In three studies of a cruise ship the author has investigated waste heat recovery (WHR)from exhaust gases using an organic Rankine cycle (ORC), and also mapped the energyand exergy flows within the ship. Data were collected from the ship’s machinerysystem for a total extent of one year, and this data were used for simulations andenergy calculations. An off-design analysis was made and an ORC was simulated andoptimised with regards to the ship’s operating conditions. The ORC working fluid wasoptimised in terms for maximum electrical production in the off-design condition. Theoff-design analysis showed that the ship speed and power consumption was far fromits original design. The results indicate that there is a potential for significant savingsby using an organic Rankine cycle for waste heat recovery. The energy and exergyanalysis gave a better understanding of the energy flows and showed that the singlelargest exergy destruction occurs in the ship’s diesel engines.

Maritime transportation is a significant contributor to SOx, NOx and particle matter emissions, even though it has a quite low CO2 impact. New regulations are being enforced in special areas that limit the amount of emissions from the ships. This fact, together with the high fuel prices, is driving the marine industry towards the improvement of the energy efficiency of current ship engines and the reduction of their energy demand. Although more sophisticated and complex engine designs can improve significantly the efficiency of the energy systems in ships, waste heat recovery arises as the most influent technique for the reduction of the energy consumption. In this sense, it is estimated that around 50% of the total energy from the fuel consumed in a ship is wasted and rejected in fluid and exhaust gas streams. The primary heat sources for waste heat recovery are the engine exhaust and the engine coolant. In this work, we present a study on the integration of an organic Rankine cycle (ORC) in an existing ship, for the recovery of the main and auxiliary engines exhaust heat. Experimental data from the operating conditions of the engines on the M/S Birka Stockholm cruise ship were logged during a port-to-port cruise from Stockholm to Mariehamn over a period of time close to one month. The ship has four main engines Wärtsilä 5850 kW for propulsion, and four auxiliary engines 2760 kW used for electrical consumers. A number of six load conditions were identified depending on the vessel speed. The speed range from 12–14 knots was considered as the design condition, as it was present during more than 34% of the time. In this study, the average values of the engines exhaust temperatures and mass flow rates, for each load case, were used as inputs for a model of an ORC. The main parameters of the ORC, including working fluid and turbine configuration, were optimized based on the criteria of maximum net power output and compactness of the installation components. Results from the study showed that an ORC with internal regeneration using benzene would yield the greatest average net power output over the operating time. For this situation, the power production of the ORC would represent about 22% of the total electricity consumption on board. These data confirmed the ORC as a feasible and promising technology for the reduction of fuel consumption and CO2 emissions of existing ships.

Maritime transportation is a significant contributor to SOx,NOx, and particle matter (PM) emissions, and to a lesser extent, of CO2. Recently, new regulations are being enforced in special geographical areas to limit the amount of emissions from the ships. This fact, together with the high fuel prices, is driving the marine industry toward the improvement of the energy efficiency of ships. Although more sophisticated and complex engine designs can improve significantly of the energy systems on ships, waste heat recovery arises as the most effective technique for the reduction of the energy consump- tion. In this sense, it is estimated that around 50% of the total energy from the fuel con- sumed in a ship is wasted and rejected through liquid and gas streams. The primary heat sources for waste heat recovery are the engine exhaust and coolant. In this work, we present a study on the integration of an organic Rankine cycle (ORC) in an existing ship, for the recovery of the main and auxiliary engines (AE) exhaust heat. Experimental data from the engines on the cruise ship M/S Birka Stockholm were logged during a port-to- port cruise from Stockholm to Mariehamn, over a period of 4 weeks. The ship has four main engines (ME) W€artsil€ a 5850kW for propulsion, and four AE 2760kW which areused for electrical generation. Six engine load conditions were identified depending on the ship’s speed. The speed range from 12 to 14 kn was considered as the design condi- tion for the ORC, as it was present during more than 34% of the time. In this study, the average values of the engines exhaust temperatures and mass flow rates, for each load case, were used as inputs for a model of an ORC. The main parameters of the ORC, including working fluid and turbine configuration, were optimized based on the criteria of maximum net power output and compactness of the installation components. Results from the study showed that an ORC with internal regeneration using benzene as working fluid would yield the greatest average net power output over the operating time. For this situation, the power production of the ORC would represent about 22% of the total elec- tricity consumption on board. These data confirmed the ORC as a feasible and promisingtechnology for the reduction of fuel consumption and CO2 emissions of existing ships.

The master mariner students at Kalmar Maritime Academy have twelve months of ship-based training which is a part of the education plan, and these twelve months are distributed over three periods. The internship offers the students the opportunity to practice and develop the theoretical knowledge they have gained in school, but also to experience how it really is to work at sea. The work environment, the social environment and what it can be like to be away from home for a longer period are central. Working at sea has many benefits but also its challenges. The job is associated with long periods at sea with a high workload and high demands on the organization on board, as well as safety and environmental awareness. As a master mariner student at Kalmar Maritime Academy, you end up in this environment during your first year of education when you leave school for the first internship period during semester one. This study aims to investigate how master mariner students experience that lack of sleep, contract length and working hours on board affect their knowledge acquisition. To find out the students' experiences, a qualitative interview study was conducted with six master mariner students; only senior year students were interviewed because they had completed all or a large part of the ship-based training and were therefore considered to have the most experience. The answers were in most cases consistent where the students felt that the internship periods and working days were too long, that they needed to have at least one day off a week and that lack of sleep had a negative impact on their knowledge acquisition. At the same time, the study showed what would be the optimal for the master mariner students' knowledge acquisition, in terms of optimal length of internship periods and optimal work schedule for a rewarding and effective internship as possible. 

Fires onboard a seagoing vessel is a very serious accident since you can not rely on shorebased firefighers. The only resource available is the crew and their ability to tackle the situation. Fires can quickly get uncontrollable since there is large amounts of fueloil and even the cargo might be flammable. The purpose with this thesis is to highlight those places onboard that have the greatest risk of fire. So that the crew can either awoid fire or be better prepared if a fire starts.

The result is based upon data taken from incidentreports from Northern European countries and vessels with length greater than 100m.

The conclusion that was made is that the engineroom area was the most common place for fires.

The most common reasons for the fire to start was a leakage of flammable liquid  or electrical failiures.

The right to seek refuge in port is an old customary right in shipping. In several cases where ships have sought refuge in a port in modern times, ships have been denied. As a result of the Erika, Castor and Prestige incidents around the 21st century, which in two of the cases led to major environmental disasters in the form of oil spills, it was realized that something needed to be done. The IMO drafted its guidelines and EU-drafted Directive 2002/59/EC dealing with the reception of ships in a place of refuge. A place of refuge is defined as a port, part of port or other protective berth or other protected area, such as anchorage, which can be used to receive ships in an emergency or in need of assistance. The purpose of this work is to investigate the preparedness in Sweden and Denmark to receive ships in a place of refuge. which authorities are part of the organization, what decision-making documents exist, what laws and directives are in place and which places of refuge that have been designated in the two countries; In order to get answers to the questions, the study has mainly been carried out through a literature study, but qualitative interview have also been used. The results show that there are guidelines from the IMO that are not legally binding, but also EU directives transposed into the national law of the two countries. The EU also has material intended to facilitate countries to draw up their own contingency plans under Directive 2002/59/EC. Both countries have designated protected sites and a governement structure for receiving ships in a place of refuge but quite different approach. The study shows that it is an important but complex issue. There are many different authorities and stakeholders involved. It is still a work in progress where Sweden is revising its plans at the moment. One current topic seems to be incidents regarding Hazardous and Noxious Substances (HNS) and ratification of the HNS convention.

The shipping sector is today facing numerous challenges. Fuel prices are expected to increase in the medium-long term, and a sharp turn in environmental regulations will require several companies to switch to more expensive distillate fuels. In this context, passenger ships represent a small but increasing share of the industry. The complexity of the energy system of a ship where the energy required by propulsion is no longer the trivial main contributor to the whole energy use thus makes this kind of ship of particular interest for the analysis of how energy is converted from its original form to its final use on board.To illustrate this, we performed an analysis of the energy and exergy flow rates of a cruise ship sailing in the Baltic Sea based on a combination of available measurements from ship operations and of mechanistic knowledge of the system. The energy analysis allows identifying propulsion as the main energy user (41% of the total) followed by heat (34%) and electric power (25%) generation; the exergy analysis allowed instead identifying the main inefficiencies of the system: exergy is primarily destroyed in all processes involving combustion (88% of the exergy destruction is generated in the Diesel engines and in the oil-fired boilers) and in the sea water cooler (5.4%); the main exergy losses happen instead in the exhaust gas, mostly from the main engines (67% of total losses) and particularly from those not equipped with heat recovery devices.The improved understanding which derives from the results of the energy and exergy analysis can be used as a guidance to identify where improvements of the systems should be directed.

In recent years, the shipping industry has faced an increasing number of challenges in terms of fluctuating fuel prices, stricter environmental regulations, and concerns about global warming. In this situation, passenger volumes on cruise ships have increased from around 4 million to 13 million from 1990 to 2008 and keep growing today. A small cruise ship can emit about 85 tons of CO2 per day, and require around 27 tons of fuel per day. To keep up with market demand, while reducing their impact on the environment, cruise ships will need to improve their energy efficiency. Most previous research in marine technology relates to energy efficiency focused on propulsion, which for most ship types constitutes the largest energy demand. On cruise ships, however, auxiliary heat and electric power also have a significant importance. For this reason, we focus in this paper on the heat demand and its integration with available sources of waste heat on board. In this study, the principles of process integration are applied to the energy system of a cruise ship operating in the Baltic Sea. The heat sources (waste heat from the main and auxiliary engines in form of exhaust gas, cylinder cooling, charge air cooling, and lubricating oil cooling) and sinks (HVAC, hot water, fuel heating) are evaluated based on one year of operational data and used to generate four operating conditions that best represent ship operations. Applying the pinch analysis to the system revealed that the theoretical potential for heat integration on board could potentially allow the reduction of the external heat demand by between 35% and 85% depending on the investigated case. A technoeconomic optimisation allowed the identification of the most economically viable heat exchanger network designs: two in the “retrofit” scenario and one in the “design” scenario, with a reduction of 13-33%, 15-27% and 46-56% of the external heat demand, respectively. Given the high amount of heat being available after the process integration, we also analysed the potential for the installation of a steam turbine for the recovery of the energy available in the exhaust gas, which resulted in up to 900 kW of power being available for on board electric power demand.

In a world with increased pressure on reducing fuel consumption and carbon dioxide emissions, thecruise industry is growing in size and impact. In this context, further effort is required for improvingthe energy efficiency of cruise ship energy systems.In this paper, we propose a generic method for modelling the power plant of an isolated system withmechanical, electric and thermal power demands and for the optimal load allocation of the different componentsthat are able to fulfil the demand.The optimisation problem is presented in the form of a mixed integer linear programming (MINLP)problem, where the number of engines and/or boilers running is represented by the integer variables,while their respective load is represented by the non-integer variables. The individual components aremodelled using a combination of first-principle models and polynomial regressions, thus making thesystem nonlinear.The proposed method is applied to the load-allocation problem of a cruise ship sailing in the Baltic Sea,and used to compare the existing power plant with a hybrid propulsion plant. The results show thebenefits brought by using the proposing method, which allow estimating the performance of the hybridsystem (for which the load allocation is a non-trivial problem) while also including the contribution ofthe heat demand. This allows showing that, based on a reference round voyage, up to 3% savings couldbe achieved by installing the proposed system, compared to the existing one, and that a NPV of11 kUSD could be achieved already 5 years after the installation of the system.

On board vessels it is not desirable to have a power failure, a so-called blackout. The thesis

has investigated to what extent it is feasible to perform comparative and preventive studies

with the accident reports from European flag states as a basis. This in order to investigate

recurring shortcomings, of the vessels or in the work on board that has caused the blackout. In

addition the possibility to categorize the cases was investigated. The categories were technical

errors, operational errors and organization errors. Roughly half of the cases show that a single

category of fault could not be identified due to a combination of faults leading to the blackout.

However there are recurring cases with almost identical scenarios. For example unsatisfactory

insulation caused fires due to leaking fuel hitting the hot surfaces.

The survey shows that there is a lack of symmetry regarding the language used, structure,

scope and form of publication. It also showed faults in the search engines of the databases.

As the competition for employment toughens amongst deck officers high effort is required in order to stand out from the crowd regarding job applications. The purpose of this study has been to investigate what content the Swedish shipping industry values most in CVs and cover letters. This was achieved by interviewing nine recruiters from different shipping companies and management agencies that recruit Swedish junior officers. A literature search regarding previous studies concerning recruitment provided a wider understanding of the subject and its relevance for maritime science graduates. The literature search also revealed a knowledge gap regarding recruiters in the Swedish shipping industry preferences about CVs and cover letters. The results of the study show some patterns and tendencies amongst the respondents, common to all of which is a preference of short and concise CVs and cover letters with content that is relevant for the applied position. The results also show that a job application is interpreted subjectively and therefore to some extent must be tailored to each individual employment opportunity.

Med anledning av dagens höga bunkerpriser är det relevant att undersöka vad man kan göra för att minska bunkerförbrukningen ombord. En viktig del vad gäller bunkerbesparingar är att hålla skrovets kondition i gott skick. Här har ett klokt val av antifoulingfärg en stor betydelse, med en bra antifoulingfärg minskar beväxningen av organismer på skrovet. Detta i sin tur leder till ett minskat motstånd, vilket gynnar fartygsekonomin.

På marknaden finns flertalet antifoulingfärger tillgängliga, men vilken effekt på ytråheten har respektive färg, och hur påverkar ytråhet i form av beväxning fartyget ekonomiskt? Utöver de rent ekonomiska aspekterna ville jag ta reda på om det finns något miljövänligare alternativ, samt hur det står sig gentemot de biocidbaserade antifoulingfärgerna.

För att svara på detta har en mängd data studerats från bland annat produktdatablad, fartygskonstruktionsböcker, tidsjournaler och hemsidor. Jag konstaterade att det finns mycket pengar att spara på rätt val av antifouling. Något som förvånade mig var att färgtillverkarens miljövänligaste alternativ också var den effektivaste antifoulingen.

This thesis focuses on study of the employment market for graduates from the Master Mariner degree that graduated in 2010, 2013 and 2016. It is a comparison between the three years of graduation within two Swedish universities that offer the Master Mariner programme. Data collection with combined quantitative and qualitative techniques within a mixed-mode study. Results show a majority occupied within the maritime sector, although vessel-based employment has decreased compared to past studies and redundancy is an emerging element. The percentage occupied within the vessel-based sector is higher in Kalmar Maritime Academy, Linnaeus University, compared to Chalmers University, the results from which show a higher concentration in shore-based occupation. The conclusion of this thesis is that the employment market for graduates from maritime institutions in Sweden is undergoing change. 

The SOLAS regulations for merchant vessels states that in the event of loss of power, a backup power supply will start automatically. This paper investigated the possibility to replace the widely-used generator driven by a fossil-fuel powered internal combustion engine, with a UPS. Focus of the investigation included regulations concerning the use of accumulators onboard, market product range fulfilling the legal requirements and price difference based on purchase price and maintenance costs for 25 years. The cost results where compared as a Life Cycle Cost calculation. Regulations by the Swedish transport agency and the Classification DNV-GL allow the use of emergency power from accumulators or generator.

For the possibility to investigate through cost estimations, a theoretical model of a merchant vessel with Swedish flag, was set up. All companies contacted were Swedish manufacturer. The results in the LCC show the situation of today and lets us know that the most cost efficient investment is the conventional emergency generator.

The purpose of this study aims to investigate the extent to which the function of drones can be adapted to deliveries of goods to vessels. This study was conducted in the form of interview studies. The study concerns the economic gain of supply deliveries with drones compared to the provisioning vessels, that otherwise carry out this payload as well as the aspects that deal with the drone operator´s impact on this type of service. The study concluded that the drone can be used as a complement and that the technology available on the market is sufficient to be able to safely carry out these deliveries to vessels using drones as aids. Furthermore, the study showed that according to the interviewed drone operators, it is still unclear to what extent the drone will be applied as there are few drones that are tailored for this specific purpose, but that the implementation of drones as a tool at sea is still viewed positively.

This thesis is part of a major project that the Port of Gothenburg has embarked upon, and is produced as a result of a project directive. The purpose of that project is to renew its current fire protection in Energihamnen (the Energy Port) but also meet future requirements. The purpose of the present study is to examine what expectations shipping companies and ship´s officers, which regularly arrive to the Energy Port, have on the Port of Gothenburg’s fire prevention systems and fire emergency plans. Further investigated are the requirements that form the basis for the fire protection equipment onboard tankers that regularly arrive in the Energy Port. To obtain answers from the above mentioned purpose, interviews were conducted with three ship owners and five ship officers, and this was combined with a literature summary which consists of the regulatory framework that places specific requirements and recommendations for the fire prevention equipment that will be on board tankers. The interviews were conducted to include the shipping industry's expectations of the Port of Gothenburg’s emergency procedures during cargo operations. The result shows that the majority of respondents expected that the Port of Gothenburg should have firefighting equipment on their docks that can extinguish fires onboard the ship’s deck. They also expected that the port's emergency response plans should be well rehearsed and should also quickly come into force during an emergency.

Most of the accidents at sea occurs in coastal or inner waterways, often with a dense traffic situation. This study investigates accidents in the Kiel canal caused by interaction. Even though the risks of hydrodynamic impact in traffic densed fairways are well known, accidents still occurs. The study consists of five reports, chosen from the german accident investigation board, which have been examined qualitatively with the analysis method HFACS-MA. By mapping the different underlying causes and with the help of a casual chain also identifying the cause categories behind each accident. Hopefully, by identifying and highlighting  the causes behind the accidents, this will prevent similar accidents to occur in the future. The study showed that the main causes behind these accidents were lack of communication or human interaction and insufficient surveillance of the traffic together with badly planned operations. The results showed some structurally deficiencies that authorities could improve upon. The study showed that knowledge and risk assessment for nautical officers and captains, pilots and vts-operators together with legislation or reviews of regulations on authority level, could reduce the risks of this type of accidents.

Most of the accidents at sea occurs in coastal or inner waterways, often with a dense traffic situation. This study investigates accidents in the Kiel canal caused by interaction. Even though the risks of hydrodynamic impact in traffic densed fairways are well known, accidents still occurs. The study consists of five reports, chosen from the german accident investigation board, which have been examined qualitatively with the analysis method HFACS-MA. By mapping the different underlying causes and with the help of a casual chain also identifying the cause categories behind each accident. Hopefully, by identifying and highlighting  the causes behind the accidents, this will prevent similar accidents to occur in the future. The study showed that the main causes behind these accidents were lack of communication or human interaction and insufficient surveillance of the traffic together with badly planned operations. The results showed some structurally deficiencies that authorities could improve upon. The study showed that knowledge and risk assessment for nautical officers and captains, pilots and vts-operators together with legislation or reviews of regulations on authority level, could reduce the risks of this type of accidents.

The purpose of this study is to perform the techno-economic analysis of photovoltaic system utilization for lighting and cooling of Ferry Ro/Ro 500 GT. The world is facing a dilemma of increasing dependence on fossil energy with decreasing supply. This situation must be anticipated by all sectors by energy efficiency (EE) and utilizing renewable energy (RE). Especially for RE in the transportation sector, ships as consumers of oil energy can also take advantage of solar energy sources, for example for lighting and cooling. For that purpose, five steps must be taken. First, determine the design specifications. Second, determine the specifications of components of the PV system. Third, calculate the power required for lighting equipment. Fourth, calculate the power required for the cooling system. Fifth, make an investment comparison for propulsion systems between diesel engines and photovoltaic systems. The results show that the energy required for lighting and cooling system as well as for propulsion systems can be placed in the deck area of 148.8 m(2) for all system components, such as; PV modules, charge controllers, batteries, and inverter. This study can provide an overview of the use of PV system in designing the environmentally new or renovation ships.

Adventure, warmth and change of atmosphere are the reason why many went to sea in the past. Unfortunately, the reality is different today, the ships and shipping companies that sail with the Swedish flag do few world voyages and with little time alongside. The purpose of this study is to create a type of "handbook". The handbook will examine what the minimum rights for a sailor are when sailing onboard a foreign-flagged ship sailing under the MLC agreement. It will also have covered moving abroad, insurances, pensions and social securities. With a qualitative data collection method, it was ensured that all collected empirical material was carefully examined which made this study objective. The conclusion is that a Swedish seafarer residing in Sweden that wants to sign on a foreign-flagged ship with an MLC agreement and is willing to become a Croatian resident and move to Croatia then the seafarer will most likely have a higher salary, have to pay significantly lower taxes and get almost all the same benefits as in Sweden.

Syftet med det här arbetet var att kartlägga rekryteringsprocessen i svenska rederier och bemanningsbolag av maskinbefäl. För att ta reda på detta skickades det ut ett antal enkäter till personalrekryterarna i respektive rederi/bemanningsbolag. Studien är en kvantitativ undersökning för att få in ett så stort underlag som möjligt och därefter kunna få fram ett trovärdigt resultat. Resultatet blev att rekryteringsprocessen har påverkats av utflaggningen av fartygen och då framför allt för juniorbefälen. Det som personalrekryterarna ansåg som mest betydelsefullt vid nyrekrytering av maskinbefäl är rekommendationer från redan anställda i rederiet/bemanningsbolaget och fullständig sjöingenjörsexamen. Arbetsförmedlingens tjänster användes i mindre grad på grund av det dåliga urvalet och inte heller available position-sidan på rederiernas/bemanningsbolagens hemsida vid rekrytering av nya maskinbefäl.

Since the start of industrialization humans have affected the climate balance by burning fossil fuels. Exhaust gas emissions caused by the international shipping cannot be attributed to any particular nation because of its global and complex business. The International Maritime Organisation has therefore undertaken the responsibility to reduce the environmental impact of shipping. The introduction of new environmental goals has resulted in stricter global and national regulations that force the shipping industry to make significant adjustments in a short period of time. As a solution to meet future requirements for exhaust gas emissions several alternative fuels have been discussed. Operating vessels on methanol results in low exhaust gas emissions and is therefore considered to have the potential to become a sustainable fuel for the shipping industry. The aim of this study was to investigate what shipping companies, machine manufacturers and classification societies considers about methanol as an alternative fuel. Initially, a literature study was implemented which formed the basis of the interview questions. The result shows that methanol is considered to have great potential compared with other alternative fuels. Since methanol can be produced from excess energy and transportation can be done with existing infrastructure methanol is considered both environmentally friendly and economically viable. Nevertheless, the highly fluctuating methanol price can causes shipping companies to hesitate in the financing of developments that is necessary for the realization of methanol operation on board vessels.

This report is produced to document the existing installation regarding the ballast, bilge and fire system aboard the vessel M/S Calmare Nyckel. According to the specifications of the assignment a proposal regarding improvements will also be presented. The suggestions are mainly based on data from a supplier of valve components and the demands put up by the classification society. The improvements are considered with reduced risk and increased safety in mind. The main differences in the new proposals are the separation of the bilge system from the other two systems, that the most vital functions can be remote-controlled by pneumatics and that all components are marked according to industry standard.

In a constantly evolving maritime industry, it is crucial that the nautical officers working onboard possess the necessary competence to carry out their duties. The purpose of this study is to investigate the level of competence among newly graduated nautical officers during their first contract, and how education and employers can facilitate this process. This was investigated through qualitative semi-structured interviews with six newly graduated nautical officers who had completed their first contract as a nautical officer onboard a gas-, crude oil-, or product tanker. The results of the interviews shows that the nautical officers were positively surprised by their prior knowledge obtained during their education. They felt competent in bridge routines and navigation, while cargo handling was an area where they experienced some uncertainty and nervousness. The importance of the employer's role during a newly graduated nautical officer's first period in the profession was also shown to be crucial for the development of competence through overlap.

Sjöfarten utgör cirka 90 procent av världshandelstransporten och är det effektivaste sättet att transportera stora mängder av gods. Det gäller även i Sverige. Passagerartrafiken är en stor sektor inom sjöfarten och det är den delen av sjöfarten som det här arbetet förhåller sig till. Sjöfart är ett säkert sätt att resa på och förbättringar sker årligen för att öka säkerheten ombord men trots det sker olyckor. Tidigare forskning visar att en stor del av passagerarna inte tar del av den säkerhetsinformation som ges till dem. Syftet med den här studien var att undersöka om det fanns andra sätt att informera passagerarna på än det konventionella informationsutbudet som finns idag. För att besvara frågeställningarna har kvalitativa intervjuer hållits ombord på en passagerarfärja i östersjön. De frågor som ställdes var om interagerande quiz, flygplansinspirerad genomgång och bildskärmar runt om i terminalen och fartyget skulle göra att fler tar del av säkerhetsinformationen. Resultatet visar att det finns sätt som skulle få fler att ta del av säkerhetsinformationen. Resultatet visar också att flera av passagerarna hade svårt att uppfatta informationen som gavs ut via högtalarsystemet ombord. 

There are economical, safetylike and environmental benefits of applying eco-driving. Previous research has shown that cars, trains and aviation have made significant savings economically and environmentaly speaking, but how does that transcend into the maritime business? With this question as a background, the aim with this thesis is to examine the interest of ecodriving among Swedish shipowners and authorities. The data in this thesis is derived from qualitative interviews with employees in executive land-based positions. The result shows that several of the shipowners and authorities are in the starting pits or are already conducting one or more eco-driving methods in their operations. The result also shows that there is a variety of prerequisites and perceptions of what eco-driving is and what is could become in the future among the respondents. When questions about automatization in relation to eco-driving are brought up, the result is ambiguous.

Miljön ombord på fartyg är viktig för besättningens välbefinnande hälsa ocharbetseffektivitet. Inomhusluftens kvalitet och termisk komfort är viktiga delar avinnemiljön som inte har studerats så mycket på fartyg. Vid långa resor som vararveckor eller månader och kan passera flera klimatzoner finns inget sätt att byta miljöoch ingen utväg från fartyget, och då blir god innemiljön extra viktig eftersom denutgör både arbetsmiljö och boendemiljö (innemiljö). Syftet med denna studie var attkartlägga hur innemiljön på svenska fartyg ser ut, föreslå en enkel övervakningsmetodikför innemiljö samt föreslå förbättringsåtgärder där det behövs.Inom projektet har mätningar gjorts på nio fartyg under elva mätomgångar; ettfartyg undersöktes både vinter och sommar och ett annat fartyg före och efter byte avbränsle. Temperatur och relativ luftfuktighet som beskriver inneklimat, halterna avgasformiga luftföroreningarna koldioxid, kväveoxider, svaveldioxid, flyktiga organiskaämnen, polycykliska aromatiska kolväten, formaldehyd och partiklar (PM10, PM2.5 ochnanopartiklar) mättes i både maskinutrymmen och innemiljöer med diffusiva (passiva)provtagare och direktvisande instrument.Innemiljö och luftkvalitet på de undersökta fartygen var överlag god. Halter avluftföroreningar var under och mycket under både de hygieniska gränsvärdena förarbetsmiljö och rekommenderade riktvärden för god innemiljö. Även om det inteförekom hälsofarliga halter av luftföroreningarna, förekom stora skillnaderna i halterbåde inom och mellan fartyg. Principalkomponentanalys utpekade typ av bränsle somfrämsta indikator för luftkvalitet i maskinutrymmen samt bränslet och fartygensframdrivningssätt för andra innemiljöer på fartyget. Inom projektet har ”Indoor AirPollution Index” för fartyg utvecklats och använts för att rangordna fartygen medavseende på kvalitet av innemiljö.För att ytterligare höja kvaliteten på fartygens innemiljö, arbets- och boendemiljöhar följande förslag på tekniska och organisatoriska åtgärder för befintliga fartyg ochvid nybyggnation identifierats. För befintliga fartyg gäller framförallt kontroll ochunderhåll av ventilationssystem, ordning och reda särskilt i maskinutrymmen samt vidbehov användning av lämplig skyddsutrustning. Vid planering och design av nya fartygbör främst fartygets framdrivningssätt med tillhörande bränsle beaktas, eftersomanvändning av bränslen med bättre kvalitet än tjockolja också innebär förbättringar försåväl luftkvalitet som arbetsmiljö. Andra viktiga aspekter för upprätthållande av godinnemiljö är ventilationsanordning där man effektivt separerar avluftningar frånmaskinutrymmen från friskluftsintag till andra inneutrymmen samt utformning avarbetsplatser och innemiljöer med särskilt tonvikt på ett separat rengöringsrum imaskinutrymmen.

Shipping today faces stricter environmental requirements for pollution from vessels. Shipping companies have started to look for alternative fuel to achieve better environmental outcome. The Baltic Sea today is a major trading area for shipping . On 1 of January 2015 a new set of brand new and stricter regulation is getting implemented and these regulations are called SECA. Vessel running on LNG as an alternative fuel is today discussed extensively within the Swedish Maritime forum where emissions of NOx, sulfur and particles are less recipients than in heavy fuel oil (HFO). One of todays problems with a LNG distribution in Sweden are that the infrastructure is incomplete and outdated. This report has been built upon qualitative interviews with important actors within the Swedish maritime forum and also what impedes the development of the LNG’s infrastructure. The outcome of the interviews showed that the development has been slowed down because none within the Swedish martime forum have dared to take the first step. The ports does not want to develop terminals when there is no market demand and the shipping companies does not want to build vessel that runs on LNG when there is no market for distribution. Swedish governments involvement has been very weak, almost non-existing. There are also gaps in the Swedish regulations and restrictions of LNG cargo handling. This is aslo one of the factors that the development of LNG has been impeded. 

In this work we present the quasi-steady state simulation of a regenerative organic Rankine cycle (ORC)integrated in a passenger vessel, over a standard round trip. The study case is the M/S Birka Stockholmcruise ship, which covers a daily route between Stockholm (Sweden) and Mariehamn (Finland).Experimental data of the exhaust gas temperatures, engine loads, and electricity demand on board werelogged over a period of four weeks. These data where used as inputs for a simulation model of an ORC forwaste heat recovery of the exhaust gases. A quasi-steady state simulation was carried out on an offdesignmodel, based on optimized design conditions, to estimate the average net power production ofthe ship over a round trip. The maximum net power production of the ORC during the round trip wasestimated to supply approximately 22% of the total power demand on board. The results showed apotential for ORC as a solution for the maritime transport sector to accomplish the new and morerestrictive regulations on emissions, and to reduce the total fuel consumption.

Waste heat recovery systems for power generation are gaining interest among the marine transport sector as asolution to accomplish the upcoming more restrictive regulations on emissions and to reduce the total fuelconsumption. In this paper we evaluate how a waste heat recovery system based on a regenerative organic Rankinecycle (rORC) could improve the performance of a passenger vessel. The case study is based on the M/S BirkaStockholm cruise ship, which covers a daily route between Stockholm (Sweden) and Mariehamn (Finland).Experimental data on exhaust gas temperatures, fuel consumption and electricity demand on board were logged for aperiod of four weeks. Based on the optimal fluid and configuration obtained in a previous work, an off-design modelof a rORC working with benzene was used to estimate the power production at the different load conditions during aport-to-port trip of the vessel. The power generation curve of the rORC over time was compared to that of theelectricity demand of the ship. Results showed that the rORC could provide up to 16% of the total power demand.However, this value should be corrected if the auxiliary engines load is reduced as a consequence of the partialcoverage of the electricity demand by the ORC.

The purpose of this study was to investigate whether RTK - technology (Real Time Kinematic) in the future may be used for piloting in Sweden, on board vessels with limited depth of water under the keel. The squat effect cured vessels when they passing over an area of shallow waters in a fairway or a channel. To reduce the squat effect it can be done to increase the speed or change the trim of the vessel. The study has been designed along a qualitative method, which is about one chooses to process and analyze their information by verbal analysis methods. This has been carried out by interviewing a number of selected pilots that are both familiar and less familiar with the technology. In this way, highlighted various aspects of the technology and whether there are other areas that pilots can use this equipment in their daily work. In the implementation of the essay was elected a systematic literature. It was conducted a global search to obtain information about where the accident occurred of the squat effect and which countries that have been tested this technology onboard. The result of the RTK-technology is that pilots and ship's officers have the opportunity to find out how the vessel is moving and when it is exposed of the squat effect. The RTK-technology are able to provide information how the vessel move with an accuracy of 3-4 centimeters at every stage and get a more exact speed even in sideways. It is also possible to obtain a three-dimensional image of the vessel. The results confirm that there is a need and an interest for further testing with the RTK-technology. The results also showed that the technology is useful for the pilots and how it can useful for them in their daily work.

This case study examines how two marine systems used for reduction of nitrogen oxides from exhaust gases, EGR and SCR, performs in terms of emissions and economic impact.

A commonly used two-stroke diesel engine was chosen to be, in theory, equipped with each system. By using a calculation program, CEAS, calculations based on different running conditions were possible and thereby obtain relevant data.

With the given consumption of chemicals for each system and the consumption of fuel, costs were able to be calculated after price data was retrieved. With IMO’s tier III regulation as the limit, the inhibited amount of released NO_X could be calculated. By using data of produced amounts of exhaust gases, with and without the systems, an estimate could be made on how the systems affect the ship emissions. Calculations were based on an approximation of a vessels lifespan, 20 years. Furthermore, the economic cost for each system was added with the purchase price of each system.

Conclusions that could be drawn from the study were, amongst other things, that SCR was the system with the lowest operational cost. EGR does, besides being able to manage the Tier III-requirement, also manage to reduce some other environmental hazardous substances. The study implies that EGR is the better system when viewed in terms of emissions and SCR is the better system when viewed in terms of economy.

A few years ago, marine diesel and heavy fuel oil were the fuels that drove shipsforward. But with new legal requirements and climate goals, other potential fuelshave seen the light of day. These alternative fuels have resulted in an increase in thesystems you need knowledge of on board. The purpose of the study is to focus onhow the education to become a marine engineer keeps up with the rapidtechnological development that is taking place today.The study was carried out in several stages where document studies were compiledand became the basis for an interview study. The first document study resulted inwhat fuel the Swedish merchant fleet's newer ships use. In addition to marine dieseland heavy oil, alternative fuels such as liquid natural gas, methanol and batteryoperation are also used. These alternative fuels are used or can be used on about athird of the surveyed ships today.The second document study was done against the marine engineering program tosee if there was any connection to alternative fuels in the education's syllabuses. Nodirect connection was found, but by using key words for alternative fuels, threecourses were found with content that could be associated with the alternative fuels.The results of the document studies formed the basis for an interview study in whichpersonnel linked to the marine engineering education at the Linnaeus Universitywere interviewed. The result of the interview study was that all respondents agreedthat education is needed in the alternative fuels that have arrived. However, therespondents did not agree on what the training should look like, as there were manydifferent education proposals. Since there were also expressions from respondentsabout time, knowledge, and resource shortages, they need to reach an agreementwith a way forward to be able to secure the educational efforts towards a commongoal.

Ombord på dagens moderna fartyg finns det oftast en autopilot med trackpilot - funktion. Den behöver information från många olika sensorer för att kunna framföra fartyget utefter en förprogrammerad rutt. Om en av sensorerna inte ger rätt information kan det hända att trackpiloten gör en felbedömning av t.ex. kurs att styra. Ombord på fartyg med DP - system finns det färdiga FMEA - dokument för användaren där man kan läsa vilken åtgärd som kan behövas för att bibehålla DP - klassen. Någon sådan manual har vi inte stött på ombord på vanliga fartyg. Därför ville vi undersöka riskerna med trackpilot och om en FMEA - riskanalys skulle kunna vara användbart för ett trackpilot - system. Vi utförde en FMEA - riskanalys för trackpilot -systemet som finns i Sjöfartshögskolans simulator. De slutsatser som vi kan dra är att, det med hjälp av, en FMEA - riskanalys ger användaren en god inblick i hur olika fel påverkar trackpilot:en.

The European climate goals are getting tougher when it comes to emissions from carbon dioxide. Therefore, the electrification of various vehicles and ships are increasing. This equals to an increase in production and operation of lithium-ion batteries.This thesis investigated how the environment is getting affected by the emission that develops during the electrification of a smaller ship. Parameters that have been accounted for are, the operation of the ship, and the production of the lithium-ion batteries. The emissions from carbon dioxide were the only emissions taken to account. A comparison with a diesel-powered ship was also conducted.The results revealed that the emissions from the operation of the ship are greater than the emissions from production of the batteries. It also showed that the emissions differentiated dependent on which European country the ship would operate in. This depends on the usage of fossil-free energy sources throughout Europe. If the vessel would be operated in Sweden, the emissions would only be 2% of the emissions produced by the diesel-powered ship. But if the ship instead would operate in Estonia, the emissions would be 17% higher than the emissions produced by the diesel-powered ship.The conclusions of this thesis are that emissions from an electric ship becomes significantly lower than those from a diesel-powered ship. But if the ship would operate in other European countries, the environmental benefit would not be as great.

The dynamic characteristics of ship structures are becoming more important as the flexibility of modern ships increases, for example, to predict reliable design life. This requires an accurate dynamic model of the structure, which, because of complex vibration environment and complex boundary conditions, can only be validated by measurements. In the present paper the use of operational modal analysis (OMA) for dynamic characterization of a ship structure based on experimental data, from a full-scale measurement of a 210-m long Ro-Lo ship during sea trial, is presented. The measurements contain three different data sets obtained under different operating conditions of the ship: 10 knots cruising speed, 18 knots cruising speed, and at anchor. Natural frequencies, modal damping ratios, and mode shapes have been successfully estimated for the first 10 global modes. Damping ratios for the current ship were found within the range 0.9%‐1.9% and natural frequencies were found to range from 0.8 to 4.1 Hz for the first 10 global modes of the ship at design speed (18 knots). The three different operating conditions showed, in addition, a speed dependency of the natural frequencies and damping ratios. The natural frequencies were found to be lower for the 18-knots condition compared with the two other conditions, most significantly for the vertical bending modes. Also, for the vertical bending modes, the damping ratios increased by 28%‐288% when the speed increased from 10 to 18 knots. Other modes were not found to have the same strong speed dependency.

Abstract

This study has been made to research the development in fire safety and fire fighting on seagoing vessels. In that the fire fighting team can be alleviated and assisted by a Water Mist Barriers help against the fire hazards.

Fires are often caused by accidents or machine failures onboard vessels, in some of this cases there is enough time to act quickly and in other cases the crew is notified by the fire detecting system. In the scenarios where the fire has been given time to progress, or is caused to burn in a highly flammable substance, it becomes very difficult to gain control over the conflagration at any rapid pace. This decreases the time for the crew to assemble and prepare for a fire fighting action.

It is for this kind of situations that a Water Mist Barrier can be used as a protection. Its purpose is to gain time for the crew to regroup and perform a decisive countermeasure. Quick advances towards the fire, hazard observation, placing of the Water Mist Barrier and then withdraw to regroup for new orders of action.

Another fire hazardous scenario can transpire on a passenger cruise, where passengers need to be evacuated between hazardous areas that can be heated or filled with smoke. In such an occurrence the Water Mist Barriers water curtain would create a separation between the passenger and the hazard, which would block the radiation heat and create a path for the passengers to be evacuated by.

The Water Mist Barrier should be a tool to ease the fire extinguishing work, its water curtain would provide with a shield and its main purpose is to improve the response time for a quick and planed fire hazard response on seagoing vessels.

The task discussed the consequences within the ship’s operation (economical costs and technology) companies will be affected with when IMO’s Ballast Water Convention enters into force and ballast water has to be treated before entrance to the Baltic Sea. The purpose with the task was to find out which consequences companies will be forced with when IMO’s Ballast Water Convention enters into force. The result compares the difference between law and recommendation because HELCOM’s recommendations are based on IMO’s Ballast Water Convention’s laws. A qualitative method has been used, such as an open interview form, where four different companies were interviewed. The purpose with the interviews was to see if the companies followed HELCOM’s recommendations and which consequences it would lead to and would be necessary when the Ballast Water Convention enters into force. The results showed that the costs would be extensive when installation takes place and it will require technical arrangements. The task also shows that the purchase cost only makes a small part of the vessel’s investment and ballast water treatment systems are almost totally maintenance-free.

Losing propulsion ability onboard a ship can be devastating and have major consequences. The thesis has examined if accident reports from the administrative accident investigation bodies of the European flag States can be used as a basis for preventive and comparative studies of causes of loss of propulsion onboard ships. The thesis has also investigated the categorization possibility of the reports based on the categories Operative (operation/maintenance) errors, organizational errors, and technical errors. In 37% of the reports it was a combination of causes, hence it was not possible to strictly categorize the cause by a single category.  The thesis finds that there are several recurring deficiencies and errors such as lack of system knowledge or a handling error as this appears in 37% of the reports indicating that the information can be used to create pre-construction measures. The thesis also shows shortcomings with the information about the loss of propulsion in the reports that can make it difficult to use some of the accident reports for preventive studies.

There are many international demands made by the UN international organ IMO, and with the embracement of a more humanitarian view of the sailor and the environmental adjustment of the society, an already directed industry is further being regulated. In the modern-day global society where countries are directly dependent on each other through export and import of various wares, there is also a high demand for cost effective and well-organized transportation – both on the spot market and charter market in terms of freighting as well as transporting passengers. To construct a ship in modern times is not quite what it used to be nearly a century ago, and for an amateur or a rookie on the market it can therefore be a challenging task to produce and order a ship despite obvious requirements from institutions like the Swedish Transport Administration. This report is a survey which has been produced by breaking down the process into steps and questions associated with each individual step. A generalization has been made to serve as guidance by presenting these questions to the larger established companies within the Swedish shipping business, and institutions relevant to the process – the differential in targets depending on different types of ships, organizations and forms of chartering have also been considered. As a result, the report could present the process of producing a ship stepwise – including some of the deviations between an authority and a private company.

Today, there is a significant demand for electricity, a demand expected to increase in the coming years. To meet market needs, the number of offshore wind turbines is increasing, along with their dimensions to generate a greater amount of electricity. This leads to anecessity for a new generation of freight ships with bigger dimensions and capacity for transportation and installation of wind turbine components.

Finite Element models enable comprehensive analyses of the hull beams' components, bulkheads, and supports, providing relevant information about the hull's stress impact for different load combinations. The advantage of creating a model is to provide a clear overview while allowing the product to be simulated before production, facilitating a better understanding of the product's future function and appearance. A Finite Element model's analysis results largely reflect reality and thus constitute a valuable tool for ship production.

In SAP2000, a shell model was created over a pontoon with interconnected beam and shell elements. The model was simulated with loads from self-weight combined with hydrostatic pressure in combination with various sets of hull components. Four simulations were performed with analyses of shell and frame stresses, showing that a stronger construction results in less stress variation in the pontoon's constituent elements.

The upper side of the pontoon did not meet the tolerance values of ±50 MPa for either frame or shell elements in the first analysis. When the frame dimensions were increased, the shell elements met the stress level criteria, but the frame elements still significantly exceeded the tolerance values. An increased plate thickness was not beneficial for the structure’s stress load as the self-weight increased without providing additional stiffness.

There is not adequate lesson basis for the course in maintenance technology, module TR I interms of lifting devices. This in combination with the accident reports which can be found inINSJÖ has led us to compile teaching materials in the form of images and text. To establish areal need exists, a qualitative study is conducted. Interviews with chief officers whopreviously studied at the 4-year Master Programme in Nautical Science in Kalmar under thecurrent curriculum was conducted by telephone. The results of these interviews showed that aneed existed and we could proceed with the compilation of teaching materials. The results ofthe examination and discussion with the teacher of the course gave an idea of which parts ofthe subject that would be delved into deeper in the crib. For the instructional materials weused mainly laws and regulations as evidence base. After consultation with the teacher wedecided that the crib will be complemented by a power point presentation which the teacherswill be able to use in the classroom.

The shipping industry is run by people and for people. Thus, the main element in shipping is the «human element» – the mariners at all levels. Since the human element aboard vessels – being in and coping with a very special environment – is the crucial point of every transport chain, it is important to take a closer look at maritime human resource management issues which are scarcely tackled in scientific literature. This book deals with topics such as the criminalization of seafarers, piracy as part of shipping companies’ risk management, corporate social responsibility and human error in shipping.