plumes well or if AIS data are missing, we provide an alternative method with particle number concentration data. The shipping lane contribution to the particle number concentration in Falsterbo was estimated by subtracting background concentrations from the ship plume concentrations, and more than 150 plumes were analysed. We have also extrapolated the contribution to seasonal averages and provide recommendations for future similar measurements. Averaged over a season, the contribution to particle number concentration was about 18 % during the winter and 10 % during the summer, including those periods with wind directions when the shipping lane was not affecting the station. The corresponding contribution to equivalent black carbon was 1.4 %.
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Wehn, Uta, Torsten Linders, and Karina Barquet. "Co-creating a sustainable blue economy for sweden." Open Access Government 40, no. 1 (October 19, 2023): 408–9. http://dx.doi.org/10.56367/oag-040-11027.

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Co-creating a sustainable blue economy for sweden Wehn, Linders and Barquet explain how the MISTRA C2B2 programme is working to bring about transformative change in participatory ocean governance in Sweden. The ocean – the new frontier of human activity – is being redefined by new discoveries, technologies, national strategies, and ecological imperatives. Yet, it is undeniable that the status of most seas is in decay – and if the goal would be to restore or improve their status, then most human activities should be banned. Instead, we witness that, in recent years, the blue economy is promoted as an answer to energy and food insecurity, as well as to an increased demand for shipping of goods, and transport of people and services. So, humanity depends on marine livelihoods, but the blue economy is also rapidly increasing pressure on the long-term sustainability of marine ecosystems.
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Urban, Frauke, Anissa Nurdiawati, and Fumi Harahap. "Sector coupling for decarbonization and sustainable energy transitions in maritime shipping in Sweden." Energy Research & Social Science 107 (January 2024): 103366. http://dx.doi.org/10.1016/j.erss.2023.103366.

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Tang, Lin, Martin O. P. Ramacher, Jana Moldanová, Volker Matthias, Matthias Karl, Lasse Johansson, Jukka-Pekka Jalkanen, Katarina Yaramenka, Armin Aulinger, and Malin Gustafsson. "The impact of ship emissions on air quality and human health in the Gothenburg area – Part 1: 2012 emissions." Atmospheric Chemistry and Physics 20, no. 12 (June 30, 2020): 7509–30. http://dx.doi.org/10.5194/acp-20-7509-2020.

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Abstract. Ship emissions in and around ports are of interest for urban air quality management in many harbour cities. We investigated the impact of regional and local ship emissions on urban air quality for 2012 conditions in the city of Gothenburg, Sweden, the largest cargo port in Scandinavia. In order to assess the effects of ship emissions, a coupled regional- and local-scale model system has been set up using ship emissions in the Baltic Sea and the North Sea as well as in and around the port of Gothenburg. Ship emissions were calculated with the Ship Traffic Emission Assessment Model (STEAM), taking into account individual vessel characteristics and vessel activity data. The calculated contributions from local and regional shipping to local air pollution in Gothenburg were found to be substantial, especially in areas around the city ports. The relative contribution from local shipping to annual mean NO2 concentrations was 14 % as the model domain average, while the relative contribution from regional shipping in the North Sea and the Baltic Sea was 26 %. In an area close to the city terminals, the contribution of NO2 from local shipping (33 %) was higher than that of road traffic (28 %), which indicates the importance of controlling local shipping emissions. Local shipping emissions of NOx led to a decrease in the summer mean O3 levels in the city by 0.5 ppb (∼2 %) on average. Regional shipping led to a slight increase in O3 concentrations; however, the overall effect of regional and the local shipping together was a small decrease in the summer mean O3 concentrations in the city. In addition, volatile organic compound (VOC) emissions from local shipping compensate up to 4 ppb of the decrease in summer O3 concentrations due to the NO titration effect. For particulate matter with a median aerodynamic diameter less than or equal to 2.5 µm (PM2.5), local ship emissions contributed only 3 % to the annual mean in the model domain, while regional shipping under 2012 conditions was a larger contributor, with an annual mean contribution of 11 % of the city domain average. Based on the modelled local and regional shipping contributions, the health effects of PM2.5, NO2 and ozone were assessed using the ALPHA-RiskPoll (ARP) model. An effect of the shipping-associated PM2.5 exposure in the modelled area was a mean decrease in the life expectancy by 0.015 years per person. The relative contribution of local shipping to the impact of total PM2.5 was 2.2 %, which can be compared to the 5.3 % contribution from local road traffic. The relative contribution of the regional shipping was 10.3 %. The mortalities due to the exposure to NO2 associated with shipping were calculated to be 2.6 premature deaths yr−1. The relative contribution of local and regional shipping to the total exposure to NO2 in the reference simulation was 14 % and 21 %, respectively. The shipping-related ozone exposures were due to the NO titration effect leading to a negative number of premature deaths. Our study shows that overall health impacts of regional shipping can be more significant than those of local shipping, emphasizing that abatement policy options on city-scale air pollution require close cooperation across governance levels. Our findings indicate that the strengthened Sulphur Emission Control Areas (SECAs) fuel sulphur limit from 1 % to 0.1 % in 2015, leading to a strong decrease in the formation of secondary particulate matter on a regional scale was an important step in improving the air quality in the city.
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Dissertations / Theses on the topic "Shipping of Sweden"

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Demse, Habtesilase Ketema. "Challenges of Multimodal Transport Services:The Case of Ethiopian Shipping and Logistics Service Enterprise : Ethiopia- Sweden-Denmark and UK trade routes operation." Thesis, Linnéuniversitetet, Institutionen för marknadsföring (MF), 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-79286.

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Abstract Purpose: is to identify the challenges of multimodal transport service of ESLSE in the Europe trade routes operation from origin up to destination and to analyze the contribution of network partners to ESLSE solving these challenges.   Design\Data collection\Approach: This thesis relied on qualitative research design in order to identify the key challenges of multimodal transport services and to show how the network partners contribute to solving these challenges. Moreover, to achieve the objective of the study, semi structure interviews were used, and the responses from 14 experts were analyzed.   Theoretical framework: The theoretical base and concepts are used to determine the theoretical boundaries of the research. It provides an overview of the literature that exists in the challenges of multimodal transport services. The theoretical framework firstly encompassed the logistics performance and personnel, followed by the description of multimodal transport services, customs facilitation, ICT, infrastructure, network partner integration and port administration. Lastly, theoretical synthesis is developed that are identified from the theory to demonstrate the interrelationship between individual concepts.   Findings: The findings of this study revealed that multimodal transport service was impacted by a number of challenges even if the network partners contributed some solutions. The results of the study showed that the lack of skilled logistics personnel; poor ICT system; lack of integration between network partners; lack of effective infrastructure; inadequate and ineffective capacity of trucks; material theft; corruption; security risk; lack of prompt response in the operation between network partners; monopoly of the operation by ESLSE; and lack of quality of transported cargo are the main challenges for multimodal transport services. Managerial implication: For managers of network partners, it is recommended that they should be aware that the challenge of multimodal transport service is the result of poor ICT systems; lack of integration between network partners; lack of effective infrastructure; lack of skilled logistic personnel; inadequate and ineffective capacity of trucks; material theft; corruption; security risk; lack of quality of transported cargo; and lack of prompt response in the operation between the network partners Hence, they should take action to solve the problems by integrating with shipping agents and steering committees such as customers office, transport minister, and maritime authority. Moreover, the shipping agents managers can use the results of the study to enhance their contribution in order to solve the challenges of multimodal transport services by communicating with the ESLSE.   Limitations: The small sample size without adequately diverse geographical spread and sample of shipping agents and dry ports since the study is only limited to Europe trade routes and it did not take in to consideration other continents like Africa and Asia which could have given additional information on the topic. The sample of shipping agent and dry ports was limited with 3 out of 11 and 3 out of 7 respectively.   Originality\Value: This thesis is one of the first to analyze the challenges of multimodal transport in the case of Ethiopia to Europe trade operation by interviewing both the ESLSE and shipping agents.
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Eriksson, Martin. "Sjötransporter och regional omvandling : Regleringen av den norrländska vintersjöfarten 1940-1975." Licentiate thesis, Umeå University, Department of Economic History, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-955.

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This licentiate thesis investigates the decision-making process behind the regulation of winter shipping along the coast of the northern part of Sweden, the Norrland region, in the period 1940-1975. The licentiate thesis examines two aspects of this decision-making process. First, how the regulations in the field of winter shipping were designed in the period. Second, this work examines the underlying factors behind this regulatory outcome on the premise that the regulatory design in the field was the result of an interaction between the regulating actors in the government and their political and economic institutional context.

As for the first issue, it is demonstrated that the period 1940-1975 was characterised by a regulatory ambition to expand winter shipping along the coast of Norrland. This meant that the government made substantial investments in ice-breakers during the period, which gradually expanded the shipping season until the target of year-round shipping even to the northernmost ports was established in the first part of the 1970s. Accordingly, those dues for ice-breaker services proposed by several committees that investigated the issue were never introduced. Instead, government-led ice-breaking has served to compensate Norrland as a peripheral region for its relatively high transport costs.

Regarding the second issue, it is showed that the decision-making process was influenced by developments at different policy levels of the government hierarchy. In the period 1940-1964, when a public authority within the maritime sector emerged and was consolidated, developments at the maritime sector level affected the decision-making process to a large extent. In turn, the period after 1964 witnessed a change in government policy towards the Norrland region as a more interventionist regional and industrial policy than earlier was implemented. This meant that the decision-making process to a larger extent was influenced by factors originating from a macro policy level.

During the decision-making process, actors at both the maritime sector level and the macro level emphasized the importance of government-regulated winter shipping for the regional industrialization of the Norrland region in terms that reflected the aims and interests of their policy levels. In this respect, actors in the maritime sector pointed to the role of winter shipping as a trade policy instrument while actors who represented the interests of regional development policy and industrial policy considered the expansion of winter shipping as crucial in achieving the general ambition to create a geographically egalitarian welfare state, characterised by high levels of growth and low unemployment.

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Lindqvist, Emil, and Johan Jönsson. "Modellutveckling och kostnadsanalys vid sortimentsexpansion på Staples Sweden AB : Vägen mot miljonen." Thesis, Linnéuniversitetet, Institutionen för ekonomistyrning och logistik (ELO), 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-26549.

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Bakgrund:                   För att stärka sin position på marknaden önskar Staples Sweden AB utöka sitt artikelsortiment till att omfatta 1 000 000 artiklar. För att möjliggöra sortimentsexpansionen behövs beslutsunderlag rörande hantering och kostnadsstruktur identifieras. Syfte:                          Syftet med studien är att utveckla en modell vid val och utformning av distributionssätt för att föreslå en distributionsslösning. Syftet är också att genom en kostnadsanalys identifiera orderkostnadsstrukturen för den föreslagna distributionslösningen. Metod:                        Vid genomförandet av studien tillämpades en fallstudiedesign. Det empiriska materialet samlades in genom intervjuer utförda på Staples Sweden AB. Slutsats:                      Vid tillämpningen av modellen som utvecklades i studien framkom att distributionslösningen ska utgöras av direktleveranser, konsoliderade direkleveranser, ”cross-docking”, ”cross-docking” med buffert och traditionell lagerhållning. Orderkostnaden skiljde sig mellan distributionssätten där ”cross-docking” var billigast och direktleveransvarianterna var dyrast.
Background:               To strengthen its position on the market, Staples Sweden AB seeks to expand its product range to include one million articles. The problem is that no one in the company knows how such a variety of items should be managed and how the structure of order costs would change. Based on these problems, the task for the study arose. Purpose:                      The thesis aims to develop a model for the selection and design of distribution methods for proposing a solution that can manage one million articles. It also aims to identify the structure of order cost for the proposed solution through a cost analysis. Methodology:             The study was conducted by applying a case study design. The empirical data were collected through interviews conducted at the Staples Sweden AB. Conclusion:                 In the application of the developed model showed that the distribution solution should consist of direct shipping, consolidated direct shipping, cross-docking, cross-docking with buffer and traditional warehousing. Order cost differed between distribution where "cross-docking" showed to be the cheapest and direct shipping variants were the most expensive.
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Reitz, Linda. "Planning and visualization of energy-efficient container buildings for residential purposes under three climatic conditions." Thesis, Högskolan Dalarna, Energiteknik, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:du-30723.

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Shipping containers that can no longer be used in cargo transportation are accumulating in large numbers in ports all over the world. At the same time, the usage of fully modular and prefabricated components in the construction sector is on a constant rise in recent years. Reusing these containers in their current form without melting them down, significantly elevates their lifetime usage as well as opens new and interesting options for modular buildings. While there are already many container buildings worldwide, the area of energy-efficient container houses has hardly been touched. Therefore, the goal of this thesis is to show the usage of shipping containers to plan energy efficient buildings in three different climate zones, while each building itself is fully climate adaptable for its location using passive architecture. To accomplish this primary focus, a detailed analysis of the climate conditions of the locations is necessary. The tree locations are Stockholm, Berlin, and Cape Town. Afterwards a uniform base model will be developed, depending on the specifications of these shipping containers. This Base Case can be adapted to three different climate conditions, by modification and adaptation to create buildings with an effective passive architecture for each location’s climate conditions. These modifications will be used to develop a suitable design for each climate zone with all specifications described and visualized for each case of usage.
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Lárusson, Erik. "Maritime security in the High North : Swedish and Icelandic responses to new Arctic shipping opportunities." Thesis, Karlstad University, Faculty of Social and Life Sciences, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-5707.

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The purpose of this study is to compare how the issue of new shipping opportunities in theArctic region is tackled and met by the governments of Sweden and Iceland when it comes tomaritime security regime building, and to set this into perspective by looking at the shippingindustry’s seemed aspirations and interests for Arctic shipping, the latter to see if policy and“reality” appear to be corresponding. By conducting a qualitative comparative analysisthrough studying previous research, government documents and through interviewingrepresentatives from the shipping industry; using the analytical framework of Regime Theoryfor International Relations; the following research questions have been answered:

- In what ways do the governments of Sweden and Iceland contribute to developments of Arctic maritimesecurity regimes, due to new shipping opportunities in the High North?

- Are these contributions in line with the shipping industry’s views of and aspirations for Arctic shipping?

- (How) does this differ between the countries?

- (How) does the shipping industry contribute to maritime security?

Sweden and Iceland differ in many aspects, but the general aims at environmental protectionare visible in both countries. Iceland has a larger focus on crisis response due to its locationalexposure and do moreover have a chance on economically exploiting new shipping activitiesfor the same reason. Sweden can be said to have a more general approach to Arctic maritimesecurity, whereas Iceland rather focuses on its own proximity.Both countries’ responses to Arctic shipping are currently to be seen as in line with theshipping industry’s views and aspirations for Arctic shipping.The shipping industry contributes to maritime security by developing new methods andtechnology for addressing the Arctic ice; collectively and on shipping company individualbasis. The shipping industry furthermore contributes by educating ship commanders as well assharing experiences and knowledge with each other.

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Aldman, Lili-Annè. "En merkantilistisk början : Stockholms textila import 1720–1738." Doctoral thesis, Uppsala University, Department of Economic History, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-8645.

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The purpose of this thesis is to, from an institutional approach, study how the Stockholm importers within the textile sector adapted their foreign trade to the change in economic policy 1720 through 1738. The focus is to investigate to what extent the introduction of new laws, regulations etc. can be an explanation for what happened to Stockholm’s foreign trade, mainly imports, particularly textile imports during the period. It is mainly the economic policies that had been enacted during the Hornian government and their effects that have been studied. This is a period that has seldom been studied in other research.

This thesis begins when the Russian raids were over. This was a year when the foreign trade still was relatively free and was untouched by the 17th century’s regulations. After 1721 the policies that would be introduced to increase Sweden's level of self-sufficiency and strengthen ties with the North Sea area had several components. Besides the economic policy, the main sources for the thesis are the city toll records.

The trade policies in the shape of tolls and fees, import and consumption bans etc. and the commercial policies together became different kinds of political tools used for several purposes. The conclusion of this thesis is that the economic policies made the Stockholm importers adapt their trade to the change. The import bans and sumptuary laws had an effect. The economic policies gave rise to an increase in the import of textile raw materials. The rise in toll costs and import fees contributed to displacing the foreign trade towards other areas. The change in the economic policies was successful in the sense that it gave rise to new conditions for domestic production within the textile sector and forced Stockholm's importers to adapt their foreign trade.

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Books on the topic "Shipping of Sweden"

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Sweden. Taxation, shipping and aircraft: Agreement between the United States of America and Sweden, amending the arrangement of March 31, 1938, effected by exchange of notes, dated at Washington June 26 and July 24, 1987. Washington, D.C: Dept. of State, 1992.

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National Swedish Administration of Shipping and Navigation. and Seminar on Regulations Contained in Annex II of MARPOL 73/78 (1986 : Norrköping, Sweden), eds. Seminar on Regulations Contained in Annex II of MARPOL 73/78 and Regulation 5 of Annex IV of the Helsinki Convention: National Swedish Administration of Shipping and Navigation, 17-18 November 1986, Norrköping, Sweden. Helsinki: Baltic Marine Environment Protection Commission, Helsinki Commission, 1987.

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Furst, Alan. Dark Voyage. New York: Random House Publishing Group, 2004.

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Furst, Alan. Dark voyage: A novel. New York: Random House, 2004.

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Furst, Alan. Dark voyage. Waterville, Me: Thorndike Press, 2004.

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Furst, Alan. Dark voyage: A novel. New York: Random House, 2004.

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Sætra, Gustav. The International Labour Market for Seamen, 1600-1900: Norway and Norwegian Participation. Liverpool University Press, 2018. http://dx.doi.org/10.5949/liverpool/9780968128831.003.0010.

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This chapter reports the growth of the Norwegian shipping trade in the period 1850-1880; an expansion that came as a result of a heightened demand for the exports of fish and timber from Norway to Western and Southern Europe. It provides a detailed history on Norwegian shipping trade, starting from the early days of expansion to Norway’s position as a leading whaling nation. The chapter provides statistical data in the form of numbers of recruitment, labour force, and wages, but notes that source material on Norwegian shipping data prior to 1800 is often scarce and unreliable. The report also outlines the significance of Norwegian presence in foreign fleets after 1850, and discusses the motive behind a seaman’s decision to emigrate. It notes that the Dutch fleet became a popular option for Norwegians, while seamen also flocked to the alternative fleets of Russia; Denmark; Sweden; Holland; France; Great Britain; North America; Argentina; Australia and South Africa.
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Rider, London. Timber Trades Journal List of Shipping Marks on Timber, Embracing Sawn and Planed Wood, Joinery, and Other Hard and Soft Woods, Exported from Sweden, Norway, Finland, Russia, Canada, the United States, Etc. Creative Media Partners, LLC, 2021.

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Furst, Alan. Dark Voyage: A Novel. Random House Trade Paperbacks, 2005.

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10

Furst, Alan. Dark Voyage. Simon & Schuster Audio, 2007.

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Book chapters on the topic "Shipping of Sweden"

1

Tarkowski, Maciej. "Towards a More Sustainable Transport Future—The Cases of Ferry Shipping Electrification in Denmark, Netherland, Norway and Sweden." In World Sustainability Series, 177–91. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-78825-4_11.

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2

Müller, Leos. "Swedish Trade and Shipping in the Mediterranean in the 18th Century." In Atti delle «Settimane di Studi» e altri Convegni, 453–69. Florence: Firenze University Press, 2019. http://dx.doi.org/10.36253/978-88-6453-857-0.23.

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This paper analyses the rise of Swedish trade and shipping in the Mediterranean in the eighteenth century. It focuses on three factors that shaped Sweden’s role in the area: foreign policy interest, foreign trade policy (mercantilism), and commodity demand and supply. The foreign policy interest is represented by attempts to build an alliance with the Ottoman Empire against Russia. An outcome of this was the short-lived Swedish Levant Company. The second factor relates to Sweden’s mercantilist policy in the Mediterranean, embodied in the Swedish Navigation Act, trade and peace treaties with the North-African states, and the consular services in southern Europe. Sea salt was in the core of this policy—a strategic commodity in northern Europe. Southern Europe, too, was important market for Swedish exports goods: iron, tar and pitch, and planks.
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Madsen, Finn. "Arbitration in Sweden as a Method of Dispute Resolution." In Commercial Arbitration in Sweden, 9–31. Oxford University PressNew York, NY, 2007. http://dx.doi.org/10.1093/oso/9780195339703.003.0002.

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Abstract The Phoenicians were a prominent trading nation who, from the middle of the second millennium bc engaged in industry, trade and shipping in the Mediterranean area. It is said that Phoenician merchants were prepared to use any measures whatsoever in order to succeed in business, even going as far as to be honest, if nothing else helped. The existence of such a business ethic, for which evidence is found not merely in the history books, leads to the conclusion that an efficient commercial dispute resolution procedure has been a necessary feature of each society. It appears also to be the case that the earliest cultures which are known to us possessed well-developed systems for resolving commercial disputes, in which what we might call arbitration played a prominent role.
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"Trade between Sweden and Portugal in the Eighteenth Century: Assessing the Reliability of STRO Compared to Swedish and Portuguese Sources1." In Early Modern Shipping and Trade, 151–73. BRILL, 2018. http://dx.doi.org/10.1163/9789004371781_010.

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Kaukiainen, Yrjö. "Dutch Shipping and the Swedish Navigation Act (1724): A Case Study." In Sail and Steam, 129–40. Liverpool University Press, 2004. http://dx.doi.org/10.5949/liverpool/9780973007374.003.0014.

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This chapter provides a study on The Swedish Navigation Act, and offers an explanation on why Sweden wanted to limit the number of foreign ships’ exports and imports. The chapter later details the economic reaction to the act’s prohibitions and requirements, namely the impact the act had on Finland and what it meant for the imports of tobacco, sugar, salt and other colonial goods.
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6

Scholl, Lars U., and Merja-Liisa Hinkkanen. "Owners and Masters: Management and Managerial Skills in the Finnish Ocean-Going Merchant Fleet, c. 1840-1880." In Sail and Steam, 53–68. Liverpool University Press, 2004. http://dx.doi.org/10.5949/liverpool/9780973007374.003.0008.

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This chapter assesses the role of shipmasters and ship-owners in the Age of Sail and describes the division of responsibilities between the two. It discusses the overall management system of long-distance Finnish shipping, which was similar to the management systems of other European countries including Sweden, Norway and elsewhere, and presents a study of the skills and characteristics of owners in comparison to the skills of shipmasters. The chapter concludes with an analysis of the effectiveness of the system in place.
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7

Kindleberger, Charles P. "The Italian City-States." In World Economic Primacy, 54–67. Oxford University PressNew York, NY, 1996. http://dx.doi.org/10.1093/oso/9780195099027.003.0004.

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Abstract The Dark Ages in Europe from about 800 A.D. came to an end with the commercial revolution of the eleventh and twelfth centuries. The stimulus came largely from the Crusades to the Middle East, which brought west­ ern Europe into contact with new and different, many of them luxury, goods, brought to the Middle East partly from India and China by sea to the Persian Gulf and Red Sea and the rest of the way by caravan. Venice and Genoa provided the Crusaders with shipping, and grew rich in the process. The two cities fought with Byzantium, with each other over ports of call and the colonies of Cyprus and Crete, and with the Turks after they had cap­ tured Constantinople. Genoa early eliminated Pisa, a port used by Florence, and Amalfi as rivals for the trade. Genoa was also the first to break out of the Mediterranean into the Atlantic and thus to northern Europe in 1278, with Venice following a century later. Slowly, with fighting, Venice and Genoa concentrated their trade, Venice more to the east, Genoa to the west; and in the East Genoa to the north, especially the Black Sea, Venice to the south in Syria and Egypt (Heers, 1964, p. 101). From the east Venice brought mainly spices, silk, and cotton; Genoa brought alum for preparing woolen cloth for dyeing, silk, sugar, raisins, sweet wine, and dyes. From the western Mediterranean, after the fall of Constantinople had cut off the Black Sea, Genoa carried wines, wheat, fruit, and alum from the mines at Tolfa in the papal states to compete with alum from the east. Venetian galleys headed east carried woolens, some timber for shipbuilding until supplies in the upper Adriatic ran low, and especially silver mined in south Germany, the Tyrol, Bohemia, and Hungary.
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