This licentiate thesis investigates the decision-making process behind the regulation of winter shipping along the coast of the northern part of Sweden, the Norrland region, in the period 1940-1975. The licentiate thesis examines two aspects of this decision-making process. First, how the regulations in the field of winter shipping were designed in the period. Second, this work examines the underlying factors behind this regulatory outcome on the premise that the regulatory design in the field was the result of an interaction between the regulating actors in the government and their political and economic institutional context. As for the first issue, it is demonstrated that the period 1940-1975 was characterised by a regulatory ambition to expand winter shipping along the coast of Norrland. This meant that the government made substantial investments in ice-breakers during the period, which gradually expanded the shipping season until the target of year-round shipping even to the northernmost ports was established in the first part of the 1970s. Accordingly, those dues for ice-breaker services proposed by several committees that investigated the issue were never introduced. Instead, government-led ice-breaking has served to compensate Norrland as a peripheral region for its relatively high transport costs. Regarding the second issue, it is showed that the decision-making process was influenced by developments at different policy levels of the government hierarchy. In the period 1940-1964, when a public authority within the maritime sector emerged and was consolidated, developments at the maritime sector level affected the decision-making process to a large extent. In turn, the period after 1964 witnessed a change in government policy towards the Norrland region as a more interventionist regional and industrial policy than earlier was implemented. This meant that the decision-making process to a larger extent was influenced by factors originating from a macro policy level. During the decision-making process, actors at both the maritime sector level and the macro level emphasized the importance of government-regulated winter shipping for the regional industrialization of the Norrland region in terms that reflected the aims and interests of their policy levels. In this respect, actors in the maritime sector pointed to the role of winter shipping as a trade policy instrument while actors who represented the interests of regional development policy and industrial policy considered the expansion of winter shipping as crucial in achieving the general ambition to create a geographically egalitarian welfare state, characterised by high levels of growth and low unemployment.

Shipping containers that can no longer be used in cargo transportation are accumulating in large numbers in ports all over the world. At the same time, the usage of fully modular and prefabricated components in the construction sector is on a constant rise in recent years. Reusing these containers in their current form without melting them down, significantly elevates their lifetime usage as well as opens new and interesting options for modular buildings. While there are already many container buildings worldwide, the area of energy-efficient container houses has hardly been touched. Therefore, the goal of this thesis is to show the usage of shipping containers to plan energy efficient buildings in three different climate zones, while each building itself is fully climate adaptable for its location using passive architecture. To accomplish this primary focus, a detailed analysis of the climate conditions of the locations is necessary. The tree locations are Stockholm, Berlin, and Cape Town. Afterwards a uniform base model will be developed, depending on the specifications of these shipping containers. This Base Case can be adapted to three different climate conditions, by modification and adaptation to create buildings with an effective passive architecture for each location’s climate conditions. These modifications will be used to develop a suitable design for each climate zone with all specifications described and visualized for each case of usage.

The trade of shipping is necessarily international in nature. Courts and international bodies often express the need to ensure international consistency in matters of maritime law. However, it has been an extremely difficult goal to achieve. Many countries have refused to be party to international conventions that seek to ensure comity. Some have enacted laws that reflect part but not all of those conventions, or seek to improve the protection offered by the conventions. The domestic law of each country also adds its own flavour to shipping law as recognised and applied by the courts in that jurisdiction. In 1974 Australia enacted the Trade Practices Act 1974 (Cth) (TPA), heralding a new era in corporate and commercial law. However, its impact on maritime law on Australia has only been felt over the last 10 – 15 years. It is potentially relevant to many areas of maritime law, including carriage of goods by sea, cruise ships, and towage. This thesis explores the encroachment of the TPA on a number of different areas of shipping law, using the few case examples on offer and extrapolating the impact that the TPA may have. It also considers the extent to which the TPA is stymied by simple contractual agreements to litigate or arbitrate in a non Australian forum, despite the TPA’s status as a mandatory statute within Australia. Raised at various points in the thesis is the possibility of law reform, which is a complex compendium of issues overlaid with a moral dimension – does shipping, as an industry, deserve to be exempted from the operation of the Act which sets a high standard of corporate behaviour? If so, how could that reform be shaped? In the meantime, what steps can the shipping industry take to work within the legal framework of the TPA?

<p>This licentiate thesis investigates the decision-making process behind the regulation of winter shipping along the coast of the northern part of Sweden, the Norrland region, in the period 1940-1975. The licentiate thesis examines two aspects of this decision-making process. First, how the regulations in the field of winter shipping were designed in the period. Second, this work examines the underlying factors behind this regulatory outcome on the premise that the regulatory design in the field was the result of an interaction between the regulating actors in the government and their political and economic institutional context.</p><p>As for the first issue, it is demonstrated that the period 1940-1975 was characterised by a regulatory ambition to expand winter shipping along the coast of Norrland. This meant that the government made substantial investments in ice-breakers during the period, which gradually expanded the shipping season until the target of year-round shipping even to the northernmost ports was established in the first part of the 1970s. Accordingly, those dues for ice-breaker services proposed by several committees that investigated the issue were never introduced. Instead, government-led ice-breaking has served to compensate Norrland as a peripheral region for its relatively high transport costs.</p><p>Regarding the second issue, it is showed that the decision-making process was influenced by developments at different policy levels of the government hierarchy. In the period 1940-1964, when a public authority within the maritime sector emerged and was consolidated, developments at the maritime sector level affected the decision-making process to a large extent. In turn, the period after 1964 witnessed a change in government policy towards the Norrland region as a more interventionist regional and industrial policy than earlier was implemented. This meant that the decision-making process to a larger extent was influenced by factors originating from a macro policy level.</p><p>During the decision-making process, actors at both the maritime sector level and the macro level emphasized the importance of government-regulated winter shipping for the regional industrialization of the Norrland region in terms that reflected the aims and interests of their policy levels. In this respect, actors in the maritime sector pointed to the role of winter shipping as a trade policy instrument while actors who represented the interests of regional development policy and industrial policy considered the expansion of winter shipping as crucial in achieving the general ambition to create a geographically egalitarian welfare state, characterised by high levels of growth and low unemployment.</p>

The purpose of this study is to highlight the maritime students' views on and visions for their future career. The results will be used by maritime academies, ship owners and unions to develop their activities in the desired direction and work together for a well-functioning labour market in shipping in the future. To determine the students’ views and visions, interviews were conducted with graduating students at the maritime academies in Sweden. The results show that the reduced Swedish merchant fleet worries students, but that the majority is positive about finding a job after graduation. The students intend to work at sea for at least 8 - 10 years and the salary is not considered to be the most important factor when selecting a workplace, many other factors affect. Today the offshore, tank and Ro-Ro/Ro-Pax market are the most attractive segments and the students feel themselves qualified for the job, but they still believe there are parts of the education that should be developed. Based on the results, recommendations are presented to the maritime academies, ship owners and unions to develop their respective business. Recommendations to officers are also presented.

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.

Syftet med denna studie är att granska hur man som nautiker skall framföra sitt fartyg med hänsyn tagen till säkerheten och sjövägsreglerna i en korsande situation där ett väjningsskyldigt fartyg inte väjer. Vi genomförde en fallstudie bestående av en simulatorövning för ovetande styrmän och semistrukturerade intervjuer med nautiker från Stena Line, Scandlines och Wallenius. Genom att testa intervjurespondenternas lösningar i fartygssimulatorn på Sjöbefälsskolan i Kalmar kom vi fram till för- och nackdelar med olika sätt att agera. Vi har fått en ökad förståelse för hur sjövägsreglerna bör tillämpas i korsande situationer som vi vill att läsaren ska kunna tillgodogöra sig genom att läsa vårt arbete. Styrmännen som intervjuades berättade att de upplever att det är vanligt med fartyg som inte följer sjövägsreglerna. / The purpose of this study is to examine how a Navigating Officer should pilot his vessel safely while taking the Collision Regulations (COLREGs) into account whilst in a crossing situation in which a give-way vessel does not give way. We have examined how these situations can be solved by obtaining qualitative data from semi-structured interviews with Navigating Officers from Stena Line, Scandlines and Wallenius. All the officers whom we have interviewed told us that, in their experience, it is common to meet a ship that does not follow the COLREGs. By putting our respondents’ solutions to the test in the ship simulator at Kalmar Maritime Academy we were able to conclude the pros and cons of different approaches to the problem arising in a crossing situation when a give-way vessel coming from port does not give way. Through this process we (the writers) have gained a better understanding as to how the COLREGS should be applied in crossing situations and we hope that all readers can assimilate this knowledge by reading our thesis.

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The overall aim of this study was to examine the work environment and the associations with safety, and see the relations with occupational accidents and undesired events on board industrial and cruise ships. 215 seafarers participated in this quantitative survey study, with a response rate of 35%. When conducting the hierarchical block regression analysis separately on superiors/officers and subordinates/ratings, the work environment emerged as a predictor for safety status (compliance, attitudes and commitment). Several significant differences in the beta value between the two groups were also found. When testing the differences in the safety status on ships with high and low number of undesired events and accidents, separately on the two groups, significant differences emerged only for superiors and officers; Significant differences were found in compliance when testing high and low number of undesired events, and for high and low number of accidents safety status and compliance emerged significant. Without assuming causation, the work environment appears to be a possible alternate and indirect way of improving on the safety status on board ships. However, safety status and the relations with undesired events and accidents require further investigation before a more accurate conclusion can be made.

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