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Literatura académica sobre el tema "The Swedish merchant fleet"

Autor: Grafiati

Publicado: 4 de junio de 2021

Última modificación: 1 de febrero de 2022

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Artículos de revistas sobre el tema "The Swedish merchant fleet"

Forsell, Karl, Helena Eriksson, Bengt Järvholm, Monica Lundh, Eva Andersson y Ralph Nilsson. "Work environment and safety climate in the Swedish merchant fleet". International Archives of Occupational and Environmental Health 90, n.º 2 (4 de noviembre de 2016): 161–68. http://dx.doi.org/10.1007/s00420-016-1180-0.

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Hammar, AnnaSara. "How to transform peasants into seamen: The manning of the Swedish navy and a double-faced maritime culture". International Journal of Maritime History 27, n.º 4 (noviembre de 2015): 696–707. http://dx.doi.org/10.1177/0843871415610103.

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During the seventeenth century Sweden rapidly changed from a small insignificant country in Europe’s northern periphery to a great military power. The navy was a crucial part of the expansion, but to maintain a standing navy was a demanding task for a comparatively poor and sparsely populated country. One of many difficulties was to recruit skilled and competent seamen. Sweden had no large merchant fleet that could serve the navy with experienced men, and to hire professional crews would have been too expensive. The solution was to recruit poor men from the lower strata of society in coastal villages and towns through what is known as the allotment system (in Swedish: indelningsverket). Those men normally had very little experience of handling large sailing vessels but were soon trained for the task. Once conscripted in the navy they lived two lives. In the summer during the sailing season they were naval seamen. During winter they became farmhands, workers and craftsmen ashore. Thus they constructed a maritime culture of their own, with ideals and values that sometimes were closely linked to a broader maritime culture in Europe and sometimes had more in common with a Swedish rural community culture. This article investigates how this maritime/rural culture was shaped; to what extent the seamen adjusted themselves to a military order and finally what happened when the seamen’s values and ideas collided with the hierarchy and power relations within the navy.

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Krailassuwan, Somchart. "History of Thai maritime trade". Maritime Technology and Research 1, n.º 1 (24 de noviembre de 2018): Proof. http://dx.doi.org/10.33175/mtr.2019.147777.

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The Thai commercial fleet can carry about 10% of the volume of imports and exports. History of Thai maritime trade is divided into 1) Sukhothai period era 2) Ayutthaya and Thonburi period 3) Rattanakosin period 4) The first of the national fleet period. .Sukhothai period era trade with various foreign countries. In the King Ramkhamhaeng era is a prosperous.. 1) The Gulf of Thailand trade with China 2) Trade on the Andaman sea is a merchant ship from India. Ayutthaya and Thonburi period. Traders of various nationalities come to trade. The Gulf of Thailand (South China Sea) and the Indian Ocean. Trading in Ayutthaya is a monopoly trade, operated by monarchs and noblemen.Rattanakosin period Thailand entered into a Treaty of Burney, the outcome of the agreement was that the country had to cancel its monopoly trade and the end of trade by the government. The growth of the trade has increased. The production structure from the old to be self-transformed into production for export. The first of the national fleet period 1918 - 1925 After the First World War I King Rama VI established a Thai merchant fleet in April 1918, the name of Siam Commercial Maritime Company Limited. It was terminated in 1925. On June 22, 1940, the cabinet approved the establishment of Thai Maritime Navigation Company Limited for international maritime shipping. The The cabinet was terminated in 2011 .The role of Thai National Maritime Navigation.The merchant fleet were not growing. Because lack of and thai merchant fleet too small, there was a lack of negotiating power with the foreign merchant fleet. The government must set up a policy to promote the merchant fleet.

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Browsing, M. R. "The British merchant fleet: a practical perspective". Maritime Policy & Management 20, n.º 3 (enero de 1993): 177–80. http://dx.doi.org/10.1080/03088839300000010.

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Markova, M. V., K. A. Kosenko y K. D. Gaponov. "Peculiarities of addictive realization and psychosocial stress in the representatives of the working personnel of the merchant and passenger-carrying fleets". Reports of Vinnytsia National Medical University 24, n.º 1 (18 de mayo de 2020): 152–57. http://dx.doi.org/10.31393/reports-vnmedical-2020-24(1)-30.

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Annotation. The purpose of the work is to study the peculiarities of addictive realization and psychosocial stress in the representatives of the working personnel of the merchant and passenger-carrying fleets, in order to determine the need to create systemic measures for the given contingent to protect their mental health. In compliance with the principles of bioethics and deontology, 120 workers of the Ukrainian fleet were surveyed in 2016–2019: 90 sailors, motormen and other workers of the merchant fleet and 30 workers of the passenger-carrying fleet. All surveyed were male, citizens of Ukraine. The study included the use of clinical, psychopathological and psychodiagnostic methods. Statistical-mathematical analysis included the formation of descriptive statistics and analysis of discrepancies using nonparametric methods. The results of the study have established that the share of workers of the merchant fleet and workers of the passenger-carrying fleet has an increased severity of addictive realization, the average indicators of which are within the “harmful consumption” of chemical origin (alcohol, tobacco, coffee/tea) and non-chemical origin (the Internet, computer and gambling, watching TV, sports, eating, shopping). The general tendency inherent in the workers of the merchant and passenger-carrying fleets is an increase in the severity of addictive seizure of objects of both chemical and non-chemical origin, with an increase in the level of psychosocial stress experienced by the examined people from “safe consumption” in people with low levels of stress to “dangerous consumption” or “addiction” in people with severe stress. Workers are characterized by a greater severity of addictive realization of all addictive objects, compared to merchant fleet workers, both on average in the sample and in each stress load range. Thus, the level of psychosocial stress can be considered as a trigger and a marker of the severity of addictive realization in the workers of the merchant and passenger-carrying fleets. The identified patterns should be considered when developing specific measures of psychotherapy and psychoprophylaxis for this contingent, which is the perspective of this study.

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Hennessy, Michael A. "World War II and the Rebirth and Death of Canada’s Merchant Marine". Montréal 1995 6, n.º 1 (9 de febrero de 2006): 209–41. http://dx.doi.org/10.7202/031094ar.

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Abstract Twice before the Second World War the Canadian merchant marine had collapsed in the face of competing conceptions of empire and commercial interest. Though once home to a thriving merchant fleet, the passing of the age of sail marked Canada's decline as a maritime nation. Most of the surviving merchant fleet sailed under British registry, employing British crews and officers. During the Second World War, Canada rebuilt its merchant marine. As the war drew to a close, the state, labour and enterprise supported the framing of a Canadian maritime policy to preserve the merchant shipping capacity developed during the war. The fleet's ambiguous origins, conflicting national trade policy, the absence of a laissez-faire international shipping market, the rise of cold-war tensions and the very peculiar problems of trade to the sterling bloc savaged post-war efforts to maintain the fleet. The timing and nature of the collapse were particularly Canadian. Barriers to currency convertibility, carriage restrictions, and high labour and production costs, proved formidable obstacles which representatives of the Canadian state were very largely powerless to overcome. In combination, these elements, rather than some invisible hand, explain why Canadian ship owners led the way in abandoning their national flag and why the state helped them. Sole attribution for the death of the merchant marine should no longer fall to unfavourable labour costs or union activism.

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Luo, Meifeng, Lixian Fan y K. X. Li. "Flag choice behaviour in the world merchant fleet". Transportmetrica A: Transport Science 9, n.º 5 (mayo de 2013): 429–50. http://dx.doi.org/10.1080/18128602.2011.594969.

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Kosenko, Korneliia y Marianna Markova. "Peculiarities of psychosocial stress and anxiety-depressive response in representatives of the command staff and workers of merchant and passenger-carrying fleets". Ukrains'kyi Visnyk Psykhonevrolohii, Volume 28, issue 1 (102) (29 de marzo de 2020): 54–59. http://dx.doi.org/10.36927/20790325-v28-is1-2020-12.

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300 sailors of long-distance voyages were surveyed, including 200 merchant fl eet representatives (110 crew members and 90 sailors) and 100 workers of passenger-carrying fleet of Ukraine (70 crew members and 30 sailors). The study involved the use of clinical-psychopathological and psychodiagnostic methods. Indicated that 63.0 % of sailors of long-distance voyages, including 69.1 % of command staff representatives and 58.9 % of workers of merchant fleet, and 57.1 % of command staff and 66.7 % of workers of passenger-carrying fleet, have signs of mental maladaptation, which in most cases do not reach clinically defined severity. 18 % of the examined sailors of long-distance voyages, including representatives of all surveyed groups, were diagnosed with clinically delineated adaptation disorders, namely, mixed anxiety-depression, prolonged depressive reaction, disorder with predominance of disturbance of other emotions, as well as disorders of emotions and behavior. The distribution of stress load and pathological anxiety-depressive response in the command staff and workers of long-distance voyages is heterogeneous and associated with the specificity of professional activity. The synchronicity of dynamics of the growth of indicators of level of stress and deterioration of mental health condition of the examined up to clinically defined adaptation disorders, allow to reach the conclusion about the signifi cant role of psychosocial and psychological stress in the formation of mental health disorders in sailors of long-distance voyages that should be taken into account in the development of specifi c measures of psychotherapy and psychoprophylaxis for this contingent. Keywords: sailors of long-distance voyages, merchant fleet, passenger-carrying fleet, command staff, working staff, psychosocial stress, mental maladaptation, pathological anxiety, depression, adaptation disorders

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McMillan, Gregor. "Socialist Workhorse to Capitalist Powerhouse: Developing a Modern Chinese Commercial Fleet in the Pre-Reform Era". Modern China 45, n.º 3 (7 de septiembre de 2018): 316–49. http://dx.doi.org/10.1177/0097700418797603.

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As China approaches dominance in commercial shipping, the task of understanding its rise from irrelevance as a seafaring nation in 1949 to its current position has increasing importance. This article remedies the absence of scholarship on this subject by describing the foundation and development of China’s commercial fleet through political turmoil before 1971. Working with data from Chinese annals 志, chronicles 史, and international primary sources, the article explores the development of China’s merchant fleet. Fleet development followed two contrasting modes: the domestic fleet, founded on a backward junk fleet and a limited fleet of liners inherited in 1949 and shaped by internal pressures, and an international fleet, which developed modern capacity and became integrated with the global market. The article traces the growth of China’s fleet through a period of political turmoil from 1966 to 1971 when, paradoxically, fleet-building demonstrated impressive stability. This suggests high-level political patronage despite violent and contrary changes in political circumstances.

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Dittmann, Florian, Martin Dirksen-Fischer, Volker Harth, Thomas Von Münster, Stefanie Mache y Marcus Oldenburg. "The rescue of refugees: a challenge for the merchant fleet". International Maritime Health 66, n.º 4 (22 de diciembre de 2015): 252–57. http://dx.doi.org/10.5603/imh.2015.0047.

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Tesis sobre el tema "The Swedish merchant fleet"

Walter, Tomas. "Sjöbefäl och kvinna år 2011 : En kvalitativ undersökning av kvinnliga nautikers ombordsituation". Thesis, Linnéuniversitetet, Sjöfartshögskolan, SJÖ, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-11755.

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Den här undersökningen handlade om hur idag aktiva, kvinnliga nautiker i den svenska handelsflottan upplever sin situation ombord och hur de ser på sin framtid till sjöss. Syftet var att utröna ifall nautikeryrket i sin nuvarande form passar kvinnor och ifall något kan göras för att göra det mer attraktivt för dem. Bakgrunden var den låga andelen kvinnor inom yrket. Jag valde en kvalitativ undersökningsmetod där jag analyserade data från fem semistrukturerade intervjuer. Denna metod valdes eftersom jag framförallt ville förstå den genusproblematik som kunde finnas ombord. Resultatet visade att det inte finns något i nautikerns arbetsuppgifter som inte kan utföras av en kvinna och att särbehandling p.g.a. kön och sexuella trakasserier drabbar kvinnliga nautiker i begränsad omfattning. Det framkom att det största hindret för en framtid till sjöss är familjebildning och detta gjorde det även svårt att komma med konkreta förslag om hur yrket skulle bli mer attraktivt för kvinnor.
This thesis was a research on the onboard experience of female officers, today active in the Swedish merchant fleet, and of their thoughts regarding their future at sea. The purpose was to clarify whether the deck officer profession as of today is suited for women and if something could be done to make it more attractive to them; this in view of the small relative number of women in the profession. I chose the qualitative research design, analyzing data from five semi-structured interviews. This method was used since my primary objective was to understand possible gender issues onboard. The result showed that there is nothing in a deck officer’s work that can not be performed by a woman. Furthermore, the result pointed to the conclusion that female deck officers are subject to gender related discrimination and sexual harassment, but scarcely. The greatest obstacle for a future at sea proved to be family related, which also made more specific suggestions on how to make the deck officer profession more attractive to women difficult.

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Hsu, Edward Hsuan-Wei. "ELECTRIFICATION OF THE SWEDISH VEHICLE FLEET: CHARGING DEMAND AND THE POWER SYSTEM". Thesis, Uppsala universitet, Institutionen för geovetenskaper, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-448286.

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With the transport sector switching to electric energy to reduce greenhouse gas emission, the supply and demand in the energy system are impacted by this transition. Meanwhile, there are not a lot of studies focus on the electrification of the vehicle fleet in Sweden. To fill up the knowledge gap, the paper aims to identify the total required electrical energy and power for the electrification of the vehicle fleet in Sweden. This includes switching passenger vehicles, light and heavy trucks, and buses to battery electric vehicles. An Electric Vehicle Power Demand Model is designed to answer the research question. It is a simplified model that can calculate energy consumption and power demand from an electric vehicle fleet. To simulate the charging schedule, four scenarios are created with differences in charge speed and the use of smart or unregulated charging. Based on the model, the electric vehicle fleet consumes 20.4 TWh of electricity per year, accounting for 14.7% of total demand in Sweden. Combing the vehicle fleet with other energy services, an average hourly peak load of 16.2 GW in summer and 24.3 in winter can be seen, while the available capacity in Sweden is around 27.1. The result indicates that the current Swedish energy system is capable of handling demand from charging the electric vehicle fleet in terms of power capacity for most times. However, undersupply may happen in some extreme condition during the winter due to higher consumption from other energy services. Furthermore, with the increasing share of renewable power in the system, the availability of these power plants can have a direct impact on the supply. This requires smart charging to shift the charging events to prevent peak hours, which can potentially decrease the peak loads up to 2 GW in EV charging demand during peak hours. However, the actual effect of it still requires more study. Lastly, the model created for the research can be used as a research or decision-making tool to estimate the impact of a group of electric vehicles in the future, therefore, contribute to the development of the sustainable energy transition.

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Edbor, Mikael y Erica Soltanieh. "Inter-industry collaborations in the Swedish mobile payments market". Thesis, KTH, Industriell ekonomi och organisation (Inst.), 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-123963.

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The rapid development of technology is quickly changing the everyday lives of people, and it is now possible to use a mobile phone to pay at the checkout in stores. However, being able to pay with a mobile phone has no intrinsic value over existing payment methods, and thus banks have to find a way to add value to their mobile payment services through inter-industry collaboration with other actors. The aim of this report is to find how banks can collaborate with other actors in order to strengthen their brand in the mobile payment business. Through a literature review and several interviews with representatives in the financial industry, merchant sector, and academia, this report answers questions related to the market in Sweden, dominant design, network externalities, business collaboration, trust, and co-branding. This report found that there is a difference in prioritization regarding features and qualities of mobile payments between different segments in the market, and banks should choose a segment to focus their efforts on. There is also a need for discussion in the market between different actors in order to promote the standardization needed to develop mobile payment services further, and banks should therefore collaborate with other actors regarding standards, even if the collaboration does not need to involve resource sharing. Co-branding with other actors could also be a way banks to enhance their brand in mobile payments and reach new market segments. Trust is a critical factor for the success of mobile payments and the handling of customer data will be one of the biggest issues to solve for the banks and their collaborators. Finally, the most important conclusion of this report is that the banks have to find a business model which is attractive enough to the merchants in order to attract them in collaboration and be able to create added value to mobile payments.
Den snabba utvecklingen av tekniken förändrar snabbt vardagen för människor, och det är nu möjligt att använda en mobiltelefon för att betala i kassan i butiker. Att kunna använda en mobiltelefon för att betala istället för nuvarande betalningssätt har dock inget egenvärde och banker måste därför hitta ett sätt att addera värde till sina mobilbetalningstjänster genom att samarbeta med andra aktörer över industrigränserna. Målet med denna rapport är att finna hur banker kan samarbeta med andra aktörer för att stärka sitt varumärke inom mobilbetalningsbranchen. Med hjälp av literaturstudier och flera intervjuer med representanter från finansindustrin, handeln och akademi svarar den här rapporten på frågeställningar relaterade till den svenska marknaden, dominant design, nätverkseffekter, affärssamarbeten, tillit och varumärkessamarbeten. Rapporten visar att det finns skillnader mellan de olika marknadssegmenten gällande prioriteringen av funktioner och egenskaper hos mobila betalningar, och att banker bör välja ett segment att fokusera på. Vidare fann rapporten att det krävs diskussion på marknaden mellan de olika aktörerna för att främja framtagningen av den standardisering som krävs för att föra utvecklingen av mobila betalningar framåt. Banker borde därför samarbeta med andra aktörer för att få fram en sån standard, även om det inte behöver innebära att man delar resurser. Varumärkessamarbeten med andra aktörer kan också användas av banker för att förstärka sitt varumärke inom mobila betalningar och nå nya marknadssegment. Tillit är en kritisk faktor för att mobila betalningar ska lyckas, och hanteringen av kunddata kommer vara ett av de största problemen för bankerna och deras samarbetspartners att lösa. Slutligen så är den viktigaste slutsatsen av den här rapporten att banker måste skapa en affärsmodell som är tillräckligt attraktiv för handlare för att kunna locka till sig dem till samarbeten och kunna skapa mervärde till mobila betalningar.

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Johansson, Eleanor. "Highway to Hell? : Evaluating the effect of environmental policy on emissions from the Swedish truck fleet". Thesis, KTH, Skolan för industriell teknik och management (ITM), 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-264182.

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The aim of this thesis is to examine the emissions from the Swedish truck fleet between 2007- 2014. By descriptive analysis the emissions of NOx, PM, HC and CO are found to decrease at the truck level, the firm level and municipal level. A difference-in-difference analysis is performed to Stockholm municipality where a low emissions zone (LEZ) is located. Heavy trucks in the transportation sector are examined. Emissions are found to decrease more outside of the LEZ than within. This contrasts to other studies on LEZs and to the political goal of the zone. These results indicate that a green transition is occurring in the Swedish truck fleet. Moreover, the adjustment to the LEZ appears to mainly force the firms with dirty trucks located outside of Stockholm municipality to switch to cleaner vehicles
Målet med denna uppsats är att undersöka utsläpp från den svenska lastbilsflottan mellan 2007- 2014. Med hjälp av deskriptiv analys, visas att utsläppen av NOx, PM, HC och CO minskar på lastbils, företags, och kommunnivå. En difference-in-differences analys görs på Stockholms kommun där en miljözon (LEZ) finns. Tunga lastbilar i transportsektorn är undersökta. Utsläpp minskar mer utanför miljözonen än inuti. Detta står i kontrast till andra studier, samt till det politiska målet med miljözonen. Dessa resultat indikerar att en grön övergång sker i den svenska lastbilssektorn. Dessutom är anpassningen till miljözonen verkar främst påverka företag med smutsiga lastbilar som är lokaliserade utanför Stockholms kommun att byta till renare fordon.

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Larsson, Markus y Waern Carl Persson. "Faktorer som påverkade valet : En studie i blivande sjöingenjörers utbildningsval". Thesis, Linnéuniversitetet, Sjöfartshögskolan (SJÖ), 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-34172.

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Den svenska handelsflottan har de senaste åren varit utsatt för massiva utflaggningar vilket har lett till att många sjömän har fått gå i land eller sökt arbete under annan flagg. Trots problemen med utflaggning och en potentiell minskad arbetsmarknad har sjöingenjörsprogrammet de senaste åren inte haft några större problem att fylla sina utbildningsplatser. Framtiden är fortsatt oviss och konkurrensen från andra sjöfartsnationer ökar. Syftet med denna undersökning var att undersöka vilka bakomliggande attityder och förväntningar som gjorde att studenter år 2013 valde att börja studera på det fyra åriga sjöingenjörsprogrammet i Kalmar, samt att mäta inställningen till den allt mer krympande svenska handelsflottan. För att genomföra detta arbete användes en enkätundersökning där förstaårsstudenterna på det fyraåriga sjöingenjörsprogrammet utgjorde populationen. Resultatet i undersökningen visar att möjligheten att få utveckla sina praktiska färdigheter var av stor betydelse vid utbildningsvalet. Andra faktorer som värderades högt var ett intressant utbildningsinnehåll och intressanta arbetsuppgifter efter avslutad utbildning.
The Swedish merchant fleet has in the past years been subject to flagging-out which has forced many mariners to go ashore or look for work under a foreign flag. Despite the problems with flagging-out and a potential reduction in the labour market the marine engineering programme has over the previous years not faced any major problems to fill up their training positions. The future remains uncertain as competition from other shipping nations increases significantly. The purpose of this study was to investigate the underlying attitudes and expectations that made students in 2013 choose to study the four -year marine engineering programme at the Kalmar Maritime Academy. Furthermore the study investigates the students attitudes towards the shrinking Swedish merchant fleet. To carry out this investigation, a survey was made among the first year students on the marine engineering programme. The results of the survey show that the opportunity to develop the student’s practical skills was of great importance in educational choice. Other factors that were highly valued were an interesting educational content and interesting job tasks after graduation.

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Apanasevic, Tatjana. "Challenges Related to the Introduction of Innovative Services in the Market : Mobile Payment Services in the Swedish Retail Industry". Licentiate thesis, KTH, Radio Systems Laboratory (RS Lab), 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-172340.

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Mobile payment services are expected to be the next step of the electronic payment evolution. However, the level of penetration in European countries is lower than expected. The focus of most academic research has been in two main areas: (i) mobile payment adoption by consumers and (ii) technical aspects of the service. Consequently, a number of themes remain under-researched. In order to expand knowledge on reasons that affect the wider penetration of mobile payments, challenges related to the introduction of mobile payment services in the market have been explored in this thesis. More specifically, this research has addressed two problem areas: (i) why mobile payments have not been widely adopted by merchants; and (ii) what effects that the introduction of mobile payments has had on the business networks of the involved actors. As an example, we use the mobile payment services applied in the Swedish retail industry. The study is focused on the main groups of stakeholders – the mobile payment providers, the retailers, and the consumers. First, this study has helped to identify what different stakeholders expect of mobile payments and how these services correspond to their needs. In order to analyse the expectations of stakeholders, we have developed an analysis framework based on the theory of diffusion of innovations, the Technology Acceptance Model (TAM), and the theory of network externalities. The analysis highlights the expectations of stakeholders and helps to understand what kind of mobile payment service merchants expect and are willing to adopt. One key finding is that existing mobile payment services for retailing could be further improved in order to ensure an enhanced purchasing process for consumers. Second, the research has explored the impact of mobile payment services on the business networks. In order to analyse the relationships and cooperation between business actors, and changes in business strategy and network structure, we used the approach proposed by the Industrial Marketing and Purchasing (IMP) Group. The performed analysis illustrates the following changes in the structure of business networks for the traditional payment solutions (bank cards): (i) emergence of new business actors (i.e. independent mobile payment providers); (ii) new roles and activities of business actors; and (iii) exclusion of traditional business actors (i.e. banks) from the mobile payment systems. All these changes lead to increased complexity of relationships and increased level of interdependence between business actors within the networks. The following changes in the strategies of involved actors have been identified: (i) mobile payment providers seek to achieve a control over the business network; (ii) the retailers affect strategies of the mobile payment providers; (iii) the marketing strategies of business actors include cross-marketing in different sectors. All these changes result in additional value and enhanced quality of service for consumers. In order to analyse a complex and multidisciplinary area such as mobile payments, it is beneficial to use more than one analysis approach. A combination of different complementing methods helps to explore different aspects of the phenomenon and provides a more comprehensive overview of several research aspects. This work contributes to the academic research of mobile payment service adoption by merchants through proposing a theoretical analysis framework. More specifically, the research addresses a new area – expectations of retailers when new solutions are introduced. The framework consists of the following criteria and aspects: technological feasibility, economic benefits, lower service costs, added value of services, network externalities and the problem of critical mass, and finally, ease of use. This framework helps to identify what merchants can expect of mobile payment services. Another area of contribution is the analysis of the effect that mobile payments make on the actors and business networks of traditional payment services. The introduction of new services results in emergence of new business actors, a need to establish new relationships, and increased complexity of a business network. Moreover, in order to succeed, cooperation between all network actors is needed. As a result, business actors have to adjust their services and strategies according to needs of others.

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Hellman, Per-Axel. "Biblioteket går till sjöss : Kultur-, informations- och fritidsutbudet för ombordanställda i svenskflaggade handelsfartyg". Thesis, Högskolan i Borås, Institutionen Biblioteks- och informationsvetenskap / Bibliotekshögskolan, 1996. http://urn.kb.se/resolve?urn=urn:nbn:se:hb:diva-16926.

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This paper deals with how seamen onboard merchant ships flying the Swedish flag apprehendthe culture, information and leisure possibilities that offer them by the Swedish GovernrnentSeamen's Service, HKF.The objective with this work is two folded: first of all suggest some actions to be taken inorder to improve the situation for seamen, based on the results from interviews with crewsonboard three merchant ships.Secondly, draw the attention to HKF's activity in general and to the activity of the SwedishSeamen's Library in particular, for people working within libraries.The result of this examination shows that people onboard really regards the service carriedout by HKF as very good in general, but there are some activities which hopefully can beimproved. However, perhaps the most important role can be played by the shipping companies,based on the wishes that came about from the seamen. These conclusions and discussion aredealt within chapter 8.

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Näsman, Mattias. "Do They Really Car(e) : The greening of the brand: the case of Volvo Cars in Sweden 1972 to 2014". Thesis, Umeå universitet, Ekonomisk historia, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-105554.

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Denna magisteruppsats i ekonomisk historia har som syfte att utforska varför den svenska bilparken är mer bränslekrävande än genomsnittet i Europa, samt att identifiera de historiska processer som påverkat formandet av den svenska bilparken. Tidigare miljöinriktad forskning inom ekonomisk historia har fokuserat på strukturomvandling och institutionell förändring inom industri- och hushållssektorn. Denna studie utforskar den privata transportsektorn genom att studera Volvo som varit tongivande i att forma sammansättning av den svenska bilparken. Genom att studera två av Sveriges största biltidningar – Teknikens värld och Volvos egen konsumenttidning, Ratten – samt årsberättelser och hållbarhetsrapporter från Volvo, har historien om varumärket Volvo och Volvos relation till miljön utforskats. Volvo antog ’kvalitet’ och ’säkerhet’ som kärnvärden vid starten 1927. ’Omsorg om miljön’ lades till som ett tredje kärnvärde 1972 vilket antas vara av relevans för hur Volvo byggt sin identitet. Hur Volvo tolkat ’omsorg om miljön’ i relation till sitt varumärke och hur det integrerats i företagets produktionsprocesser är utgångspunkter för uppsatsens undersökande del som sträcker sig från 1972 till 2014. Resultatet visar på att begreppet ’miljö’ har omtolkats av Volvo och följt den samhälleliga diskursen ganska väl. Från att handla om den lokala ’arbetsmiljön’ och det som kopplas därtill, till att handla om regionala utsläpp av partiklar för att till sist innefatta ett globalt perspektiv. Resultatet visar också att Volvo på grund av höga kostnader för arbetare och en stor efterfrågan från den amerikanska marknaden drivits till att producera stora och dyra bilar som drar mycket bränsle. På grund av att Volvo inte kunnat konkurrera med höga försäljningsvolymer har man istället satsat på säkra och hållbara bilar som kunnat bringa högre vinstmarginaler. Efter krisen på 1990-talet och ett byte av ledarskap från Pehr G. Gyllenhammar till Sören Gyll, visar resultatet att ’omsorg om miljön’ fick en mer framskjuten roll i Volvos varumärkesbyggnad. Samtidigt beslutades att Volvo skulle ta ytterligare steg mot att tillverka bilar i premiumsegmentet vilket var svårt att kombinera med miljöhänsyn vad gäller bränsleförbrukning. Slutsatserna som dragits från denna uppsats är att Volvo efter andra världskriget lyckades skaffa sig en ’pionjärsfördel’ – pioneering advantage – genom en stark introduktion av PV 444/544-modellerna på 1940- och 1950-talet och att man sedan kunnat använda denna fördel för att omtolka svenskars preferenser att välja bränslekrävande bilar. Detta innebär att företag, om de vill, har möjlighet att styra konsumenter mot att välja bättre miljöanpassade produkter. I uppsatsen argumenteras för att avsättningsmarknader spelar stor roll för möjligheten för företag att ställa om produktionen till att leverera ’grönare’ produkter.

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Nobel, Carl. "There is but one art, and that is the tactics of the combined arms". Thesis, Swedish National Defence College, Swedish National Defence College, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:fhs:diva-44.

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De svenska sjöoperativa helikoptersystemen såg sitt ljus för första gången på 1950-talet. Sedan denna pionjärålder har dessa system varit en del av den svenska marina krigföringen. Men vilken påverkan har de i realiteten haft på denna krigföring och hur har den svenska taktiken påverkats av helikoptersystemen? Syftet med denna uppsats är att är utröna detta genom att belysa tre årtionden som har varit av stor vikt för det svenska marinflyget: 1960-talet, 1980-talet samt 2000-talet.

För att lättare påvisa vilken effekt dessa system har haft på den svenska marina krigföringen så utgår denna uppsats ur den teori som inom krigsvetenskapen kallas för kombinerad bekämpning. Denna teori behandlar de fenomen och fördelar som uppstår då flera vapensystem och/eller vapenslag kombineras för att uppnå en synergieffekt på slagfältet. Vinsten med denna synergieffekt är att befälhavaren lättare kan behålla initiativet och har fler valmöjligheter vid bekämpandet av en fiende. De egna sidans styrka skall i största möjliga mån ställas mot fiendens svagheter.

Uppsatsen visar på att under de specifika årtiondena har de sjöoperativa helikoptersystemen haft en stor betydelse för den svenska marina krigföringen och då framförallt inom området ubåtsjakt. Resultatet av studien visar vidare på att den påverkan som dessa system har haft på krigföringen varierar mellan de olika årtiondena med 1980-talet som de årtionde där påverkan har varit som störst. Tongivande för uppsatsen har varit den ubåtsjakt som bedrivits under de specifika årtiondena men den studie som genomförts i uppsatsen har även belyst andra områden som de sjöoperativa helikoptrarna har påverkat såsom transport, havsövervakning och ytmålspaning. Dock har påverkan här visat sig vara mindre än inom området ubåtsjakt.

The purpose of this study is to examine to what extent the Royal Swedish Navy Fleet Air Arm (RSNFAA), and more specifically the helicopters assigned to this weapons branch, has effected Swedish naval warfare tactics during three separate decades: namely the 1960´s 1980´s and 2000´s.

The study takes its starting point in the theories that war science referrers to as combined arms.

The characteristics of the combined arms theory are to combine different weapon systems and weapon branches to conquer the enemy by attacking his weak spots. By combining weapon systems the commander in question will minimize his own weaknesses on the battlefield and therefore gain the upper hand on the enemy.

This theory gives a good theoretical view when analyzing which impact the Sea based operations- helicopters (SBO) have had during the specific decades that are being examined due to its ability to be applied on both land and naval forces.

Literature on the combined arms theory as well as historical documents over these three decades constitutes the main sources which have been used to carry out the study.

The result of the study shows that the implementing SBO-helicopters in the Swedish naval warfare tactics have had a major effect and more specifically in the AntiSubmarine Warfare (ASuW) area.

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Edwards, Ruth Carole. "Impact of the future merchant fleet on military operating and support programs". Thesis, 1986. http://hdl.handle.net/10945/21901.

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Libros sobre el tema "The Swedish merchant fleet"

Cole, Merle T. The Patuxent "Ghost Fleet," 1927-1941. Solomons, Md: Calvert Marine Museum, 1986.

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Heal, S. C. A great fleet of ships: The Canadian forts & parks. St. Catharines, Ont: Vanwell Pub., 1999.

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Fleet development and the control of shipping in Southeast Asia. Singapore: Institute of Southeast Asian Studies, 1985.

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Great Britain. Parliament. House of Commons. Transport Committee. Decline in the UK-registered merchant fleet: Minutes of evidence. London: H.M.S.O., 1987.

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Roberts, Stephen. Mortality among seafarers on the British Merchant Fleet (1986-1995). Cardiff: SIRC, 1997.

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The Soviet merchant fleet: Its growth, strategy, strength, and weaknesses, 1920-1999 : a special report. London: Lloyd's of London Press, 1986.

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Drechsel, Edwin. Norddeutscher Lloyd, Bremen, 1857-1970: History, fleet, ship mails. Vancouver, B.C: Cordillera Pub. Co., 1994.

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Office, National Audit. The Maritime and Coastguard Agency's response to growth in the UK merchant fleet. London: Stationery Office, 2009.

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Office, National Audit. The Maritime and Coastguard Agency's response to growth in the UK merchant fleet. London: Stationery Office, 2009.

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James, David. Ebbing away: The decline of UK merchant fleet and its seafarers, 1978-1988. [s.l.]: typescript, 1988.

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Capítulos de libros sobre el tema "The Swedish merchant fleet"

Harlaftis, Gelina y Katerina Galani. "The sea and nation-building: Between a privately-owned merchant fleet and a revolutionary National Navy, 1821-1827 1". En The Greek Revolution in the Age of Revolutions (1776–1848), 203–15. London: Routledge, 2021. http://dx.doi.org/10.4324/9781003033981-15.

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Turgo, Nelson. "A Taste of the Sea: Artisanal Fishing Communities in the Philippines". En The World of the Seafarer, 9–22. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-49825-2_2.

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AbstractThe Philippines remains one of the top suppliers of seafarers to the global merchant fleet. In the 2015 BIMCO Manpower Report on seafarer supply countries, the Philippines ranked first for ratings and second for officers with 363,832 Filipino seafarers deployed to ocean-going merchant vessels in 2014 and accounting for 28% of the global supply of seafarers (MARINA 2015). Seafarers are crucial in keeping the Philippine economy afloat and in 2018, Filipino seafarers sent home USD 6.14 billion (Hellenic Shipping News 2019), accounting for about a fifth of the USD 32.2 billion overseas workers sent home that year (Inquirer 2019). The Philippines has developed as a major player in the crewing sector of the global maritime industry primarily because of its maritime history (Giraldez 2015; Mercene 2007; Schurz 1939), its maritime geography and the continued centrality of the sea to many people’s lives (as attested to by the presence of the myriad fishing communities dotted around the many islands of the country) (Warren 2003, 2007), the economic liberalisation of the 1970s and the concomitant institutionalisation of the labour export policies as enacted by Philippine governments since the presidency of Ferdinand Marcos whose latter policy saw many Filipinos seeking employment overseas (Asis 2017; Kaur 2016; Wozniak 2015).

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"XI. QUEEN HATASU AND HER MERCHANT FLEET". En Ancient Egypt, 170–88. Piscataway, NJ, USA: Gorgias Press, 2011. http://dx.doi.org/10.31826/9781463213015-012.

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Layton, Ian G. "Death of a Merchant". En People of the Northern Seas. Liverpool University Press, 1992. http://dx.doi.org/10.5949/liverpool/9780969588528.003.0005.

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Ian G. Layton’s essay signifies the move into the second section of the text, which assesses maritime mercantile communities; merchants; shipowners and shipbrokers. It traces the prosperous life of Swedish maritime merchant Abraham Stenholm.

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Cordier, Sherwood S. "Instruments of Soviet Intervention: The Navy and Merchant Fleet". En U.S. Military Power and Rapid Deployment Requirements in the 1980s, 43–55. Routledge, 2019. http://dx.doi.org/10.4324/9780429269936-5.

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Brautaset, Camilla y Stig Tenold. "Lost in Calculation? Norwegian Merchant Shipping in Asia, 1870-1914". En Maritime History as Global History. Liverpool University Press, 2010. http://dx.doi.org/10.5949/liverpool/9780986497339.003.0009.

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This chapter discusses the trade relationship between the Norwegian merchant shipping fleet and Asian maritime freight markets between 1870 and 1914. In tracking the rise of the Norwegian fleet from regional to global in scope, and how Norwegian agents established and increased trade networks overseas, it provides a case study of the growth of economic globalisation. It draws on shipping statistics, consular reports, and observations from contemporary shipping press to quantify the rate of expansion and attitudes towards it, and concludes that Norway managed to secure strong trade links in Asian markets and held back competition from large western nations, though it calls for further academic research to establish how this was achieved with more precision.

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Walsh, Vince. "Recruitment and Promotion: The Merchant Fleet of Salem, Massachusetts, 1670-1765". En The Market for Seamen in the Age of Sail, 27–46. Liverpool University Press, 1994. http://dx.doi.org/10.3828/liverpool/9780969588566.003.0002.

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Le Goubin, A. "Mentoring and the transfer of experiential knowledge in today’s merchant fleet". En Marine Navigation and Safety of Sea Transportation. CRC Press, 2009. http://dx.doi.org/10.1201/9780203869345.ch121.

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Tenold, Stig. "Norwegian Shipping in the Twentieth Century". En International Merchant Shipping in the Nineteenth and Twentieth Centuries. Liverpool University Press, 2008. http://dx.doi.org/10.5949/liverpool/9780973893472.003.0002.

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This essay analyses the success of the Norwegian fleet in the twentieth century. Stig Tenold demonstrates how Norwegian shipowners built on the experience and traditions of their forebears whilst exhibiting willingness to adapt to new conditions. Tenold confirms that maritime Norway managed to sustain a strong presence in international shipping, largely through their tramp fleet activities. However, he also notes that liner shipping did not bring the same levels of success for Norway as it did for other countries. He concludes with three reasons for Norway’s success to the present-day: the necessity of shipping for the Norwegian economy, which kept shipowners promoting national interests rather than investing abroad; the willingness to enter new markets; and the adherence to policy changes that enabled a combination of low-cost foreign labour and Norwegian maritime expertise.

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"4 Mentoring and the transfer of experiential knowledge in today’s merchant fleet". En Marine Navigation and Safety of Sea Transportation, 739–44. CRC Press, 2009. http://dx.doi.org/10.1201/9780203869345-141.

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Actas de conferencias sobre el tema "The Swedish merchant fleet"

Sunaryo. "Improving the Class Worthiness of Indonesia’s Traditional Merchant Fleet by Modernizing their Structural Design Materials and Building Procedures". En International Conference on Ship and Offshore Technology. RINA, 2015. http://dx.doi.org/10.3940/rina.icsoti.2015.08.

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Fun-sang, Maricruz A. y Jean-David Caprace. "Improving Ship Fleet Performance Using a Non-Parametric Model". En SNAME 5th World Maritime Technology Conference. SNAME, 2015. http://dx.doi.org/10.5957/wmtc-2015-182.

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The world merchant fleet has increased in the last decade producing an increase of fuel consumption and greenhouse gas emissions (GHGs). Thus, the concerns of ship-owners to implement alternatives to improve the fleet efficiency are growing. However, shipowners are facing barriers to implement energy efficiency technologies mainly due to reliability, financial and economic constraints as well as complexity of change. Actually several shipowners are using onboard data measurements systems that collect navigation and propulsion information of their ships. Therefore, after being sent via satellite and stored in data warehouse, these data are being made available to assess the performance of their fleets. This paper describes the use of these data to generate models in order to answer to the following questions: What is the ship with least efficiency in my fleet? What is the best strategy to improve the overall efficiency of my fleet? What is the ship that I should sell in priority? What is the influence of this maintenance policy on the performance of my fleet? The application case of this paper is based on one fleet of 13 ships containing 223 trips that gather approximately 6,844 traveling days. After the definition of the key performance indicators (KPIs), a data envelopment analysis (DEA) models is discussed. Then, a multicriterion decision analysis (MCDA) model is compared to the DEA outputs. The results suggest that this new methodology can efficiently provide a multicriteria decision framework to shipowners avoiding engineers’ subjectivity. These findings offer a new way to address efficiency and performance in ship management.

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Mo, Brage, Petter Dehli, Christian Steinebach, Tow Foong Lim y Lokukaluge P. Perera. "Automated System for Fleet Benchmarking and Assessment of Technical Condition". En ASME 2017 36th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/omae2017-61219.

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On-board Energy systems in vessels have to use fuel efficiently to maintain ship speed at lowest possible costs. This paper describes how to use ship operational data to improve and maintain efficiency of the vessel’s power production with respect to the condition and performance of equipment. The paper describes an overview of an automated Technical Operations Performance (TOP) Monitoring service. TOP monitors the performance of marine main and auxiliary diesel engines by use of the information collected onboard vessels at regular intervals. Performance data are stored in xml-reports sent as email attachments from ship to shore. This communication is reliable and cost efficient for merchant ships that are on-line only for shorter periods. Load, ISO and environmental corrections make results valid for benchmarking and trending. The service aggregates the hierarchical information obtained from different sources by transferring measurement readings into unified indicators, the Technical Condition Index (TCI) [1]. Experts manually check the automatically generated performance reports and add additional guidance on options to improve power production and machinery conditions analyzing the available data with respect to different targets, such as low engine degradation and high fuel efficiency. The performance reports then influence business processes indicating possible causes for loss of performance in equipment and possible erroneous instrumentation, and the need for maintenance actions. The obtained TCI values show the performance of individual units, or for a fleet/class of equipment and vessels.

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Koehler, Horst W. "NOx Emissions From Oceangoing Ships: Calculation and Evaluation". En ASME 2003 Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2003. http://dx.doi.org/10.1115/ices2003-0689.

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Currently available global inventories of nitrogen oxides (NOx) and other pollutant emissions from merchant ships are based, at least partly, on data published by international marine bunker fuel suppliers. However, the uncertainty of such data seems to be quite high, because the figures released by bunker fuel companies might be incomplete or based, for example, on data collected from only the largest ports. Besides, all similar other studies conducted so far were based on simplified average emission and fuel consumption characteristics of diesel engines and did not take into account variations with engine type, size, engine load and engine speed, as well as only being valid for new state-of-the-art diesel engines as supplied by the industry today. Furthermore, fuel consumption rates of the auxiliary engine equipment onboard vessels were neglected. The author therefore adopted a different approach by calculating the actual bunker amount and the fleet’s 2001 NOx emissions in order to reduce uncertainty in existing inventories and to assist in achieving a better modeling of the effects of ships’ pollutants on atmospheric chemistry. For this study, all ships of 100 gross tonnage (gt) and above were taken into account. This methodology resulted in a significantly higher world fleet fuel consumption, and, consequently, much higher oceangoing ships’ NOx emissions than known or anticipated so far. In spite of the fleet’s high NOx emission rate in absolute figures this paper shows, that when emissions are based on the annual seaborne trade, merchant shipping is an environmentally efficient mode of transportation of freight.

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Winden, Bjorn. "An Open-Source Framework for Ship Performance CFD". En SNAME 26th Offshore Symposium. SNAME, 2021. http://dx.doi.org/10.5957/tos-2021-22.

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Development of novel hydrodynamic solutions to meet the demands for fuel efficiency of the future merchant fleet will require continuous innovation in the Computational Fluid Dynamics (CFD) methods being used. This is especially true when considering the development of Energy Saving Devices (ESDs). Open-source CFD is a way to allow more researchers to participate in this process and to accelerate innovation. This paper presents an open-source framework for conducting ship performance analyses within the OpenFOAM CFD suite. The framework helps to alleviate the steep learning curve for initially setting up a successful model of a self-propelled ship in OpenFOAM. It is demonstrated that, using this framework, results in line with the current state of the art set by leading institutions and commercial solvers can be obtained for the performance of a bulk carrier fitted with an ESD. Two different models for describing the action of the propeller on the fluid are explored and conclusions are drawn from comparisons with available experimental data.

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Kurchukov, K. V., V. G. Platonov, E. Yu Katunin y A. A. Kuznetsov. "Experimental and Numerical Investigation of Seakeeping Performance for Sea-River Ships With Different Hull Fullness". En ASME 2014 33rd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/omae2014-24458.

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Commercial vessels under 5000 dwt, specifically sea-river vessels, constitute a substantial part of the world’s merchant fleet. These vessels are as a rule running between sea, estuary and river ports. Mostly these vessels are restricted in operation by areas, seasons, distance from port of refuge, wind and wave conditions. In this connection the operational safety of such vessels, which are mainly engaged in carriage of oil products, is a critical issue. This paper addresses integrated studies on seakeeping of sea-river vessels starting from the early design stage with preliminary CFD estimates and model experiments in wave basin up to the operational sea trials. The wave conditions for analytical and experimental studies are chosen to be as close as possible to the specific ship profile and expected area of operation. Some conclusions regarding the effect of block coefficient on seakeeping performance of sea-river vessels are made, estimations and experimental data are compared for a ship with extremely large block coefficient and wider operation area (beyond coastal waters), as well as seakeeping performance data recorded at sea during operational voyage of the vessel on the Black sea and Mediterranean sea are given.

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Hajizade, Sanuber. "MEDICAL SUPPORT IN THE SAFETY SYSTEM OF NAVIGATION OF THE MODERN CIVIL MARINE". En THE SECOND INTERNATIONAL SCIENTIFIC – PRACTICAL VIRTUAL CONFERENCE ’’MODERN MEDICINE: PROBLEMS, PROGNOSES AND SOLUTIONS’’. ICRET MTÜ, 2020. http://dx.doi.org/10.36962/mmpps202045.

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Modernization of long-distance vessels, a decrease in the number of crews of ships, an increase in psycho-emotional stress, insufficient monitoring of compliance with safety and industrial hygiene requirements in the context of the transformation of the socio-economic way of life and the commercialization of the merchant marine fleet contribute to a decrease in the safety of navigation and an increase in the risk of consequences of adverse shifts in the health of seafarers long voyage. Studies have established that the specific conditions of long-term sailing contribute to the emergence and development of a wide range of neuropsychic and psychosomatic disorders, which is directly related to the causes of accidents at sea, the transition of highly qualified specialists to coastal work and the occurrence of severe chronic diseases in sailors. The variety and complexity of working conditions on long-distance vessels dictates the need to develop preventive and rehabilitative measures, taking into account the specifics of various types of work in the sea fleet. But until now, the scientific principles of preventive measures have not been formulated, requiring a systematic approach to protecting the health of the ship's personnel with the setting of specific and specific tasks in each period of production activity: on the shore and at sea. In connection with the search for the necessary modernization of the prophylactic medical examination system for long-distance sailors, the transformation of the entire medical service, the development of constructive measures and proposals for their implementation in the new economic conditions are in practice one of the urgent problems of ensuring the safety of navigation, which requires its scientific justification. The urgent need to preserve and strengthen the health of seafarers, as the main element of ensuring the safety of life of ships, determined the choice of the goal and objectives of this study.

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Maloney, Kenneth J., David M. Bourg, Kenneth F. Humphreys y Christopher M. Townsend. "An Analysis of Alternatives for the Development of Jones Act Compliant Windfarm Construction Vessel Fleets". En ASME 2018 1st International Offshore Wind Technical Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/iowtc2018-1021.

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The typical offshore wind turbine generator (WTG) currently being installed worldwide produces 6 to 8 megawatts of electrical power and stands more than 100 meters above the ocean surface. The next generation turbines will produce 12 megawatts or more. In the summer of 2016 five of these turbines were installed in the coastal waters of Rhode Island. They are representative of the latest in a constantly evolving series of WTGs. As manufacturers continue to develop more powerful turbines, larger and larger specialized vessels will be needed to lift the components at assembly sites offshore. The process these vessels use to build America’s offshore windfarms will need to be different from the approach normally used at sites outside the U.S. This is due in part to regulatory restrictions imposed by the Merchant Marine Act of 1920, which is more commonly known as the Jones Act. As it pertains to offshore windfarm construction, the Jones Act prohibits foreign-flagged vessels, (vessels built outside the United States) from moving cargo between two U.S. ports. Under the law, an offshore windfarm within territorial waters is considered a U.S. port. Therefore, employing a foreign built windfarm construction vessel to transport components from a nearby port to the construction site, as it typically does, violates the Jones Act. Although the Jones Act might appear to be a deterrent to the development of offshore wind in the U.S., it is not. The developers of the Rhode Island’s Block Island Wind Farm (BIWF) used a combination of U.S. and foreign-flagged vessels to construct BIWF, while remaining in compliance with the law. This paper reviews the approach used at Block Island and discusses how it can be applied to future projects. An analysis of alternatives for various vessel fleet combinations that can be used for this purpose is provided. The analysis is based on results produced by a throughput and scheduling model developed by the authors. The model leverages the experience gained during the construction of BIWF, and was validated with data collected during the project. The alternatives include scenarios utilizing existing vessels modified for windfarm construction service, foreign-flagged windfarm construction vessels, and new vessels specifically built for the U.S. market. The paper concludes with a review of the relative efficiencies of various fleet configurations while undertaking the construction of a notional windfarm located off the East Coast of the U.S.

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Clare, Alan. "Selecting a suitable Ballast Water Treatment System for a small general cargo vessel". En IMarEST Ballast Water Technology Conference. IMarEST, 2017. http://dx.doi.org/10.24868/bwtc6.2017.007.

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The main questions which will be addressed in this paper are; which ballast water treatment system (BWTS) should be fitted to a fleet of small general cargo ships that are trading in Northern Europe, including the Baltic Sea, and how will the implementation of the Ballast Water Management Convention (BWMC, herewith “the Convention”) will affect the engine room crew? There is a large capital cost in the purchasing and fitting of such a system, and as the vessels in question have some special requirements, such as operating in very cold weather and having small engine rooms, the correct system must be chosen. As the small engine room crew, consisting of a chief engineer and an oiler, must be able to operate, maintain and repair the system, the chosen system will impact on their working life while onboard these vessels. To answer the research questions, all the chief engineers employed by the Company and a number of shore superintendents from other shipping companies, involved in the management of small general cargo ships were surveyed using questionnaires. Their responses were then analysed and conclusions drawn from this analysis. The criteria required to choose a ballast water treatment system was narrowed down during the research, and then used to find the most suitable system for the company vessels. A small number of systems currently in production from well-known manufacturers were evaluated during this process. Following evaluation of the systems using the responses from the respondents, the most suitable system for the company vessels was identified and chosen. The need for training was also identified to successfully operate and maintain the system, and to reduce any additional stress that may be experienced by the crew due to the BWMC. The research also contains a review of the BWMC, and a comparison with measures brought in by the United States Coast Guard (USCG), which include the transfer of harmful aquatic organisms and pathogens, (HAOP) by merchant vessels from area to area by other methods that are ignored by the BWMC. It also considers the long-term health effects on the crew and marine ecosystem from treated ballast water using some types of treatment systems. The report of the survey provides scope for a more informed decision making process when choosing a BWTS for a small general cargo vessel. However, in addition, the process can be applied to any type of vessel as many of the issues encountered will be the same regardless of size and trading pattern.

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Mikalsen, Kristian. "Subsea Liquid Energy Storage – The Bridge Between Oil and Energy/Hydrogen". En Offshore Technology Conference. OTC, 2021. http://dx.doi.org/10.4043/31294-ms.

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Abstract This paper demonstrates a pioneering technology adaption for using a membrane-based subsea storage solution for oil/condensate, modified into storing clean energy storage in the form of ammonia (as a hydrogen energy carrier). The immediate application will provide an economical alternative to electrification of offshore platforms, instead of using expensive cables from shore. Storing ammonia at the seabed using innovative subsea storage technologies will dramatically reduce CO2 emissions for offshore assets. The fluid will be stored in a safe manner on the seafloor, protecting both personnel and marine life. The next step will be to include subsea ammonia storage as part of the global logistical value chain, which can power the merchant shipping fleet. Clean ammonia can be produced using renewable resources as wind or solar. It focuses on bridging the ongoing oil/condensate storage qualification, adapted into storing ammonia. The large-scale verification test scope is explained, and we show how the test is extended to also prove the concept of safe energy/ammonia storage. The ammonia storage concept is explained, and we show how this can be included as part of a low carbon future. The focus is the immediate market for providing clean power to existing or new offshore assets. The full system solution will encompass storage tanks placed nearby the platforms at safe water depths, riser systems providing fuel to the ammonia power generators, and the tank filling systems. Bridging and adapting technologies from the petroleum industry into renewables shows the importance of utilizing the technology developments and competence of the oil and gas business. The technical evaluations have shown that the oil/condensate storage can be adapted into storing energy/ammonia with minor modifications. Converting hydrogen into ammonia gives slight energy losses, but it is defended by the large economic benefits of storing ammonia versus pressure storage of hydrogen. The paper presents qualification work already completed and how to implement ammonia fuel storage for platforms. In addition, we show the test setup for a large-scale qualification provided by an original equipment manufacturer (OEM) company together with major Operators. Innovative modular design methods have shown that the concept can be included on existing offshore assets, which have limited topside space available. Adding green or blue ammonia as an alternative to power cables from shore have several benefits, and many of the connecting building blocks are falling into place. The main conclusion is how to adapt Novel technologies from the oil industry to store ammonia in a safe way on the seafloor.

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