Syftet med denna studie var att analysera anmälda arbetsolyckor inom sjöfarten utefter frekvens och konsekvens och således kunna dra slutsatser om vilka arbetsolyckor som är allvarligast. Studiens syfte var också att finna eventuella samband mellan dessa olyckor. Efter kontakt med Sjöfartens arbetsmiljönämnd beställdes statistik från Arbetsmiljöverket. Denna statistik bearbetades på olika vis, bland annat genom att stora avgränsningar gjordes gällande typ av befattning ombord. Efter att ha studerat hur förutsättningarna för anmälan av arbetsskada förändrats valdes relevanta år. Resultatet av studien visar att när en person snubblar, halkar, trampar snett eller går tungt leder det i många fall till lång sjukfrånvaro. Det är också denna typ av olyckor som sker oftast. Att en person förlorar kontroll över föremål eller utrustning för förflyttning av material är också något som sker ofta och leder till lång sjukfrånvaro. Det enda riktiga samband som hittats är att den yttre faktorn tross (förtöjningslina/grovt tågvirke) förekommer i flera arbetsolyckor med olika konsekvens och orsak. / The purpose of this thesis was to analyse the reported work-related accidents in shipping by using frequency combined with consequence. Thereafter the purpose was to reach conclusions regarding which work-related accident was the most serious. The thesis also aimed to find if there were any connections between these accidents. Statistics were ordered from the Swedish Work Environment Authority. These statistics were processed in several ways, for instance demarcations regarding position onboard was made. Since the conditions of reporting workrelated accidents had changed during time, relevant years was chosen after consideration. The result of the study shows that when a person experiences an accident where he or she stumbles, trips, slips or treads heavily, the person is more likely to have a long sick-leave. These types of accidents are also the most common ones. To lose control of equipment or to lose control of equipment used to move material is also a common accident leading to a long sickleave. The only connection found is that the external factor hawser is present at several accidents with different consequences and cause.

國際貨櫃航運之特殊櫃專案研究 / Due to the market situation, the shipping industry is now facing a huge challenge of unbalance in supply and demand sides. After 2006, more and more shipping companies start to build the vessels with large capacity because they think the bigger the better. With the new technology of efficient dynamics, more fuel cost can be saved even with the huge size of the vessel. However, with the impact of financial tsunami, the demand for cargo shipping is much lower than the capacity supply from the carriers. Besides, the ocean freights are hardly to increase because of serious competitive between carriers. Hence, the only way to raise the revenue is to cherry pick the cargo and find the high revenue products. Besides, according to the research, 2015 is still a tough year for the shipping industry because of the low freight rates in general cargo and over supply for the space capacity. Therefore, I plan to create a project team to focus on special equipment transportation only in my company, which can help the clients with the packing, inland haulage, customs declaration, and ocean shipping tills the final destination. Our target for example, out of gauge machines, flight simulators, and factory facilities…those over size cargos. I believe customers will care more about the safety while shipping than the price, so the profit will be higher than the standard size cargo. Besides, with fewer competitors in the marketplace, we can create our irreplaceable value in such niche market.

This thesis considers the environmental, economic, social, and cultural effects of increasing shipping activities around Sirmilik National Park of Canada, in order to develop possible scoping questions for future environmental assessments. Using a qualitative approach, 25 semi-structured interviews, two focus groups, observation, and field notes were used to collect data which are then analyzed for linkages between valued environmental and social components and the potential effects from shipping and associated activities. The most prominent concern that emerged regarded the potential impacts to migrating and breeding narwhal in the area. Many respondents also discussed economic and social issues because they perceive increasing shipping as a signal of economic growth. In total, 124 scoping questions were developed in 17 direct environmental impact areas identified by participants, as well as 53 scoping questions relating to cumulative effects and strategic issues. The thesis concludes with some broader management implications that flow from the analysis.

This thesis considers the environmental, economic, social, and cultural effects of increasing shipping activities around Sirmilik National Park of Canada, in order to develop possible scoping questions for future environmental assessments. Using a qualitative approach, 25 semi-structured interviews, two focus groups, observation, and field notes were used to collect data which are then analyzed for linkages between valued environmental and social components and the potential effects from shipping and associated activities. The most prominent concern that emerged regarded the potential impacts to migrating and breeding narwhal in the area. Many respondents also discussed economic and social issues because they perceive increasing shipping as a signal of economic growth. In total, 124 scoping questions were developed in 17 direct environmental impact areas identified by participants, as well as 53 scoping questions relating to cumulative effects and strategic issues. The thesis concludes with some broader management implications that flow from the analysis.

This dissertation examines the resiliency, efficiency, and environmental impact of barge shipments within the upper Ohio River basin, contrasting findings relevant to this region with assumptions and findings of broader national studies and providing alternative assessment methods. The unique attributes of this region’s inland waterways infrastructure and usage patterns are dominated by the shipment of coal; mines and powerplants with heavy and inflexible dependence on barge shipments; and the constrictions of the waterway infrastructure. Acknowledging these attributes allows for a more accurate assessment in the future of risks due to infrastructure failure and opportunities for efficiency gains. Research goals were set in three major areas: assessing the impact of an extended loss of commercial river navigation due to catastrophic infrastructure failure; assessing current and potential new efficiency metrics for inland waterways freight movement, both in terms of vessel movements and the infrastructure itself; and quantifying and assessing air emissions from regional commercial river traffic. The first research goal was to assess the impact of an extended loss of commercial river navigation due to catastrophic infrastructure failure. The objectives of this research goal were to develop a failure scenario; to develop methodologies to identify at-risk commodity shipments, feasible alternate modes of transportation, supply chain options, and shipping costs; and to develop a methodology to assess the potential closure of facilities impacted by infrastructure failure. A hypothetical failure scenario was assessed for a year-long closure of the Monongahela River between Charleroi and Elizabeth in 2010. For this scenario, the potentially displaced volume of coal shipments from mines to powerplants for a hypothetical river shutdown in 2010 was estimated at 7.0 million tons. The resilience of the impacted facilities, the feasibility of their shipping alternatives, and their ability to re-organize into new markets were assessed, showing heavy predicted impacts for facilities within the hypothetical failure zone, minimal impacts on facilities located below the failure zone, and mixed impacts above the failure zone that depend on facility-specific shipping mode alternatives. Lost revenues were estimated for facilities that close due to an inability to adapt, as well as the replacement cost of towboats and barges trapped by a catastrophic and sudden failure. The aggregate costs to these facilities as a result of a year-long closure in 2010 were estimated at $0.56-1.7 billion. The second research goal was to assess commonly used and potential new efficiency metrics for the inland waterways. Objectives of this goal included the development of methodologies to identify, characterize, and differentiate between vessel and commodity trips; to assess efficiency metrics currently used by USACE and develop improved metrics; and to conduct stochastic time studies of commodity trips to quantify efficiency gains from infrastructure improvements. The vessel and commodity trip analyses provide a unique assessment of the inefficiencies created by the infrastructure bottlenecks within the region. Data from USACE’s Lock Performance Monitoring System and the Energy Information Administration’s Survey 923 were used to characterize and rank the vessel and commodity trips made in 2010 in terms of frequency, tonnage, and ton-miles. Such rankings can be used to prioritize optimization projects and to assess usage patterns. The analyses of various efficiency measures commonly used for the inland waterways were conducted in light of the particular constraints of operation within the upper Ohio River basin. These upriver locks differ in size, requiring vessel operators to optimize the type and configuration of barges used within the region, and causing the regional profile to differ from fleet and flotilla profiles generated at a national level or for other regions. Consideration of these differences allows for more accurate analysis of usage patterns, with implications for efficiency considerations of time and fuel consumption. Stochastic modeling of historical usage patterns allows for the comparison of time requirements with different flotilla configurations and with different infrastructure configurations. A scenario analysis on a typical regional shipment between a coal mine and powerplant was used to demonstrate the method. Results show that completion of a long delayed lock reconstruction project will reduce the time required, and thus the cost and fuel, to move commodities across the region. The savings for a 15-jumbo barge tow moving 200 miles across the study area was estimated to be 17% as a result of completion of the Lower Mon Project. The third research goal was to quantify and assess the regional impact of commercial river traffic on air quality. The specific objectives of this goal were to develop a methodology for calculating emission loadings; and to develop a methodology to assess the impact of vessel emissions on regional air monitors. An estimation of particulate emissions from the vessels’ diesel engines is presented, showing total releases of PM2.5 to be about 360 tons in 2010 across 600 river miles of the upper Ohio River basin, on the same order of magnitude as the major point source releases reported in Allegheny County, and about 25% of releases from a typical 1,700 MW regional powerplant. A screening analysis estimates PM2.5 concentrations attributable from towboats passing through the Liberty-Clairton non-attainment region, predicting that these emission levels would be orders of magnitude below the detection limits of the region’s air monitors, and would be dwarfed by the point source impacting those monitors.

This Thesis will consider the development of the traditional bill of lading from its origins, which appear to be much older than previously considered, up to the present day. The development of the bill of lading will be examined in order to answer basic questions: what is a traditional bill of lading, and what functions does it perform. In Part I of the Thesis the development of the three main functions of the traditional bill will be considered, namely receipt, contract, document of title. It will conclude with observations on the nature of the traditional bill of lading and how it differs from the early form of the bill of lading. Part II of the Thesis will then consider the development and nature of related shipping documents (charterparty bills, received for shipment bills, non-transferable bills), how far these documents perform the functions of the traditional bill of lading, and whether they can be truly described as bills of lading. Part II will then go on to consider the development and nature of electronic bills of lading and assess how well such bills perform the functions of the traditional bill of lading. The Thesis will conclude that although most of the functions of the traditional bill are in effect performed by electronic bills, electronic bills are in fact a new type of bill of lading and not merely a traditional bill in an electronic format. Conclusions will then be drawn as to what effect the development of new types of bill of lading will have on the future of the traditional bill of lading in the maritime industry.

Under international law, every state has the sovereign right to establish the conditions under which it will grant its nationality to a vessel. By consequence, different schemes for ship registration have been developed, traditionally the nationalist and open system. While the nationalist system imposes strict requirements regarding national ownership and manning, along with burdensome fiscal regimes for the shipping industry, the open system offered flexible requirements and a friendly taxation environment, that help shipowners to minimize their operation costs. / Open registries have been criticized for not complying with international accepted shipping standards in safety, environmental, and labour aspects. However, some of them have made great efforts to raise these standards, mainly obliged by the new demands of the shipping industry. Nonetheless, the shift to a new culture of quality shipping is not only a responsibility of flag states, but of all the actors of a maritime scenario.

Graduation date: 1982

Major animal welfare concerns existed about mortalities which occurred among the two million sheep transported by sea from Victoria, Australia to the Middle East each year during the 1980s. Research was undertaken to better define the extent of the mortalities, to establish the causes of death, and to prioritise and methodically unravel the underlying causes and risk factors involved. / An analysis of five years of existing industry data on 100 sheep shipments from Victoria (1984/85-1988/89) showed that mortality rates ranged mostly between 1% and 4%, with an average of around 2 ½%. These analyses also showed that sporadic episodes of sudden, high mortality occurred in association with hot and humid conditions in Middle Eastern waters. Heat stress was the presumptive diagnosis. While the occurrences were rare, they accounted for 9% of all deaths. / Observational studies undertaken on 8 research voyages with sheep to the Middle East showed that two other causes of death – an inanition syndrome and salmonellosis – accounted for the majority of all mortalities. Together, these two conditions caused around three quarters of all deaths. / The following risk factors associated with these two major diseases were identified: poor feeding behaviour in the assembly feedlot; physiologic stress at the point of arrival of sheep at the feedlot; and the physical location of sheep on board ships, whereby sheep in the upper tier of pens on every deck of a ship suffered substantially higher mortality rates than those in the lower tier. / Specific studies on the inanition syndrome showed that affected sheep were persistent poor consumers of the pelleted shipboard ration. A problem of severe weight loss was detected in an additional 5% of sheep, which appeared to be associated with inanition. Sheep with the syndrome still had an appetite for familiar food such as hay. An hypothesis was developed that the syndrome may be caused by the failure of affected sheep to recognise or accept the pelleted ration as food. / The epidemiology of salmonellosis outbreaks in the live sheep trade was elucidated. The outbreaks occurred as rise and fall epidemics starting with a large increase in faecal salmonella excretion from sheep immediately after their arrival in the assembly feedlot near the port of embarkation. Epidemics of mortalities from salmonellosis peaked one to two weeks later, then declined before the voyage was completed. Evidence was obtained that salmonella infections persisted in the feedlot environment between consecutive batches of sheep initiating new epidemics in subsequent consignments. / The differences in shipboard mortality rates between upper and lower tier pens (the “tier’ effect) was investigated with observational studies and a major field trial. An hypothesis that the effect was caused by higher light intensity in upper tier pens was tested and rejected. A remaining hypothesis is that the sheep’s fear of elevation in upper tier pens may be the cause. / Overall, the research has advanced knowledge substantially on animal health in the live sheep trade. The findings will influence the debate on animal welfare in the trade, they will be of practical use to the industry, and they have focussed research direction for the future.

Thesis (M.S.)--Naval Postgraduate School, 2002. / Cover title. "June 2002." AD-A404 869. Includes bibliographical references (p. 73-79). Also available via the World Wide Web.