<p>Maritime shipping is the most important mode of transportation for international trade. About 70 to 80 percent of the value traded worldwide moves by sea [1]. An inherent problem in global shipping markets is that non-competitive pricing behavior among carriers is widely believed to raise the cost of freight [2]–[5]. It is also likely that the effects of this problem on international trade flows and welfare are magnified by restricted cabotage reservation schemes. Historically, countries have implemented such policies to prohibit foreign competition in domestic shipping markets. The effects of protection on international goods trade are reasonably well understood. The effects of protection on service trade are less straight-forward. Issues of quality become more important, but they are challenging to measure. Moreover, most of these cabotage reservation schemes ban service imports. Therefore, this makes it complicated to compare domestic and foreign services in the same market, given that service activities are place-specific. </p> <p><br></p> <p>In order to better understand the effect of non-competitive pricing behavior in global shipping markets on international trade flows and the incidence of cabotage reservation schemes in shipping markets, I develop three essays. In the first Essay I focus on quantifying the economic effects of non-competitive pricing behavior in the maritime shipping industry on (1) freight costs, (2) international trade flows, and (3) economic welfare. The research question that I answer is: what share of observed shipping freight charges is attributable to non-competitive pricing behavior in maritime shipping markets? I estimate the maritime shipping mark-ups applying the method of Atkin and Donaldson [6] to U.S. Census import data of shipments moved by sea during the period 2002-2017. I find that freight mark-ups account for approximately one-third of total freight charges in U.S. imports. Carriers’ mark-ups thus represent an equivalent ad valorem tariff of 1.4-2.6 percent. U.S. imports of differentiated products would be 4.2 to 11.6 percent higher if these mark-ups were eliminated. The cost of these mark-ups in terms of economic welfare for U.S. consumers represents an annual reduction of 0.1-0.2 percent of their real income. Carriers also charge higher maritime shipping mark-ups (per kg.) to high-value products, products with a lower elasticity of substitution, and products with higher import tariffs. Imported products from developing countries or from distant countries to the U.S. are also charged with larger tariff equivalent mark-ups.  </p> <p><br></p> <p>In the second Essay I estimate the economic burden placed on Puerto Rico by the Jones Act. Using Lloyd’s List Intelligence (LLI) data to document the supply of shipping services in the U.S. -Puerto Rico shipping market, I find that the Jones Act fleet serving Puerto Rico contains no ships designed for the purpose of moving general cargo or bulk commodities. I then evaluate how this lack of supply of shipping services is a burden on imports of goods that would normally travel by ships of those kinds, modelling Puerto Rico’s import demand in a gravity framework. This exercise indicates that Puerto Rico’s demand for final goods exhibits a greater substitution towards non-U.S. sources among products that tend a) to be shipped by sea, b) to be physically heavy, and c) not to be moved in containers. I then estimate a structural gravity model to quantify the tariff-equivalent trade costs the Jones Act imposes on U.S. shipments. This model yields that the Jones Act represents a tariff equivalent of 30.6 percent on average across products. Finally, I use these estimates to calculate the compensating variation of Jones Act removal. I find that the cost of final expenditure in Puerto Rico would be $1.4 billion (about 1.3 percent) lower per year without the Jones Act. </p> <p><br></p> <p>Finally, in the third Essay I investigate what specifically explains the estimated change in Puerto Rico’s import demand for U.S. products due to the Jones Act. I use detailed data of vessels’ ports-of-call in the Caribbean from LLI to document issues of service quality and availability in maritime shipping services between the U.S. and Puerto Rico during the period 2004-2020, calculating metrics for some quality dimensions (e.g., vessels age, shipping capacity, shipping frequency and more). I also evaluate market conditions such as the concentration level in the market of carriers and shipyard building companies in order to examine the presumed incidence in shipping freight costs. Additionally, I use Puerto Rico’s import data from the Instituto de Estadísticas de Puerto Rico (IEPR) to evaluate how much the Jones Act restrictions affect the mode choice decisions for shipping products between U.S. mainland and Puerto Rico. The research question that I try to answer is: what is the level and evolution of the quality of shipping services provided by Jones Act-compliant vessels in the U.S.-Puerto Rico shipping market? </p>

Sammanfattning Efter utförd praktik på fartyg ansåg vi att det övades för lite på HLR, hjärt- och lungräddning, och D-HLR, hjärt- och lungräddning med hjärtstartare, samt att det inte fanns hjärtstartare ombord på alla fartyg. Syftet med detta examensarbete är att undersöka de riktlinjer som finns för utrustningskrav på hjärtstartare ombord på svenska, norska och danska fartyg med fokus på Sverige och svenska rederier. Metoden genomfördes genom en kvantitativ metod där ett frågeformulär skickades ut via e-mail till samtliga rederier registrerade som medlemmar i Sveriges Redareförening.  Ett annat frågeformulär skickades till de skandinaviska sjöfartsverken, innehållande kvalitativa frågeställningar. I studien utfördes även kvalitativa intervjuer.   Av resultatet framgår att 17 av de 22 rederier som vi fick svar av hade hjärtstartare ombord i sina fartyg, och ungefär hälften hade haft en incident ombord. Det framgår även i vår studie att det inte finns några krav gällande hjärtstartare och utbildning nationellt, såväl som internationellt. / Abstract   Whilst the on- board training was carried out, we considered the amount of training onboard on the behalf of CPR and AED to be unsatisfying.   The purpose of this study is to examine the guidelines for the equipment that should be held onboard, with regard to AED, onboard Swedish, Norwegian and Danish ships with focus on Sweden and Swedish companies.   The method used for this essay was carried out by sending out a question form by e-mail to all companies registered as members of “Sveriges Redareförening”. We sent different questions to the Scandinavian maritime administrations, and also performed interviews.   As shown in the result, 17 of the 22 companies that filled in the form answered that they have at least one AED onboard each of their ships and about half of the companies have had an incident onboard. It is apparent in our studies that no national or international requirements exist which are mandatory.

The goal of the thesis is to find out wether it's possible to consider short sea shipping as an adequate alternative to trucking. The thesis describes the specifics of Short Sea Shipping and its main maritime route. It also compares the advantages and disadvantages of short sea shipping and truck transportation. Furthermore the thesis assesses their economical aspects and the potential risks associated with these means of transport. The conclusion of the thesis recommends the suitable routes and comes up with other circumstances that should be considered while using Short Sea Shipping as a trucking alternative.

The diploma thesis gives an overview of the role of maritime transportation in the international trade. It deals with the history, important documents used in the shipping operations, needed contracts and maritime organizations. Concerning the modern trends in maritime transportation, the containerization is pointed out as well as the actual image of shipping market which was affected by the global financial crisis. The thesis also mentions current trends in shipping industry, its challenges and warnings. A closer look is devoted to the Asian region and especially to China. To conclude, part of the paper focuses on the view to the future and an effort to estimate the development of the shipping industry in the next decade.

Approved for public release, distribution is unlimited / The Defense Transportation System (DTS), led by the Military Traffic Management Command (MTMC), depends on the commercial maritime industry to provide movement of supplies and equipment around the world. The maritime shipping container is a critical asset in providing for this logistical support to the war fighter abroad. These 20- or 40-foot containers have become the backbone of the maritime industry, and will continue to proliferate as global commerce continues to expand. While the growth in the use of maritime shipping containers in the 21st century has accelerated the nation's economic trade substantially, it may also have become a significant problem. Containers are an indispensable but vulnerable link in the chain of global trade; approximately 90 percent of the world's cargo moves by container. Because of DoD's dependency on the maritime industry and these containers, it will and must continue to ride the wave of commercial practices, specifically in pursuit of better security throughout the maritime industry. In the wake of September 11, 2001, and with the new threats of WMD, the maritime shipping container may become a weapons delivery system. This thesis documented the need for security improvements for the maritime shipping container in protecting global commerce and DoD cargo shipments. Comprehensive reviews of government reports, books, articles, and Internet based materials, as well as interviews with MTMC personnel, have indicated that DoD is taking a series of measures to meet these challenges. DoD's Defense Transportation System and the commercial maritime industry will be challenged and tested by new policy requirements. MTMC has already adopted new business processes, cargo manifest requirements, and technological innovations that assure customers in-transit visibility and total asset visibility (ITV/TAV), including the Intelligent Road-Rail Information Server (IRRIS) system. / Lieutenant Commander, United States Navy

The aim of this thesis is to provide a reader with the most complex information possible about the field of freight forwarding specialized in maritime shipping and about all the processes which take place in this area. This information could serve for a better orientation for trade or manufacturing companies which need to use maritime transportation and which do not have any or have only little experience with it. My aim is also to show, how to communicate with freight forwarding companies and what prices can be expected.

I en sjöfartsindustri som ständigt utvecklas gäller det att styrmännen som arbetar ombord har den kompetens som krävs för att utföra arbetet. Syftet med denna studie är att ta reda på hur kompetenta nyutexaminerade styrmän är under sin första törn samt hur utbildningen och arbetsgivarna kan underlätta. Detta har undersökts genom kvalitativa semi-strukturerade intervjuer med sex nyutexaminerade styrmän som gjort sin första törn som styrman ombord på ett gas-, råolje- eller produkttankfartyg. Resultatet från intervjuerna visar att styrmännen var positivt överraskade över sina förkunskaper från utbildningen. De upplevde en kompetens i bryggrutiner och navigering medan lasthantering var ett område som de kände viss osäkerhet och nervositet inför. Vikten av arbetsgivarens roll i en nyutexaminerad styrmans första tid i yrket visades också vara viktig för utveckling av kompetens genom överlapp. / 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.

This master thesis studies alternative energy sources for maritime shipping in Sweden. With current climate goals, and a need for change, the maritime sector currently undergoes intense transitions. For shipping companies to lower their carbon footprint, the need to replace non decarbonised fuels is hence critical. With numerous alternatives, currently being developed, actors are phasing obstacles regarding which energy source that is most mature in terms of technical readiness as well as how adequate it will fulfil current climate goals. This study will analyse four different energy sources, liquid hydrogen (LH2), electro-methanol (emethanol), electro-ammonia (e-ammonia) and wind (sails), and answer which out of these energy sources will be most suitable for actors to adapt. To answer this question, the Technological Innovation System framework has been utilised, and the results has been applied to some chosen climate target actions developed by Swedish authorities. The findings proved that e-methanol currently is most mature and has reached most alignment with current climate goals, followed by LH2/wind and lastly e-ammonia. / Detta examensarbete studerar alternativa energikällor för fraktfartyg i Sverige. Med nuvarande klimatmål, och ett behov av förändring, genomgår den maritima sektorn intensiva omställningar. För att rederier ska kunna sänka sitt koldioxidavtryck är behovet att ersätta icke koldioxidneutrala bränslen därför stort. Med ett flertal alternativ, som för närvarande är under utveckling, står aktörer inför hinder angående vilken energikälla som är mest redo gällande teknikmognadsgrad samt hur adekvat den kommer att uppfylla nuvarande klimatmål. Denna studie kommer att analysera fyra olika energikällor, flytande väte (LH2), elektro-metanol (e-metanol), elektro-ammoniak (e-ammoniak) och vind (segel), och ta reda på vilka av dessa energikällor som är mest lämpad för aktörer att använda sig av. För att svara på denna fråga har ramverket Technological Innovation Systems använts och resultaten har tillämpats på några utvalda klimatmålsåtgärder som tagits fram av svenska myndigheter. Resultaten visade att e-metanol för närvarande är mest mogen och har nått mest anpassning till nuvarande klimatmål, följt av LH2/vind och slutligen e-ammoniak.