In spite of all electronic navigation devices on a modern ship bridge, navigators still lose their orientation. Reasons for this might be excessive cognitive workload caused by too many instruments to read and compile, navigation information that is displayed in a cognitively demanding way, short decision times due to high speed or fatigue due to minimum manning and long work hours. This work addresses the problem of map information displayed in a less than optimal way. Three new concepts are presented: the bridge perspective, the NoGO area polygons and a dual lane seaway network. Map reading can be difficult due to the problem of mental rotations. By allowing a 3-D nautical chart to be viewed from an egocentric bridge perspective, the need for mental rotations can be removed. The cognitively demanding calculations necessary to find out if there is enough water under the keel can be made by the chart system and the result displayed as of free water and NoGo areas. On land car driving is facilitated by a road-network and a sign system. This notion can be further developed on sea and make navigation easier and safer. These concepts were then tested in a laboratory experiment, in interviews and in a prototyping project. The results were very promising. The experiment in a laboratory maze showed that map reading from an egocentric perspective was more efficient than using traditional paper and electronic maps. Interviews and expert evaluation of prototypes also showed great interest from practitioners in the field. / Trots all elektronisk utrustning på en modern skeppsbrygga händer det att navigatörerna förlorar orienteringen. Anledningen kan vara hög kognitiv belastning därför att för många olika instrument måste avläsas och integreras samtidigt, att informationen på instrumenten behöver tolkas på ett kognitivt krävande sätt, att tiden för att fatta beslut blir allt kortare på grund av högre hastigheter till sjöss eller på grund av trötthet. I detta arbete presenteras tre nya koncept för visualisering av navigationsinformation: bryggperspektivet, djupvarningspolygoner och sjövägar. Kartläsning kan ibland vara svårt på grund av de mentala rotationer en användare tvingas genomföra för att kunna jämföra kartan med verkligheten. Genom att göra det möjligt för en användare att se sjökortet ur ett egocentriskt bryggperspektiv, så onödiggörs dessa mentala rotationer. De kognitivt krävande beräkningar som navigatören behöver göra för att försäkra sig om att det finns tillräckligt med vatten under kölen, kan utföras av kartsystemet och resultatet visas istället som fria vattenytor och djupvarningsområden (NoGo areas). På land underlättas bilkörning av ett vägnät med körbanor, filer och skyltar. Detta system kan i högre utsträckning införas till sjöss för att underlätta säker navigering. Dessa koncept har sedan testats genom ett laboratorieexperiment, genom intervjuer och i ett prototyputvecklingsprojekt. Resultaten var mycket lovande. Experimentet i en laboratorielabyrint visade klart att 3D-sjökortet var effektivare än både papperskartan och traditionell elektroniska kartor och intervjuerna och expertutvärderingarna visad på stort intresse från yrkesutövare i branschen.

At least 64 shipwrecked stone transports have been discovered throughout the Mediterranean region dating primarily to the Roman period. Few have been excavated and even fewer have had more than scant hull remains recovered. None have been thoroughly examined with a focus on the construction of the vessel. Consequently, little is known about stone transport or the construction of stone transport ships from archaeological contexts or ancient historical sources. In 1993, on an Institute of Nautical Archaeology (INA) shipwreck survey along the western Turkish coast, the Kızılburun column wreck was discovered. At present, excavated ceramics suggest the date of the Kızılburun shipwreck lies in the first century B.C.E.; the Late Hellenistic period (323-31 BCE). Analyses of the marble consignment have revealed that the ship carried a primary cargo of architectural elements quarried on the island of Proconnesus. Subsequent investigations point to a likely destination of the ancient city of Claros on the Karian coast of Asia Minor (modern day Turkey). Between 2005 and 2011 excavations were carried out on the column wreck by an international team of archaeologists, INA staff members, and graduate students led by Donny Hamilton and Deborah Carlson, both of Texas A&M University. The 2005 excavation season produced the first, albeit scant, hull remains, with more timbers being recovered between 2006 and 2009. The most substantial hull remains were recovered in 2007 following the removal of the eight large marble column drums to a more remote part of the site. The intense weight and pressure exerted by the heavy cargo on the hull remains aided the preservation by creating an environment that was unfavorable for wood consuming organisms and other biological agents. Recording and detailed examination of the hull remains was conducted during the summer of 2008, fall of 2009, and fall of 2010. This thesis presents the analyses and interpretation of the Kızılburun ship’s wooden hull remains and copper fasteners. Additionally, after discussing the methods of recording and cataloging of the ship’s extant remains, I place the ship in its historical and technological contexts, demonstrating that it was of contemporaneously common dimensions and construction, as opposed to a more robust construction that is often assumed of ancient stone-carrying vessels.

Made available in DSpace on 2014-12-17T15:37:04Z (GMT). No. of bitstreams: 1 MarinaCT_DISSERT_pag1_ate_pag15.pdf: 10459545 bytes, checksum: bd3fb5e5db3d1c521824ec8eb3c3b82c (MD5) Previous issue date: 2011-03-29 / Conselho Nacional de Desenvolvimento Cient?fico e Tecnol?gico / Several works characterize the presence of spinner dolphins at Fernando de Noronha Archipelago in the Dolphins Bay. Though, the dolphins abidance inside this cove has decreased and a new area has been occupied by the animals to achieve the same behaviors, that are resting, breeding and nursing. This area comprises the Inside Sea northeast border of Fernando s de Noronha Island, including the opposing Middle and Dog shore area, the San Antonio Bay and the Between Islands region. The aim was to characterize the dolphins occupation and describe their interactions with the tourism in this area. Data were collected in 2008 and 2009 through a fixed point observation. The study area was divided into seven sub-areas, recording: presence/absence of dolphins, days abidance endurance, abidance length in each area, estimated number of individuals, dolphins direction and speed of displacement, boats presence, interaction period, monitoring, boats attitude and velocity. The dolphins abidance time displayed the same pattern during both years of study, with the higher occupancy in the Between Islands region. Groups with farther than 200 individuals were more frequent both 2008 (46.2%) and 2009 (42.3%). Thus the displacement s slow speed as the preferred direction towards Rat Island also showed the same pattern in both years. The Between Islands region also presented the boats major abidance near the dolphins groups. Boats moved farther in slow speed (95%) than at high speed (5%). The legislation s compliance for the cetaceans protection occurred in 89.7% of 2.839 interactions between boats and spinners, in which this variable was recorded. Whenever boats moved at a slow speed during the meetings with spinner dolphins groups, animals also moved at a slow speed (n = 337), significantly more than the fast displacements (n = 128) ix or "porpoise" (n = 4) (X2 = 318.543, p = -0.001). When boats quickly passed by groups, a significant difference between the dolphins displacement speeds was observed (X2 = 18.264, p =- 0.001), however, the slow (47%) and fast (47% ) displacements frequency was equal, noted the difference with the porpoise displacements (6%), which had the lowest frequency. Data indicate the establishment of a new occupation pattern of the spinner dolphins at Fernando de Noronha, with the Between Islands area being of great importance to the dolphins habits and currently the main area of the boats meeting with the dolphins, showing the need of new conservation measures in this area / Diversos trabalhos caracterizam a presen?a de golfinhos-rotadores no Arquip?lago Fernando de Noronha na Ba?a dos Golfinhos. Entretanto, o tempo de perman?ncia dos golfinhos nesta enseada tem diminu?do e uma nova ?rea vem sendo ocupada pelos animais para a realiza??o dos mesmos comportamentos, que s?o descanso, reprodu??o e cuidados com os filhotes. Esta ?rea compreende a extremidade nordeste do Mar de Dentro da Ilha Fernando de Noronha, incluindo a ?rea defronte as praias do Meio e do Cachorro e toda a Ba?a de Santo Ant?nio e Regi?o Entre Ilhas. O presente estudo objetivou caracterizar a ocupa??o dos golfinhos e descrever as intera??es com o turismo nesta ?rea. Os dados foram coletados atrav?s de ponto fixo em 2008 e 2009. A ?rea de estudo foi dividida em sete sub?reas e os registros foram: presen?a/aus?ncia de golfinhos, tempo de perman?ncia no dia, tempo de perman?ncia em cada sub?rea, estimativa do n?mero de indiv?duos, dire??o e velocidade de deslocamento dos golfinhos, presen?a de barcos, tempo de intera??o, acompanhamento, atitude e velocidade de deslocamento das embarca??es. O tempo de perman?ncia dos golfinhos mostrou o mesmo padr?o nos dois anos do estudo, sendo a Regi?o Entre Ilhas a com maior ocupa??o. Os agrupamentos com mais de 200 indiv?duos foram os mais freq?entes, tanto em 2008 (46,2%) como em 2009 (42,3%). A dire??o preferencial de deslocamento sentido Ilha Rata e a velocidade de deslocamento lenta tamb?m mostraram o mesmo padr?o nos dois anos. A Regi?o Entre Ilhas tamb?m foi a que apresentou o maior tempo de perman?ncia dos barcos pr?ximos aos grupos de golfinhos. As embarca??es significativamente se deslocaram mais em velocidade lenta (95%) dos que em alta velocidade (5%). O cumprimento da legisla??o de prote??o aos cet?ceos ocorreu em 89,7% das 2.839 intera??es entre barcos e vii rotadores em que foi registrada esta vari?vel. Quando as embarca??es se deslocaram em velocidade lenta durante os encontros com os agrupamentos de golfinhos-rotadores, os animais tamb?m se deslocaram em velocidade lenta (n=337), significativamente mais do que os deslocamentos r?pidos (n=128) ou porpoise (n=4) (X2=318,543; p= -0,001). J? quando as embarca??es passaram r?pido pelos agrupamentos de golfinhos, observou-se diferen?a significativa entre as velocidades de deslocamentos dos golfinhos (X2=18,264; p=-0,001), entretanto, as freq??ncias de deslocamentos lentos (47%) e r?pidos (47%) foi igual, sendo a diferen?a notada com os deslocamentos em porpoise (6%), que apresentou a menor freq??ncia. Os dados indicam o estabelecimento de um novo padr?o de ocupa??o dos golfinhosrotadores em Fernando de Noronha, sendo a Regi?o Entre Ilhas de grande import?ncia para os h?bitos dos golfinhos e atualmente a principal ?rea de encontro das embarca??es com os golfinhos, mostrando a necessidade de novas medidas de conserva??o nesta ?rea

Une carte marine est un type de carte utilisé pour décrire la morphologie du fond marin et du littoral adjacent. Un de ses principaux objectifs est de garantir la sécurité de la navigation maritime. En conséquence, la construction d'une carte marine est contrainte par des règles très précises. Le cartographe doit choisir et mettre en évidence les formes du relief sous-marin en fonction de leur intérêt pour la navigation. Au sein d'un processus automatisé, le système doit être en mesure d'identifier et de classifier ces formes de relief à partir d’un modèle de terrain.Un relief sous-marin est une individuation subjective d'une partie du fond océanique. La reconnaissance de la morphologie du fond sous-marin est une tâche difficile, car les définitions des formes de relief reposent généralement sur une description qualitative et floue. Obtenir la reconnaissance automatique des formes de relief nécessite donc une définition formelle des propriétés des reliefs et de leur modélisation. Dans le domaine maritime, l'Organisation Hydrographique Internationale a publié une terminologie standard des noms des formes de relief sous-marines qui formalise un ensemble de définitions principalement pour des objectifs de communication. Cette terminologie a été utilisée ici comme point de départ pour la classification automatique des formes de relief sous-marines d'un modèle numérique de terrain.Afin d'intégrer les connaissances sur le relief sous-marin et sa représentation sur une carte nautique, cette recherche vise à définir des ontologies du relief sous-marin et des cartes marines. Les ontologies sont ensuite utilisées à des fins de généralisation de carte marine. Nos travaux de recherche sont structurés en deux parties principales. Dans la première partie de la recherche, une ontologie est définie afin d'organiser la connaissance géographique et cartographique pour la représentation du relief sous-marin et la généralisation des cartes marines. Tout d'abord, une ontologie de domaine du relief sous-marin présente les différents concepts de formes de relief sous-marines avec leurs propriétés géométriques et topologiques. Cette ontologie est requise pour la classification des formes de relief. Deuxièmement, une ontologie de représentation est présentée, qui décrit la façon dont les entités bathymétriques sont représentées sur la carte.Troisièmement, une ontologie du processus de généralisation définit les contraintes et les opérations usitées pour la généralisation de carte marine. Dans la deuxième partie de la recherche, un processus de généralisation fondé sur l'ontologie est conçu en s'appuyant sur un système multi-agents (SMA). Quatre types d'agents (isobathe, sonde, forme de relief et groupe de formes de relief) sont définis pour gérer les objets cartographiques sur la carte. Un modèle de base de données a été généré à partir de l'ontologie. Les données bathymétriques et l'ontologie sont stockées dans une base de données de type ``triple store'', et sont connectées à un système d'information implémenté en Java et C++. Le système proposé classe automatiquement les formes de relief sous-marines extraites à partir de la bathymétrie, et évalue les contraintes cartographiques. Dans un premier temps, les propriétés géométriques décrivant une forme de relief sont calculées à partir des sondes et des isobathes et sont utilisées pour la classification des formes de relief. Ensuite, les conflits de distance et de superficie sont évalués dans le SMA et des plans de généralisation sont proposés au cartographe. Des tests ont été réalisés avec des données bathymétriques du monde réel montrant ainsi l'intérêt de la recherche dans le domaine de la cartographie nautique. / A nautical chart is a kind of map used to describe the seafloor morphology and the shoreline of adjacent lands. One of its main purposes is to guaranty safety of maritime navigation. As a consequence, construction of a nautical chart follows very specific rules. The cartographer has to select and highlight undersea features according to their relevance to navigation. In an automated process, the system must be able to identify and classify these features from the terrain model.An undersea feature is a subjective individuation of a part of the seafloor. Landform recognition is a difficult task because its definition usually relies on a qualitative and fuzzy description. Achieving automatic recognition of landforms requires a formal definition of the landforms properties and their modelling. In the maritime domain, the International Hydrographic Organisation published a standard terminology of undersea feature names which formalises a set of definitions mainly for naming features and communication purpose. This terminology is here used as a starting point for the automatic classification of the features from a terrain model.In order to integrate knowledge about the submarine relief and its representation on the chart, this research aims to define ontologies of the submarine relief and nautical chart. Then, the ontologies are applied to generalisation of nautical chart. It includes two main parts. In the first part of the research, an ontology is defined to organize geographical and cartographic knowledge for undersea feature representation and nautical chart generalisation. First, a domain ontology of the submarine relief introduces the different concepts of undersea features with their geometric and topological properties. This ontology is required for the classification of features. Second, a representation ontology is presented, which describes how bathymetric entities are portrayed on the map. Third, a generalisation process ontology defines constraints and operations in nautical chart generalisation. In the second part, a generalisation process based on the ontology is designed relying on a multi-agent system. Four kinds of agents (isobath, sounding, feature and group of features) are defined to manage cartographic objects on the chart. A database model was generated from the ontology. The bathymetric data and the ontology are stored in a triplestore database, and are connected to an interface in Java and C++ to automatically classify the undersea features extracted from the bathymetry, and evaluate the cartographic constraints. At first, geometrical properties describing the feature shape are computed from soundings and isobaths and are used for feature classification. Then, conflicts are evaluated in a MAS and generalisation plans are provided.

Cette recherche concerne la caractérisation architecturale de bateaux fluviaux d'Afrique de l'Ouest et Équatoriale. Ils naviguent sur le Sénégal et le Niger ; sur l'Oubangui, le Chari et le lac Tchad, entre le XVIIe siècle et l'époque contemporaine. L'ensemble du réseau représente 8 000 kilomètres de voies de navigation intérieure. Trois bateaux archétypaux, la baleinière, le chaland et le sharpee, sont observés sur ce réseau. Ils suggèrent une relation entre l'Europe, l'Amérique et l'Afrique, trois « foyers de traditions » réunis par l'Océan Atlantique. Manuscrits, récits de voyageurs, plans, cartes, publications contemporaines, documents iconographiques sont examinés en détail, de même que la Baleinière du Chari conservée au Musée des troupes de marine, à Fréjus, France. L'analyse porte sur les bateaux, la mobilité aquatique, les raisons de cette mobilité et son intelligence pratique. Elle détaille les traditions nautiques vernaculaires et examine leur rapport de convenance avec le milieu naturel et les besoins humains quotidiens. Histoire et ethnographie permettent de déterminer la localisation, la généalogie, l'architecture, la fonctionnalité, l'usage des bateaux. Le résultat élucide le processus de métissage culturel et technique de la baleinière, du chaland et du sharpee. L'enquête ethnographique confirme l'héritage valorisé du chaland sablier construit actuellement près de la ville de Bamako. / In the present study, three archetypal boats called baleinière, chaland and sharpee are observed in the west area and the equatorial area of Africa. They sail on the rivers of Sénégal, and Niger ; on Oubangui, Chari and Chad lake, between seventeenth century and contemporary period. The whole of waterways measure eight thousand kilometres of Iength. The three previous occurrences suggest a relationship between Europe, America and Africa, these continents linked by Atlantic ocean, are called "foyers of traditions". Manuscripts, stories of the first voyagers, publications, plans, charts, iconography are examined. Then, the collector's item of baleinière du Chari showed in Musée des troupes de marine, Fréjus, France is looked over in detail. The study analyses the architectural characteristics of boats, the aquatic mobility, the reasons of this mobility and the intelligence put into practice. It makes an inventory of vernacular nautical traditions and examines their harmony with natural environment and the daily life of men. Geography, history, ethnography allow to determine local area, genesis, architecture, functionality, and the use of boats. The result elucidates the process of cultural and technical mix of baleinière, chaland and sharpee. The ethnographic survey substantiates the genesis of chaland sablier currently built nearly Bamako city.

Syftet: Vi har undersökt sambandet mellan teoretiskt och praktiskt lärande på det fyraåriga sjökaptensprogrammet vid Linnéuniversitetet. Vi inriktade oss på att undersöka huruvida teoretisk kunskap är en förutsättning för att förstaårsstudenterna skall kunna uppfylla förväntade studiemål för den första fartygsförlagda utbildningen. Metod: Vi gjorde en litteraturstudie som omfattade det fyraåriga sjökaptensprogrammet samt tre närbesläktade yrkesutbildningar. I vårt teorikapitel behandlade vi även tre olika typer av handledningsmodeller som samtliga på ett eller annat sätt är applicerbara på nämnda utbildningar.  För att kunna kritiskt granska vår litteraturstudie och för att ta reda på det faktiska förhållandet i frågan genomförde vi fem informantintervjuer. Resultat: Vi har kunnat se en rad likheter i utbildningarnas upplägg mellan teoretiskt och praktiskt lärande samt kunnat urskilja vilka handledningsmodeller som används. Slutsats: Den Grundläggande säkerhetsutbildningen är en förutsättning för studenten att få gå ut på den första fartygsförlagda utbildningen men är inte en förutsättning för att studenten skall kunna uppnå de förväntade studiemålen av densamma. Vi har kunnat konstatera att handledaren och handledarens kunskap och kompetens spelar en mycket central roll för vilka förutsättningar som studenten ges för att kunna uppnå studiemålen för den första fartygsförlagda utbildningen / The purpose: We have investigated the relationship between theoretical and practical learning of the Nautical Science Program(4years) at the Linnaeus University. We focused on examining whether the theoretical knowledge is a prerequisite for the students to meet the expected learning outcomes during the first ship based training. Method: We preformed a literature review covering four different educations. We did also look in to three different types of mentoring models which in one way or another are applicable to those courses. In order to critically examine our literature and to find out the actual condition, we conducted five interviews with informants. Result: Made it possible to see a number of similarities in educational programs approach between theoretical and practical learning and guidance models used. Conclusion: The Basic Safety Training is a prerequisite for students to go out on the ship based training but it is not a prerequisite for achieving the expected learning outcome. We have noted that the supervisor and the supervisor’s knowledge and skills plays a central role for the conditions in which the student is given in order to achieve the study objectives of the first ship based training.

This dissertation is rooted in one general question: what can the wood from ships reveal about the people and cultures who built them? Shipwrecks are only the last chapter of a complex story, and while the last fifty years of nautical archaeology have managed to rewrite a number of these chapters, much of the information unrelated to a ship’s final voyage remains a mystery. However, portions of that mystery can be exposed by an examination of the timbers. An approach for the cultural investigation of ship timbers is presented and attempts are made to establish the most reliable information possible from the largely unheralded treasures of underwater excavations: timbers. By introducing the written record, iconographic record, and the social, economic, and political factors to the archaeological record a more complete analysis of the cultural implications of ship and boat timbers is possible. I test the effectiveness of the approach in three varied casestudies to demonstrate its limits and usefulness: ancient Egypt’s Middle Kingdom, the Mediterranean under Athenian influence, and Portugal and the Iberian Peninsula during the Discoveries. The results of these studies demonstrate how ship timbers can be studied in order to better understand the people who built the vessels.

The Phoenicians were known as artisans, merchants, and seafarers by the 10th century B.C.E. They exchanged raw and finished goods with people in many cultural spheres of the ancient world and accumulated wealth in the process. A major factor that aided their success was the establishment of colonies along the Mediterranean and eastern Atlantic coasts. These colonies, established by the eighth century B.C.E., supplied valuable raw materials to the major Phoenician cities in the Levant, while also providing additional markets abroad. Excavations at a myriad of these colonial sites have recovered materials that can be used to identify connections between the colonies, the Levantine cities, and non-Phoenician cultures across the ancient world. By establishing these connections the system of maritime exchange can be better understood and modeled as the Phoenician Trade Network. This network involved both direct and indirect exchange of raw and finished products, people, as well as political and cultural ideas. The colonies were involved in various activities including ceramics production, metallurgy, trade, and agriculture. Native peoples they interacted with provided valuable goods, especially metals, which were sent east to supply the Near Eastern Markets. The Phoenician Trade Network was a system of interconnected, moderately independent population centers which all participated in the advancement of Phoenician mercantilism and wealth. Ultimately, the network collapsed in the sixth century B.C.E. allowing other powers such as the Romans, Carthaginians, and Greeks to replace them as the dominant merchants of the Mediterranean.

Made available in DSpace on 2016-12-08T16:55:43Z (GMT). No. of bitstreams: 1 118129.pdf: 12187409 bytes, checksum: cb1994cbb53d757f2be371a4d2150a72 (MD5) Previous issue date: 2014-04-29 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / O objetivo deste trabalho foi estudar a cultura náutica na localidade da Costa da Lagoa, em Florianópolis, SC, Brasil. A pesquisa caracteriza a importância da Costa da Lagoa como bem cultural, simbólico e prático para a Ilha de Santa Catarina. A localidade não possui acesso rodoviário e depende do transporte aquaviário, por isto estruturou um sistema de transporte sustentado por embarcações. O aumento da população e o desenvolvimento econômico da localidade resultou no crescimento da navegação na região. O maior dos problemas é a falta de reconhecimento oficial em relação à importância do patrimônio cultural contido naquela comunidade. Como consequência, verifica-se a ausência de planejamento público territorial que envolva os organismos de governo, as entidades privadas e as comunidades locais. Para apoiar o estudo foram utilizados os conceitos de paisagem, identidade e patrimônio. Utilizou- se na pesquisa uma abordagem qualitativa com o emprego do método etnográfico e da observação participante. Utilizou-se, também, para coleta de dados, entrevistas semiestruturadas e a fotografia. Durante quatro meses o cotidiano da localidade foi observado, pessoas foram entrevistadas e o seu cotidiano registrado. Como conclusão da pesquisa afirma- se que a importância patrimonial do lugar estava naturalizada tanto pelo poder público quanto por parte dos moradores. Afirma-se, também, que a atividade náutica é um elemento constitutivo da identidade dos habitantes do lugar. Com um sentido propositivo, foi identificado instrumento legal que sugere o chancelamento da paisagem cultural como um mecanismo de patrimonialização que contribui para refletir e, possivelmente, assegurar à comunidade da Costa da Lagoa a condição de patrimônio cultural da Ilha de Santa Catarina.

När sjöbefälsstudenter under flertalet perioder befinner sig på fartygsförlagd utbildning innebär det en stor omställning jämfört med livet i land. En tydlig skillnad är möjligheten till kommunikation med nära och kära och då framförallt tillgången till internet. Enligt Internetstiftelsen har 98% av svenskarna tillgång till internet på daglig basis. Den siffran är betydligt lägre när det gäller internettillgång ute på fartyg. Syftet med denna undersökning var att ta reda på och beskriva hur viktig internettillgång ombord är för sjöbefälsstudenter och hur de har upplevt internettillgången under sin tid på praktik. Undersökningens syfte var också att ta reda på vilken hänsyn sjöbefälsstudenter tar till internettillgång vid val av arbetsgivare samt om internettillgång kan bli en avgörande faktor till att sjöbefälsstudenter väljer att avsluta karriären till sjöss. Metoden bestod av en kvantitativ studie i form av en enkätundersökning med fasta svarsalternativ och frågor med graderad inställning på skala ett till sex. Urvalet bestod av 97 respondenter från både sjökapten- och sjöingenjörsprogrammet på en sjöbefälsskola. Efter avslutad enkät sammanställdes rådatan i frekvenstabeller och fördelningen av variabeln redovisades slutligen genom stolpdiagram. Resultatet visade att majoriteten av sjöbefälsstudenterna upplevde internettillgången som bristfällig. Detta gällde både kvaliteten på internettillgången samt dess hastighet. Undersökningen visade också att sjöbefälsstudenterna ansåg att internet ombord var mycket viktigt och att det hade en positiv inverkan på den sociala kontakten med hemmet. Internettillgången påverkade också deras mentala hälsa ombord. Resultatet visade dock att majoriteten av sjöbefälsstudenterna inte tar hänsyn till internettillgång vid val av arbetsgivare och att de heller inte ansåg att internet kunde vara en avgörande faktor för att avsluta sin karriär till sjöss. / When students of the Nautical Science and the Marine Engineering Programmes do their time as Cadets on their ship-based internship, this means a great readjustment from life ashore. One apparent difference is the opportunity to communicate with family and loved ones and especially through the use of the internet. According to the Swedish Internet Foundation 98% of the Swedish population have access to the internet on a daily basis. This number is significantly lower when it comes to seamen on ships. The purpose of this survey was to find out and to describe how the students of both the Nautical Science and the Marine Engineering Programmes experienced the use of the internet during their ship-based internships and also how important the internet is to the students during ship-based internships. The survey’s purpose was also to describe how much the students take the internet in consideration when choosing a future employer. Furthermore the survey aimed to describe if the students considered the internet connection onboard ships as a decisive cause of ending their career at sea. The method consisted of a quantitative study in the form of questionnaires with fixed response alternatives and questions with a graded approach on a scale of one to six. The sample consisted of 97 respondents from the Nautical Science Program and the Marine Engineering Program at a Naval institute. Upon finishing the survey the primary data was compiled in frequency tables and the distribution of the variable was displayed in bar charts. The result showed that the vast majority of the students experienced the internet onboard to be inadequate. This applied to both the connection as well as the speed of the internet. The survey also showed that the students considered the internet to be of great importance onboard and that it had a clear positive impact on their social contact with family ashore. The internet connection also impacted the students’ mental health. However, the result showed that the students did not take the internet onboard into consideration when choosing a future employer. Neither did the students consider the internet to be a decisive cause for ending their career at sea.