Verksamheten ombord på fartyg blir mer beroende av datakommunikation och många av arbetsuppgifterna ombord underlättas genom att besättningen kan nå information lagrad på annan plats. Fartygens bredbandsanslutning sker till största delen via satellitkommunikation där långa avstånd och begränsad datahastighet resulterar i att datakommunikationen blir ineffektiv. I denna studie undersöks vilken prestandaförbättring som utrustning för nätverksoptimering kan innebära för långsamma WAN-förbindelser via satellit. Undersökningen visade att det största problemet med anslutningar via satellit är den signalfördröjning som uppkommer vid långa sändningsavstånd. Detta medför att det blir prestandaproblem för datatrafiken och användare upplever anslutningen som långsam. För att åtgärda detta finns utrustning som hanterar datatrafiken och genom olika tekniker kan öka prestandan på anslutningen. För att undersöka hur stor prestandaförbättringen kan vara genomfördes ett antal olika experiment med utrustning för nätverksoptimering. Experimenten genomfördes genom att utvärdera filöverföringar med och utan nätverksoptimering. Resultaten visar att utrustningen för nätverksoptimering ger en stor prestandaförbättring vid filöverföringar. / Shipboard operations have become more reliant of data communication and many of the duties on board may be facilitated if the crew can access information stored elsewhere. The broadband connection between ship and shore is mostly done via satellite communication where long distances and limited data rate results in inefficient data communication. This study examines network optimization and the performance improvement this can have regarding slow WAN connections via satellite. The survey showed that the biggest issue with data communication via satellite is the signal delay caused by the long transmission distance which means that there will be performance degradation for data traffic and users will experience the data communication as slow. To solve this there is equipment that enhances the performance of the connection and handles the data communication by implementing various techniques. To investigate how much the performance improvement can be this study carried out a number of experiments with network optimization equipment.  The experiments evaluated file transfer with and without network optimization. The results show that the network optimization gives a major performance improvement regarding file transfer.

Approximately 98 % of South African exports are conveyed by sea. The volume of South Africa's sea trade represents approximately 3,5 percent of world seaborne trade in tonnage terms, a performance that placed the country on the map of international maritime nations. The major portion of South Africa's dry-bulk exports is shipped from the port of Richards Bay. Richards Bay is the seventh largest world port in terms of cargo volumes, and handles in excess of 80 million tons per annum. This represents approximately 57 % of all South African seaborne trade by volume. The greater portion of South African seaborne trade, especially on the export side consists of shipments of primary (raw) products or beneficiated primary products, and accounts for approximately 140 million tons of all cargoes. The export of primary products or commodities is a vital part of the South African economy and generates a substantial amount of the country's foreign exchange. This dissertation concludes that shipment on FOB terms continues to command the lion's share of all export consignments handled in the port. In fact from the more than 78 million tons of cargo covered in the survey, more than 64 million is shipped on FOB terms, which constitute in cargo volumes approximately 82% of all exported commodities from the Port of Richards Bay. The high incidence of shipments on FOB terms leaves the final arrangement of shipping in the hands of foreign buyers. This represents a substantial loss of revenue in invisible earnings for the country's service account of the balance of payments. / Thesis (M.Com.)-University of Natal, Durban, 2003.

This thesis details a study of strategies used to limit the flow generated noise encountered in the outlet diffusers of high velocity heating, ventilation and air conditioning (HVAC) duct systems. The underlying noise rating criterion is drawn from the specifications covering ocean going aluminium fast ferries. Although directed primarily towards the fast ferry industry the results presented herein are applicable to other niche high velocity HVAC applications. Experimental tests have been conducted to prove the viability of a high velocity HVAC duct system in meeting airflow requirements whilst maintaining acceptable passenger cabin noise levels. A 50 mm diameter circular jet of air was expanded using a primary conical diffuser with a variety of secondary outlet configurations. Noise measurements were taken across a velocity range of 15 to 60 m/s. An optimum outlet design has been experimentally identified by varying the diffuser angle, outlet duct length and the termination grill. A 4 to 5 fold reduction in required duct area was achieved with the use of a distribution velocity of 20 to 30 ms-1, without exceeding the prescribed passenger cabin noise criteria. The geometric configuration of the diffuser outlet assembly was found to have a pronounced effect on the noise spectrum radiating from the duct outlet. The development of a numerical model capable of predicting the flow induced noise generated by airflow exiting a ventilation duct is also documented. The model employs a Large Eddy Simulation (LES) CFD model to calculate the turbulent flow field through the duct diffuser section and outlet. The flow-generated noise is then calculated using a far field acoustic postprocessor based on the Ffowcs-Williams and Hawkings integral based formulation of Lighthill???s acoustic analogy. Time varying flow field variables are used to calculate the fluctuating noise sources located at the duct outlet and the resulting far field sound pressure levels. This result is then used to calculate the corresponding far field sound intensity and sound power levels. The numerical acoustic model has been verified and validated against the measured experimental results for multiple outlet diffuser configurations.

Thesis (MPhil)--Stellenbosch University, 2000. / ENGLISH ABSTRACT: The increasing financial pressures exerted on ship owners in recent years due to cost inflation, overtonnage and low freight rates in many sectors, have forced ship owners to increase cost savings and contain costs. That induced certain shipowners to operate substandard ships. The cost advantages in substandard ships are through failing to maintain safety equipment and procedures, employing cheap and untrained crews, repairing only essential equipment on breakdown and register under flags that do not comply with all the international regulatory, economic and social requirements for ships. Those ships undercut the true costs of operating a ship and eventually drive the obedient shipowner out of the market at the cost of safe and clean seas. Because of the complex international environment in which shipping operates an international regulatory framework is needed to ensure safety at sea. This assignment gives a layout of that framework, which is co-ordinated by the International Maritime Organisation (!MO), as well as the ways in which it is implemented and regulated in individual countries, with reference to South Africa. The functioning of the South African Maritime Safety Agency (SAMSA), which has been established on 1 April 1998, is also discussed. The benefit of safe ports is highlighted and also the cost savings in marine insurance if ships are classified as safe. A brief description of the navigation instruments that SAMSA use to assist in achieving maritime safety is given. Finally, the diseconomies of substandard ships are debated against quality ships for cleaner seas. / AFRIKAANSE OPSOMMING: Die toenemende finansiële druk op skeepseienaars, as gevolg van koste inflasie, oortonnemaat en lae vragtariewe in verskeie sektore, het hulle gedwing om oor die laaste aantal jare hul kostes te beperk. Gedwonge kostebesparings gee aanleiding daartoe dat sekere skeepseienaars onveilige skepe bedryf. Kostevoordele in onveilige skepe word bereik deur veiligheidstoerusting en -prosedures nie in stand te hou nie, goedkoop en onopgeleide bemanning aan te stel, slegs die nodige herstelwerk aan toerusting te doen en deur te registreer onder vlae wat nie voldoen aan internasionale regulering, ekonomiese en sosiale vereistes vir skepe nie. Eienaars van sulke skepe, onderskruip die ware bedryfskoste van 'n skip en uiteindelik dryf dit die wetsgetroue skeepseienaars uit die mark ten koste van 'n veilige en skoon see. As gevolg van die komplekse internasionale omgewmg waann skeepvaart funksioneer, word 'n internasionale reguleringsraamwerk benodig om veiligheid ter see te verseker. Hierdie werkstuk gee 'n uitleg van daardie raamwerk, wat gekoordineer word deur die Internasionale Maritieme Organisasie (!MO), asook die manier waarop dit geïmplementeer en gereguleer word in individuele lande met verwysing tot Suid-Afrika. Die funksionering van die Suid-Afrikaanse Maritieme Veiligheids Agentskap (SAMSA), wat tot stand gebring is op 1 April 1998, word bespreek. Die voordele van veilige hawens word uitgelig, sowel as die besparings in maritieme versekeringskoste indien 'n skip as veilig geklassifiseer word. 'n Kort beskrywing van navigasie-instrumente wat SAMSA gebruik om maritieme veiligheid te bewerkstellig, word kortliks bespreek. Ten slotte, die dis-ekonomie van onveilige skepe word gedebateer teenoor die kwaliteit van skepe vir 'n skoner see.

Syftet med arbetet har varit att studera hemtagningen av varor ifrån Asien till Sverige, och ta fram olika förbättringsförslag på hur importföretag inom klädindustrin kan minska lagerhållna volymer samt genomflöde i sina centrallager. Detta har gjorts med hjälp av ett textilföretag i, Borås, som tillverkar och importera alla sina produkter ifrån Asien. Textilföretaget vill vara anonyma, därför har författaren av rapporten valt att kalla det för Företag X. Företag X omsätter cirka 500 miljoner, och i dagsläget mellanlandar allt gods i deras centrallagret i Borås. Delar av godset är redan vid produktion öronmärkt till specifik återförsäljare, därför har författaren valt att koncentrera sig på just dessa flöden i rapporten för att avgränsa arbetet något. Rapportens syfte är med andra ord att ta fram olika scenarier som visar på hur detta gods kan levereras direkt ut till respektive återförsäljare, utan att behöva ta omvägen via Borås.För att hitta för- och nackdelar med de olika scenarier gjordes det inledningsvis en litteraturstudie för att skapa en gedigen informationsgrund att utgå ifrån. Sedan genomfördes ett flertal studiebesök och semistrukturerade intervjuer med inblandade parter i försörjningskedjan. Respondenterna var många och från flera olika företag och positioner, allt för att få resultatet så gynnsamt som möjligt för alla inblandade.Analysen visar på tre olika scenarier, utifrån Företag X’s förutsättningar och arbetets avgränsningar, som alla bidrar till att Företag X kan minska sina lagerhållna volymer samt genomflöde i sitt centrallager.Scenario 1 innebär att återförsäljaren tar över ansvaret av godset redan i en hub i Asien. Godset sorteras ut till respektive återförsäljare redan i fabriken alternativt i en hub/terminal i Asien, innan återförsäljaren möter upp och tar över ansvaret vid hubben. Det är då upp till återförsäljaren hur den vill frakta godset från Asien till Sverige, och Företag X släpper där med allt ansvar. Detta scenario innebär att försörjningskedjan är kort och kostnadsfokuserad och Företag X kommer kunna minska de kostnader som uppstår kring frakt och hemtagning av godset.Scenario 2 innebär att återförsäljaren tar över ansvaret för godset vid en terminal/hub i Göteborg. Godset har då cross-dockats (sorterats upp till respektive återförsäljare) antingen i en hub/terminal i Asien eller så görs det i terminalen/hubben i Göteborg. Från hubben i Göteborg är det sedan återförsäljarens ansvar att sköta frakten till sitt eget lager.Scenario 3 är likvärdigt hur det ser ut för Företag X idag, att återförsäljaren tar över ansvaret för godset först när det anlänt till deras lastbrygga. Skillnaden är dock att det gods som redan är öronmärkt till återförsäljare inte mellanlandar i centrallagret i Borås. Istället cross-dockas godset i en hub i Asien, alternativt i en hub i Göteborg.Författaren anser dock att Företag X själva ska göra en djupare efterforskning innan ett scenario eventuellt implementeras, då författaren av rapporten inte hade tillgång till all inköp- och försäljningsdata.vEn slutsats som har dragits och som presenteras i resultatet är att scenario 3 bör vara mest gynnsamt för Företag X i dagsläget och även på lång sikt. De behåller då maximal kontroll av leveransen, vilket innebär att pris- och tillverkningsinformation inte riskerar att hamna i fel händer, vilket skulle kunna resultera i kundbortfall och nya starka konkurrenter. / The purpose of this report was to study the imports of goods from Asia to Sweden, and to present improvements on how companies in the textile industry can reduce their inventory volumes and goods flow in their central warehouse. The study has been done with a little help from a textile company in Borås, which manufactures and imports all their products from Asia. The textile company wants to be anonymous, therefore the author of this report has chosen to entitle it as Company X. Company X has a turnover of approximately 500 million SEK, and they currently interlining all their goods in their central warehouse in Borås. Parts of the goods are already earmarked for specific retailers, therefore the author has chosen to concentrate on these flows only, to delimit the work a bit. In other words, the purpose of the report is to provide different scenarios that show how the goods can be delivered directly to their retailers, without having to take the route through Borås.In order to find the pros and cons of the different scenarios, a literature study was initially made to create a solid information base. Then several visits at Company X and semi structured interviews were conducted with different stakeholders in the supply chain. There were several respondents from different companies and positions, all to make the results of the study as beneficial as possible for all involved.The analysis shows three different scenarios, based on Company X's prerequisites and work delimitations, which all contributes to a reduce of Company X stored volumes and goods flow in its central warehouse.Scenario 1: The retailer takes over the responsibility of the goods already in a hub in Asia. The goods are sorted out to respective retailer already in the factory or in a hub/terminal in Asia, before the retailer meets up and take over the responsibility of the goods at the hub. Then it is up to the retailer how they want to ship the goods from Asia to Sweden, and at that time Company X releases all the responsibility. This scenario means that the supply chain is short and cost-focused, and Company X will be able to reduce their costs that arise from shipping the goods.Scenario 2: The retailer takes over the responsibility for the goods at a terminal/hub in Gothenburg. Before that, the goods have been cross-docked (sorted out to respective retailers) either in a hub/terminal in Asia or in the terminal/hub in Gothenburg. From the hub in Gothenburg it is the retailer’s responsibility to handle the freight to their own warehouse.Scenario 3: Is equivalent to what it looks like for Company X today, where the retailer takes over the responsibility for the goods when it arrives at their own warehouse. The difference is that the goods do not pass at the central warehouse in Borås. Instead, the goods are cross-docked in a hub in Asia, alternatively in a hub in Gothenburg, before it delivers to the retailers.The author of this report believes that Company X must do a deeper investigation before a scenario may be implemented, as the author of the report did not have access to all purchase- and sales data.viiOne conclusion that has been drawn is that scenario 3 should be most favourable to Company X both at the present and at a long term. They retain the maximum control of delivery, which means that information about price and manufacturing does not end up in wrong hands, which could lead to a loss of customer and new stong competitors.

Le navire possède une nationalité lui permettant d'être identifié partout où il se trouve. Il est le moyen de transport préféré des échanges commerciaux internationaux de marchandises, et/ou des personnes, d'un port à un autre, d'un pays à un autre. Avoir une flotte marchande nationale est primordial pour le pays ; mais diverses contraintes entravent son expansion et son développement. Les contraintes sont aussi bien internes qu'externes (hégémonie des grands armateurs, domination des grandes nations maritimes). Au niveau national, l'immatriculation d'un navire obéit à certaines conditions. Les procédures sont lourdes et longues ; les textes sont très anciens et nécessitent d'être modifiés afin de répondre aux besoins des armateurs désirant de créer ou de renforcer leurs flottes. Au niveau international , les contraintes datent depuis toujours. L'histoire du commerce maritime a toujours montré l'envie de domination des grandes nations sur les autres. Dans un certain temps par le colonialisme pur et simple, lequel a connu des protestations et des soulèvements des peuples colonisés dans le but de retrouver leur indépendance. Ensuite s'est instaurée la domination économique et commerciale, toujours par les mêmes nations, dites développées et industrialisées ; cette fois ci à travers les accords commerciaux bilatéraux ou multilatéraux, et des organismes internationaux (O.N.U., C.N.U.C.E.D., O.M.I., O.M.C., ...). Une grande partie de ces accords et ces conventions a été élaborée sur mesure, sous le lobbying des nations dominantes, de telle sorte que leurs intérêts soient préservés / Ship has a nationality (a flag) allowing her to be identified wherever she is. It's preferred means of transport for international trade of goods, and/or passengers, from a port to port or a country to another. To have a national merchant fleet is vital for the country (or the state), but various constraints hinder its expansion and development. The constraints are both internal and external (hegemony of the major shipping companies, domination of the major maritime nations). Nationally, the registration of a vessel is subject to certain terms. The procedures are cumbersome and complicated ; the legal texts are very old and need to be modified to meet the needs of owners to establish or strengthen their fleets. At the international level, the constraints have always existed. The history of maritime trade has always shown the desire of the great nations to dominate others. First, in a period of pure and simple colonialism, in which protests and uprisings of the colonized peoples occured, in order to regain their independence. Then, the commercial and economic domination has been established, still with the same nations, so-called developed and industrialized ; this time through bilateral or multilateral trade agreements, and international agencies (United Nations, U.N.C.T.A.D., I.M.O., W.T.O., ...). Much of these agreements and conventions were developed and personalized, under the lobbyong of the dominant nations, so that their interests are constantly safeguarded

Arbetets syfte var att undersöka intentionen och förväntade effekter av den nya sjöarbetskonventionen som nu ska implementeras vad gäller bemanningsnivåer och vilotider på svenska fartyg. Genom att först genomföra en litteraturstudie lades grunden för arbetet. Med anledning av att konventionen inte var implementerad genomfördes en kvalitativ intervjustudie mot tre sakkunniga representanter från svensk sjöfartsnäring för att utreda vad konventionens verkliga intention var. Därefter genomfördes en kvalitativ intervjustudie mot fyra aktörer i den svenska sjöfartsnäringen för att utreda vad dessa förväntade sig för effekter av konventionen, gällande bemanningsnivåer och vilotider. Resultatet av undersökningarna visade på att konventionens intention är att höja den internationella standarden vad gäller just bemanningsnivåer och vilotider till en nivå som liknar den svenska relativt höga nivån. Vad gäller förväntade effekter av konventionen tror de svenska aktörerna att den svenska sjöfartsbranschen kommer att se ganska små förändringar om några alls. / The purpose of this thesis was to examine the intention and expected outcome of the new Maritime Labour Convention 2006 (MLC 2006) regarding the regulations of manning levels and hours of rest on Swedish vessels. Firstly, a thorough literature review was conducted to create a sound foundation for the following investigations. Given that the convention was not implemented during the work of this thesis a qualitative interview was carried out on three expert representatives from the Swedish shipping industry. The purpose of this interview was to determine the intention of the convention. After that a qualitative interview was carried through on four stakeholders in the Swedish shipping industry to investigate what their expectations of the convention's outcome was regarding manning levels and hours of rest. The resulting conclusions of theese studies show that the conventions intention is to raise the global standard of manning levels and hours of rest to a level that is similar to the one already used in the Swedish shipping industry. The expected outcome of the convention regarding the Swedish shipping industry was that there will be very little, or no changes at all.

Aquatic invasive species (AIS) are biological pollutants that cause detrimental ecological, economic, and sociological effects on non-native communities. With increasing globalization through maritime trade, coastal ports are vulnerable to AIS introductions transported by commercial vessels. As Cuba’s Port Mariel becomes a competitive transshipment hub within the Caribbean, it is essential to identify the potential threat that AIS may pose with a likely increase in shipping activity. It is equally important to understand the status of established AIS in Cuba and control measures presently being implemented by the country. This information can provide guidance for establishing or improving Cuban AIS preventative and remedial actions. For this study, publically accessible information was used to conduct threat assessments of present and potential AIS in Cuba and to identify feasible international donors of AIS due to trade with Port Mariel. Fifteen species were identified as established Cuban AIS, eight of which were associated with harmful impacts to the environment, economy, and human health. Only one established AIS, Perna viridis (the Asian green mussel), was recorded as having repeated, negative influences in Cuba. Regional trade partners of Port Mariel were identified as the most likely donors of AIS due to ecological similarity and minimal voyage duration between countries. These trade partners also represented the busiest ports and transshipment hubs in the wider Caribbean region and, therefore, could expose Port Mariel to ‘stepping-stone’ invasions. Five species associated with international trade partners were identified as potentially detrimental to Cuba if introduced into Port Mariel. There were no significant differences between the salinity and temperature tolerances of the AIS already established in Cuba and the possible AIS of concern, suggesting that these potential invaders could survive the environmental conditions of Port Mariel and subsequently become established throughout Cuba. The results presented herein are a preliminary assessment of AIS threats in Cuba and emphasize the importance of prioritizing AIS prevention and management. This study also establishes a baseline inventory of potential AIS in Cuba and a methodology that can be followed for future analyses outside of the study region.

This master thesis deals with the very current topic of ballast water management, a very specific field in the maritime shipping industry. The aim of the thesis is to introduce the subject clearly and to sum up the main issues which restrain a smooth implementation of new regulations that emerged from a recently adopted international treaty. This treaty, the so-called Ballast Water Management Convention, will possibly have immediate impact on the seafreight market rates and thus on the entire international trade. So purpose of this thesis is to estimate what the result might be like.

This thesis analyzes the impact of processes associated with order execution on customer satisfaction. The theoretical part should introduce readers to current and relatively comprehensive e-commerce market. The objective is to formulate and highlight information and concepts, which are important for understanding the subsequent practical applications. The thesis is focused on logistics processes that affect customer satisfaction, e.g. receiving, assembling and shipping. The practical part should analyze the processes using the example of an online store Mall.cz. The main interest of the thesis emphasis on the functioning of the distribution center, identification of bottlenecks and the implementation of measures for the efficient order execution. In the final part the author analyzes three major competitors and their offers of the delivery of goods. The output of that part is a SWOT analysis. The main objective of the thesis is to identify the key factors of logistics processes and evaluate their impact on customer satisfaction. A specific feature and benefit of this work is the interconnection of marketing and logistics perspective.