Sedan industrialismens start har människan påverkat klimatbalansen genom förbränning av fossila bränslen. Rökgasemissionerna förorsakade av internationell sjöfart kan inte tillskrivas någon särskild nations ansvar på grund av dess globala och komplicerade verksamhet. FN:s sjöfartsorgan IMO har således åtagit sig ansvaret att minska sjöfartens miljöpåverkan. Införandet av nya miljömål har resulterat i strängare globala och nationella regler som tvingar sjöfartsnäringen till omfattande anpassningar under kort tid. Som lösning för att uppfylla kommande krav gällande rökgasemissioner har flertalet alternativa bränslen diskuterats. Drift på metanol medför låga rökgasemissioner och anses därav ha potential till att bli ett hållbart bränsle inom sjöfarten. Studiens syfte har varit att undersöka vad rederier, maskintillverkare och klassningssällskap anser om metanol som ett alternativt bränsle. Inledningsvis genomfördes en litteraturstudiedel som sedan låg till grund under utformandet av intervjufrågorna. Resultatet visar att metanol anses ha stor potential i jämförelse med andra alternativa bränsle. Då metanol kan produceras från överskottsenergi och transport kan ske med befintlig infrastruktur betraktas det både miljövänligt och ekonomiskt försvarbart. Likväl medför det kraftigt varierande metanolpriset att rederier hämmas att satsa på utvecklingen som krävs för att realisera metanoldrift av fartyg. / 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.

Transition in Europe is one of the most important transformations in modern history. This research investigates the impact of economic and political transition on the liner sector of post-Soviet Europe. Former socialist shipping corporations have begun to offer services under market conditions and left behind the rigid leeway of central planning (Cottam and Roe 2007). Extensive adjustments in ownership, organisation, fleets and markets have transpired. Successful transformation of the maritime industries has a major influence upon the speed and route of economic development in transition countries (Von Brabant 2011). Despite this, liner shipping has received very little attention from academia. There have been no profound investigations, nor a recognised transition model concerning the Eastern European liner sector. However, developments within this field and its importance for liner shipping internationally make transition shipping a topic worthy of rigorous analysis. A review of Eastern European liner shipping during the period of transition was undertaken in order to assess the level of adaptation to the demands of the free market placed upon the Eastern European liner shipping corporations by the post-1989 transformations. Eastern European maritime literature supported the application of the concept from a transition context and assisted in the development of a conceptual model. The role of the model is to provide a visual representation of the most important elements of restructuring processes used in the facilitation of liner shipping in the European free market. Analysis of the research synthesis resulted in the identification of key dimensions crucial to successful transition. A three-tiered Delphi survey classified major areas of change and the relationship of changes to the liner industries. From a systemic point of view, research findings indicate the existence of a number of transitional processes utilised in the restructuring of liner shipping fleets. These are: liberalisation, deregulation, commercialisation, privatisation and European Union accession. Such processes are intricately linked and deeply dependent upon evolutionary timing and sequencing. A discussion of the results provides serious implications for world practitioners. Based on the findings of this study, European Union competitors may take advantage of the fact that transitional liner shipping has largely lost touch with market decisive players, although it has undergone broad privatisation and restructuring. Conversely, Eastern European liner corporations can analyse the effect of transition upon shipping, and draw comparisons between the varying techniques applied and the results achieved by national fleets in order to identify the most advantageous commercialisation strategies. Government initiative will now be required to overcome the conflict between the interest of the liner industry and that of the national citizen, such that there will be public acceptance of free competition, privatisation and foreign investment.

Vid nybyggnation eller modernisering av fartyg installeras ofta avancerade integrerade övervakningssystem i maskinkontrollrum. Det är därför viktigt att de maskinbefäl som ansvarar för driften av fartyget innehar en utbildning och kunskap om hantering och felsökning av övervakningssystemen. Syftet med studien är att undersöka om maskinbefäl får tillräckligt med utbildning på nya integrerade övervakningssystemen för att utföra sina arbetsuppgifter på ett säkert och tryggt sätt. I den här studien har en enkät skickats ut till maskinbefäl ombord nybyggda fartyg där individerna får möjlighet att svara på hur de upplever möjlighet att genomgå utbildning och få kunskap över hur systemen fungerar. Studien visar att majoriteten av de tillfrågade befälen upplever att de innehar tillräcklig kunskap om övervakningssystemen för att kunna utföra sina arbetsuppgifter på ett säkert och tryggt sätt. Studien visar att majoriteten av befälen inte har blivit erbjudna en utbildning på systemen och att de som inte blivit erbjudna hade önskat få en utbildning. Studien visade att utbildningarna som erbjudits ofta är produktspecifika och inte installationsspecifika vilket gör att de inte upplevs som optimala då konstruktion och lösningar ofta avviker emellan installationer med samma produkter. Utbildning erbjuds av tillverkaren men ofta är det bara en liten del av maskinbefälen som erbjuds en plats. Studien visade också att de befäl som inte fick utbildning behövde tillskansa kunskaperna genom att själv utbilda sig ombord antingen i samband med avlämning eller under ordinarie drift. Slutsatsen är att maskinbefälen bör genomgå en utbildning innan de mönstrar på första gången och att det bör ges möjlighet till en uppföljande utbildning efter att besättningen arbetat med systemen en tid. För att avlösande besättningar ska kunna få möjlighet att sätta sig in och tillgodogöra sig kunskap om systemen bör mer tid ges vid avlösning. / During construction of new ships or modernization of ships, integrated automation systems is often installed in the engine control room. It is of importance that the responsible engine officers are familiar with how the system works and that they can perform troubleshooting if eventual faults occur. The aim of the present study is to investigate whether the engineer officer get enough training on new integrated surveillance systems to perform their duties in a safe and secure manner. In this study a questionnaire was sent to engine officers signed on new ships where they got the opportunity to give their answer how they experience the possibility to be trained and acquire knowledge how the systems work. The majority of the engine officers who answered the questionnaires felt comfortable to operate the ship safely. The study showed that the training courses offered often were product specific instead of installation specific, which was not optimal because there can be differences between construction and handling after installations of the same products. The survey showed that a majority of the officers had not been offered training on the monitoring system. The officers who were not offered training expressed a wish to be able to participate in training. Training on the system is offered by the manufacturer but often only a few of the engine officers is offered training by the shipping company. Earlier studies show that crews that participates in the building and delivery process on the shipyard or during installation of a new system receives training on site, the officers that come onboard as reliever after trial run, maiden voyage or during normal operation often have to learn by doing. The conclusion is that the officers should be given the opportunity to participate in training before signing on and also a follow up training course after working with the system for a while. To give the relieving officers a chance to familiarize themselves and assimilate knowledge of the system, there have to be more time available in conjunction with leave.

I takt med att isens utbredning i Arktis minskar ökar potentialen för Nordostpassagen att bli ett alternativ till Suezkanalen. En inledande litteraturstudie identifierar möjliga effekter på miljön vid en kraftig ökning av kommersiell sjöfart längs Nordostpassagen. Resultatet av litteraturstudien diskuteras i intervjuer med tre personer verksamma inom biologi, filosofi och statsvetenskap för att undersöka hur globala förbättringar kan värderas mot lokala skadeverkningar. Litteraturstudien fann att de största miljöeffekterna i Arktis kommer från sjöfartens luftutsläpp, oljespill samt den stressande effekt fartyg har på djurlivet. Globalt sett kan ett ökat användande av Nordostpassagen ge en minskning av sjöfartens koldioxidutsläpp. De intervjuade har delade åsikter om huruvida koldioxidminskningen kan väga upp för de lokala effekterna i Arktis. Vidare önskade de intervjuade se tydlig reglering av eventuell sjöfart i området och att den vinst som genereras av rutten ska bidra till att minska de negativa miljöeffekterna. / As the ice coverage in the Arctic decreses the potential for the Northeast Passage as an alternative to the Suez Canal increases. An initial literature review identifies potential environmental effects of increased shipping along the Northeast Passage. The result of the review is discussed in three separate interviews with a philosopher, a biologist and a political scientists to study how global environmental improvements can be appraised when set against local damages. The literature review revealed air pollution, oil spillages and the stress vessels can cause wildlife to be the most important local factors. The study also found that an increased use of the Northeast Passage may lead to decreased levels of carbon dioxide emissions from shipping globally. The interviewees had different opinions on whether or not the reduction in carbon dioxide emissions outweighs the local environmental impact in the Arctic. Furthermore, the interviewees shared the opinion that shipping in the area needs to be regulated and that the profit made from using the passage should contribute to limiting the harmful environmental effects.

Beslutsfattande är den viktigaste av alla ledningsaktiviteter. Syftet med denna studie är att undersöka hur befälhavare upplever beslutprocesserna ombord och i den omgivande organisationen. Undersökningen har gjorts genom intervjuer med tre befälhavare. Intervjuer valdes för att kunna lyssna till intervjupersonernas upplevda värld och de har varit semistrukturerade, som stöd har en intervjuguide använts. Det går i den här formen att följa trådar eller infall men också att gå tillbaka och förtydliga. Som underlag för analysen beskrivs teorier om beslutsprocesser, ansvar inom sjöfarten och arbete i team eller grupper. Analysen har sedan gjorts utifrån en modell i beslutsteorin. Resultatet har blivit en berättelse genom beslutsprocessen och den har givit två intressanta slutsatser nämligen: att när styrning från managementbolag allt mer börjar användas upplever sig befälhavarna maktlösa och långt från besluten fast de å andra sidan är tydliga med att de bestämmer och skaffar sig strategier för att behålla beslutet. / Decision making is the most important of all managerial activities. The purpose of this study is to examine how commanders experience decision-making processes on board and in the surrounding organization. The survey was conducted through interviews with three masters. Interviews were chosen to listen to the interviewees’ perceived world and they have been semi-structured, as support an interview guide has been used. In this shape it is possible to follow threads or whim but also to go back and clarify. As a background for analyze, theories of decision-making, responsibility in shipping and work in teams or groups are described. The analysis has been based on a model of decision theory. The result is a story by the decision making process and it gave two interesting conclusions: when control by management companies is increasing masters experience loss of power and distance to decisions but on the other hand they are clear that they are in charge and acquire strategies for retaining that.

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.

Miljöpåverkan blir ett allt större problem i dagens samhälle och mycket av den miljöpåverkan kommer från global transport av gods. För att minimera denna miljöpåverkan implementeras olika miljölagar för att tvinga fram en förändring men det har visat sig att regelverken inte räcker till. Därför krävs ekonomiska incitament som genom finansiella drivkrafter ska motivera företag till gröna investeringar som leder till mindre påverkan på miljön. Denna uppsats har studerat miljöpolicy inom väg-, tåg och sjötransport för att undersöka vilka ekonomiska incitament som står till buds inom transportsektorn. Därefter genomfördes en enkätstudie inom sjötransport där rederier fick gradera de identifierade ekonomiska incitamenten i hur viktiga de var och hur stor påverkan de hade på beslut inom företagen kring gröna investeringar. Detta gjordes i avsikt att identifiera vilka ekonomiska incitament inom rederisektorn som är effektiva och som kan främja gröna investeringar. Enkäten undersökte 6 olika typer av ekonomiska incitament inom rederisektorn: miljöcertifiering, miljölagar, offentliga investeringar i grön infrastruktur, investeringsbidrag från myndigheter, miljörabatter och miljöindex. Det visade sig att alla de undersökta ekonomiska incitamenten främjade gröna investeringar men i olika grad. Studien visade att rederierna verkade ha en mer positiv inställning till incitament med direkt finansiell påverkan och en mindre positiv inställning till incitament med en indirekt finansiell påverkan. I enkäten graderades miljölagar till att vara mest viktig och ha störst påverkan medan miljöindexen var minst viktiga och hade minst påverkan. / Environmental impact from transport of goods is a growing problem in today’s society. Environmental laws are implemented to minimize this impact and to force change in the industry but it has become clear that these laws are not enough to reach environmental goals set by different governments. Fiscal incentives are therefore implemented to, through economical forces, motivate companies to make green investments that minimize their environmental impact. This paper has studied environmental policies in the road transport sector, railway sector and the shipping sector to examine what kinds of fiscal incentives are being used in the transport sector. A survey study in the shipping sector was conducted where shipping companies was asked to grade the identified fiscal incentives in importance and influence on decisions concerning green investments. This was done with the purpose to identify which fiscal incentives in the shipping sector that can promote green investments. The survey examined 6 different types of fiscal incentives in the shipping sector: environmental certification, environmental laws, public investments in green infrastructure, governmental subsidies, environmental discounts and environmental indices. The study shows that all the examined fiscal incentives can promote green investments but to different degree. The study also shows that the shipping companies had a more positive attitude towards incentives with a direct financial impact and a less positive attitude to those with an indirect financial impact. The shipping companies graded environmental laws and environmental discounts as being the most important and having the greatest influence on decisions concerning green investments and environmental indices as being the least important and having the least influence.

The purpose of this paper is to analyse which navigational rights are applicable to foreign commercial vessels performing trans-arctic shipping through the Northwest Passage and how this affects the potential for Canada, through article 234 of the United Nations Convention on the Law of the Sea (UNCLOS), to issue national environmental legislation regulating pollution from ships. This is done through the method of legal dogmatics, characterised by analysis of the sources of law and the hierarchy between them. In this paper, the main sources of law employed are UNCLOS and relevant case law from the International Court of Justice. The main conclusions presented in the paper are that the Northwest Passage consists of a combination of territorial sea and exclusive economic zone, which generally means that commercial vessels are allowed innocent passage through the parts of the passage forming the territorial sea and are largely subject to freedom of navigation through those parts that form the exclusive economic zone. However, it seems likely that the Northwest Passage is a strait used for international navigation, in which case, the vessels passing through it are instead subject to the regime of transit passage. This would negatively affect the possibility for Canada to issue national legislation to regulate pollution from foreign vessels. However, as long as the Northwest Passage is covered by ice for most of the year, article 234 UNCLOS allows Canada far more leeway in regard to issuing anti-pollution legislation, both in the territorial sea and the exclusive economic zone, regardless of whether the Northwest Passage is found to be a strait used for international navigation. The passage regime applicable to foreign commercial vessels under article 234 could be characterised as a sui generis passage.

Thesis. 1977. Ocean E.--Massachusetts Institute of Technology. Dept. of Ocean Engineering. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING. / Includes bibliographical references. / Ocean E.

Green Shipping Practices (GSPs) are a new and increasing trend in the shipping industry. This appears to be a response of the shipping industry to the increasing demand for sustainability in this industry sector. While these practices are gradually becoming acceptable, it is unclear what motivates shipping firms to engage in these practices. This research explored four theoretical perspectives to identify what theory adequately explains the adoption of GSPs and the impact on organisational performance. Through robust literature review, data collection and analysis the conceptualization and definition of GSPs (Lai et al, 2011) is validated. This research through industry case study fills the existing void in literature by identifying what factors influence the adoption of GSPs and how this affects organizational performance. This research adopted a case study approach to exploring the subject area. This is because the research area is still very new and there is little data and literature in this area. The findings suggest that GSPs adoption is largely driven by coercive influences. The research identified factors that influence GSPs adoption classifying them as drivers and enhancers. The research also identified the impact of GSPs on organisational performance classifying the impact as perceived benefits and constraints. The theoretical contribution of this research amongst others include the identification of Institutional theory as plausible explanation for GSPs adoption. Provides adequate explanation to GSPs adoption. Furthermore, this theory is extended to include the influence of moral conviction/values. The research also makes methodological contribution having made use of a qualitative approach in contrast to the prevailing quantitative approach used in similar studies.