Academic literature on the topic 'Navy (Swedish)'

The Stirling power module V4-275R, integrated with a liquid oxygen system, is currently built for submarines for the Royal Swedish Navy and for the offshore company Comex in France. Since mid 1985 the Stirling engine system for the Swedish Navy has been successfully tested in a full-scale submarine test section. The next step in this programme will be an integration of the Stirling system into an operational Swedish submarine. A contract has been signed having Kockums as the main contractor. The French programme means a 500 ton manned diver lock-out submarine, the SAGA I, which is under final construction at Comex in Marseille. The energy system for the SAGA submarine consists of two V4–275R Stirling engines of maximum 100 kW power each. The oxygen storage, manufactured by AGA Cryo in Gothenburg, consists of two liquid oxygen tanks providing a total capacity of 10000 kWh, allowing the submarine to perform missions of up to 14 days submerged.

During the seventeenth century Sweden rapidly changed from a small insignificant country in Europe’s northern periphery to a great military power. The navy was a crucial part of the expansion, but to maintain a standing navy was a demanding task for a comparatively poor and sparsely populated country. One of many difficulties was to recruit skilled and competent seamen. Sweden had no large merchant fleet that could serve the navy with experienced men, and to hire professional crews would have been too expensive. The solution was to recruit poor men from the lower strata of society in coastal villages and towns through what is known as the allotment system (in Swedish: indelningsverket). Those men normally had very little experience of handling large sailing vessels but were soon trained for the task. Once conscripted in the navy they lived two lives. In the summer during the sailing season they were naval seamen. During winter they became farmhands, workers and craftsmen ashore. Thus they constructed a maritime culture of their own, with ideals and values that sometimes were closely linked to a broader maritime culture in Europe and sometimes had more in common with a Swedish rural community culture. This article investigates how this maritime/rural culture was shaped; to what extent the seamen adjusted themselves to a military order and finally what happened when the seamen’s values and ideas collided with the hierarchy and power relations within the navy.

When studying a local society dominated by naval officers and the extent to which they integrated the Jewish community in their midst, a new perspective on Swedish naval history is revealed. The Swedish Royal Navy has always been internationally orientated, but previous research has not taken this into account. Furthermore, not much research has been undertaken on the Swedish Royal Navy at all. As a metropolitan outpost, Karlskrona has generally been seen, by historians and contemporaries alike, as largely peripheral to the upheavals of the late nineteenth and early twentieth centuries. Jews were not allowed to settle in Sweden until 1779, but in 1782 their settlement was permitted, though restricted to Stockholm, Gothenburg and Norrköping. The naval city of Karlskrona became an exception to the regulations. Previous research on the Jewish parish in Karlskrona was undertaken in the 1910s, and mistakenly concluded that it was the most unfriendly environment for Jews in early modern Sweden. This article seeks to reinterpret old sources and add newly found ones, which together engender a new perception of Jewish integration in Karlskrona. This is done by adopting the Port Jews concept and recognizing naval cities as internationally orientated production centres. In line with this, the article argues that Karlskrona, together with Gothenburg, should be interpreted as a Swedish example of the Port Jews concept.

This paper deals with the use of old, preserved ships as ship symbols in society. Emanating from this is also a special treatment of the projection of the symbolism of the "regal ship" in Swedish society since the 17th century. 'Regal ship" was a denomination, during the 17th century, of big, sailing warships in the Swedish navy. In this connection is also traced and discussed the ideology adhering to the symbolic expressions around the "regal ships" in past and present society.

The article covers the important aspects of the Russian-Swedish war of 1741-1743, which has attracted little attention in Russian historiography. The war was waged over three campaigns, witnessed by two British ambassadors in Russia, Edward Finch and Cyril Wyche. Based on the diplomatic correspondence of the British ambassadors, previously unexplored in the Russian historical science, the author analyzes the information which they received from high-ranking Russian officials, including commanders of the troops, and then passed on to London. In particular, it concerned the state of the Russian armed forces on the eve of the war with Sweden. The diplomats noted and informed their superiors about the weaknesses of the Russian navy. Keeping track of the course of the war, the ambassadors briefed the Secretary of State about its causes, the main being the desire of the Swedes to abrogate the conditions of the Nishtad peace and regain the territories lost during the Northern War of 1700-1721. Both ambassadors acknowledged the courage and heroism shown by the Russian soldiers in battles with the enemy, as well as their humane treatment of the captured Swedes. At the same time, they drew attention to the manifestations of cruelty inflicted by irregular troops who participated in the raids in Finland. The dispatches of the ambassadors also reveal the stance taken by a number of countries towards the conflict between Russia and Sweden: hostile on the part of France and generally benevolent on the part of official London, which did not want to spoil relations with the Russian court on the eve of the conclusion of the 1742 Treaty of Alliance. Other documents of indisputable interest are manifestos (included in the correspondence of diplomats) addressed by the Swedish king and the Russian empress to the population of the border territories and aimed at showing goodwill towards the enemy troops. The facts about the Russian-Swedish war presented by the British ambassadors and analyzed in the article fill the existing gap in one of the episodes of Russian-Swedish relations in the middle of the eighteenth century.

We assessed the utility of the 3-section, fixed, 4hrs-on/8hrs-off watchstanding schedule on a ship of the Swedish Royal Navy (HSwMS ORIOΝ). Data from the ORIOΝ (n=12 sailors) were compared with data from three USN vessels (n=22). Daily sleep duration, number of sleep episodes/day, and daily work duration were equivalent in the two samples. Compared to their USN peers, however, sailors on the ORION were more alert, reported better sleep quality, less severe insomnia symptoms, and better mood. Also, sailors on the ORION were faster and made fewer errors on the psychomotor vigilance task (PVT). Analysis of daily activities suggests that Swedish sailors may have felt and performed better because sailors working night shifts were allowed to wake up later. Our findings suggest the sailor well-being when standing watch on the fixed 4/8 can be improved when sailors are allowed flexible wake up times in the morning after a night shift.

The article is devoted to the study of the origin of the Russian Naval artillery drill regulations (so called exercise) of the era of Peter the Great. Previously only one Russian Naval artillery exercise of the 18th century, introduced by F. M. Apraksin in 1718, was known. The comparison of two printed treatises of D. Grundell (the head of the Swedish Naval artillery in 1712–1716) with the exercise of Apraksin has revealed their obvious similarity. The author has discovered the Russian exercise of the late 1740s. Its analysis enables to prove that in the Russian Navy (at least from 1717 to the middle of the 18th century) there existed one exercise, and this exercise was a translation and adaptation of the Swedish one. Russian and Swedish exercises were totally different compared to the French and English ones. The study confirms that two articles of the Russian Naval Charter of 1720 are a translation of the two passages of D. Grundell’s treatise of 1705, and this treatise itself was in circulation in Russia and, possibly, was known to Peter I. The biography of D. Grundell, who joined the Russian service in 1698 but did not actually serve, has been clarified. The current research raises questions of the dissemination of scientific, technical, and regulatory information of the 18th century. This process could take a variety of forms (oral, written, printed) — from the transfer of information by the teacher to the student to publications that referred to their approval by the relevant authorities or officials.

Abstract We report the archaeological survey, dendrochronological analysis, and archival research concerning two shipwrecks located in shallow waters outside Vaxholm in the Stockholm Archipelago, Baltic Sea. According to oral tradition, the two wrecks are the remains of Neptunus and To Løver, two former Danish warships that were taken as prizes at the battle of Fehmarn in 1644. The Swedish navy then used the two ships until 1659, when they were reportedly scuttled as a blockage along the sea route towards Stockholm. Before being intentionally scuttled, the two ships drifted away and sank. The work presented in this article confirms the substance of the tradition and reports that substantial portions of the two ships are preserved. Moreover, the two wrecks shed light on the scuttling process and the construction of an underwater barrier.

This article examines the emergence of the nineteenth-century Ålandic peasant yacht within the larger political, economic and social context of the central and northern Baltic Sea region. Through an analysis of the region's fluctuating and changing trading environment following the Finnish War of 1808–1809, it is demonstrated that the increasing uncertainty, as well as decreasing profitability, of previously stable trading relations provided the necessary impetus to change the traditional vessel design. Avenues for both foreign and domestic innovations are examined. In addition to exogenous influences, wherein the role of the Ålandic peasant sailors’ involvement in the Swedish navy is accentuated, the effects of the increasing smuggling activities of the archipelago's inhabitants and the competitive sailing environment that emerged during trading journeys are considered as factors that possibly affected shipbuilding. The results highlight the complex networks and processes through which innovations are generated, transmitted and adopted.

Maritim säkerhet har sedan terrorattentatet i New York 2001-09-11 varit ett begrepp utan en tydlig definition. Trots detta används det frekvent i Sverige när frågor angående säkerhet till havs diskuteras. Utgångspunkten i uppsatsen är en egen definition av begreppet och hur hoten bör hanteras. I likhet med det vidgade säkerhetsbegreppet krävs samarbete mellan civila och militära aktörer. Det för att uppnå de mål som sätts upp i Sveriges säkerhetspolitik angående säkerhet på den maritima arenan. Maritim säkerhet hanteras bäst med närvaro till sjöss av statliga enheter med befogenhet att agera. I denna uppsats undersöks Sveriges säkerhetspolitiska mål angående säkerhet på den maritima arenan. Därefter undersöks hur målen används till styrning av Kustbevakningen och Försvarsmakten och vidare hur de omsättsi interna dokument hos aktörerna. Undersökningen visar att det genomgående, från politiska mål till styrningar av Försvarsmakten och Kustbevakningen, talas om samarbete, samverkan och närvaro till sjöss. Ordet samarbete nämns dock inte lika frekvent i styrningarna inom Marinen och Kustbevakningen. Det finns dock flera anledningar till varför det inte finns ett operativt samarbete. Dels på grund av rådande lagstiftning, dels till följd av relationen mellan myndigheterna. Dessa kan göra att det operativa samarbetet inte utvecklas i linje med de politiska målen.

Maritime security has since the attack in New York 2001-09-11 been a concept without a clear definition. In spite of this, it is frequently used when questions about security in the maritime arena is discussed. The starting point of this essay is a definition of the concept and how it is best handled. As in accordance with the broader security concept it takes cooperation between civil and military actors. This in order to achieve the goals set in the Swedish security policy regarding security in the maritime arena. Maritime security is best handled by ships in governmental service, such as the Coast Guard and the Royal Swedish Navy, which has the authority to act against crimes at sea. This essay examines Swedish security policy and its objectives regarding maritime security, how these are drafted into regulations for the Coast Guard and the Armed forces and further more how these are translated into internal documents by the actors. The survey shows that overall, from political objectives down to guidelines for the Coast Guard and the Armed forces, the words cooperation, collaboration and presence at sea are occurring. However, cooperation and collaboration are not as frequently used in the internal guidelines. The current laws make it hard for the Coast Guard and the Navy to cooperate. Although this is not the only reason, further cooperation is hampered by the relationship between the authorities, the perception of them selves and of each other. Because of this the cooperation is not progressing as the political aims intend to.

This paper investigates the social standing of båtsmän – Swedish navy seamen in the allotment system – who participated in the naval war against Russia in 1788–1790. The study examines the socioeconomic attainment and the social mobility among båtsmän recruited from two towns, Söderhamn and Hudiksvall. The main purpose of the study is to compare the image of the båtsmän presented by both representatives of the town council in Gävle (magistraten) and admiral Carl August Ehrenswärd, with the actual social position of the båtsmän from Söderhamn and Hudiksvall during the war 1788–1790. A number of sources are used. Achival records from the navy and the parishes are used to track the båtsmän and define their civilian social position before and after the war. The method is a demographic study based on family reconstruction. A comparison of the social structure of the båtsmän and the social structure of their parent generation is conducted, in order to discover any social mobility. A comparison between the inborn townsmen, the migrators born in the county, and the migrators born outside the county limit, is also conducted to detect any relationship between migration and social position. To answer the overarching question, why båtsmän are described as peasants and vagabonds by authorities, archival records from the parishes, the Office of the Chancellor of Justice, and the Krigskollegiet are used. The method is close reading of the documents, with a theoretical perspective based on Foucault’s theories of power and discipline The results of the study show a mismatch between the image presented by the authorities, and the social structure among the båtsmän. The majority of the 45 båtsmän had employment in the towns before they where enrolled. One third of the båtsmän where sailors before the war, a fact not noted in the General munster roll for 1788. There where also a number of manual workers and craftsmen, as well as some members of the bourgeoisie, who were enrolled. In this study, the social mobility between the båtsmän and the prior generation is strong. Half of a cohort of 35 båtsmän had a lower social position in comparison to their fathers, at the time of the war. Peasant’s sons with temporary jobs in towns were a clear example of social decline. The båtsmän that survived the war did not improve their occupational position when they returned to their civilian lives. Participating in the great victory at sea – the battle of Svensksund – 1790 did not benefit the båtsmän's occupational position. The image of the båtsmän as peasants and vagrants is based on the words of the navy and the bourgoise that has survived in the archives. It is the words of those in power, using the label of vagrancy as a tool to solve problems. This image represents a power structure and the struggle for power.

I takt med att det säkerhetspolitiska omvärldsläget förändrats har frågor kring statens förmåga att möta kriser och rena krigshandlingar accentuerats. En statlig utredning har därför föreslagit att på sikt skapa ett samlat sjöförsvar genom att integrera Kustbevakningen och Marinen i en gemensam myndighet. Riktningen på de politiska besluten har dock gått åt en fördjupad samverkan i stället trots att samverkan mellan Försvarsmakten och Kustbevakningen varit behäftad med svårigheter. Denna studie syftar till att analysera varför man i Sverige valt att utöka samverkan mellan Försvarsmakten och Kustbevakningen. Studien är en kvalitativ fallstudie där WPR-metoden används för att analysera SOU 2012:48 kompletterad med en samtalsintervju av en informant vid Försvarsdepartementet. Teoretisk utgångspunkt utgörs av Sundelius m.fl. forskning kring svensk nationell krishantering. Sammanfattningsvis kan konstateras att det inte finns någon politisk vilja till en sammanslagning. Detta grundar sig på en generell ovilja att blanda civila och militära uppgifter samt att man fram tills nyligen inte låtit statens förmåga att hantera kriser och ytterst ett väpnat angrepp vara dimensionerande. Vår slutsats är för att uppnå bästa möjliga operativa förmåga för staten att kunna hantera framtida kriser, och ytterst ett väpnat angrepp, så är en integrering av Kustbevakningen och Marinen i en och samma myndighet den bästa lösningen.
Along the changes in the security situation in the world, questions about the government's ability to face crisis and acts of war have risen. An official report of the Swedish Government has suggested that an integration of the Coast Guard and the Navy into a consolidated maritime defence force is needed in the future. The aim of governmental policy has despite this been on focusing on cooperation despite difficulties regarding the relationship between the Navy and the Coast Guard in cooperating. This study aims to analyze why Sweden has chosen to increase cooperation between the two authorities. The study is a qualitative case study in which WPR-approach is used to analyze the official government report supplemented by an interview with a ministry of defence official. The theoretical basis is the research of Sundelius et al consisting of theories regarding Swedish national crisis management. In summary - no political will exists regarding consolidation. It stems from a general unwillingness in mixing civilian and military tasks and that up until recently the government's ability to handle crisis, and ultimately war, was not the dimensioning aim. The conclusion is that in order to achieve the optimal ability for the government in handling future crisis and full war, an integration of the Coast Guard and Navy into one authority is the best solution.

This dissertation investigates how social order was created in the Swedish navy at the end of the Swedish imperial age (1670-1716).  During the period the Swedish navy went through many changes that led to an expanding and re-structuring of both the administration of the Admiralty and the naval activities. These changes contributed to shape the life on board ships and at shipyards in more fixed ways than before. The dissertation analyses the social order on the basis of three overlapping themes, inspired by Michel Foucault’s theories on power relationships and the exercise of power. First it investigates how the navy upheld its hierarchy and formed the relations between superior officers and subordinate men, second how the Admiralty and officers exercised power in order to make the subordinates behave in the desired way and third how the subordinates reacted to the control; especially how they formed different strategies of resistance to challenge or escape it. Using micro-history methodology, in-depth analyses have been made of individuals and situations mostly found in judicial cases from the navy’s own court (the admiralty court).     Social relations were however not only a result of naval control. They were also highly guided by social orders that existed in civil society. Thus naval rank emerged with marital status, age, experience and masculinity ideals into a complex and shifting hierarchy that was constantly questioned. The dissertation shows that upholding naval social order was dependent on the fact that the Admiralty and officers used both productive and repressive power strategies simultaneously. The naval order offered opportunities and careers to those who were obedient and skilful but could threaten the disobedient troublemaker with severe punishments. The order was also highly dependent on individual relations and situations. Since order primarily was challenged in face to face- situations the superiors had to devise power strategies to control those situations. By doing that they at the same time reduced all resistance to separate, single events and repeatedly rejected the slightest implication of any criticism towards the general social order. The power relations thus were a delicate theater were both superiors and subordinates pretended their actions meant something else than it did. From the point of view of the subordinates the social order always was about obligations and rights but from the superiors’ perspective social order basically was the main difference between chaos and control.

Operation Atalanta är en EU gemensam marin operation utanför Somalias kust som syftar till att skydda Word Food Program sjötransporter från piratattacker i området. Försvarsmaktens styrkebidrag till operationen består i huvudsak av Internationella Korvettstyrkan (IKS) som innehåller korvetterna HMS Stockholm, HMS Malmö och stödfartyget HMS Trossö. Förbandet transporterades till insatsområdet med strategisk sjötransport. Att transportera svenska örlogs-fartyg på detta sätt är tämligen nytt inom marinen. Strategiska sjötransporter kräver framförhållning då sjötransportresurserna i vissa fall kan vara svårt att få tillgängliga på den tid som önskas. Därför har denna uppsats inriktats på transportplaneringen av operation Atalanta.

Uppsatsen syftar till att undersöka och jämföra teori med praktik där kvalitativ textanalys har ställts mot kvalitativa intervjuer. Genom en undersökning av transportplaneringen under operation Atalanta som jämförts med Handbok Försvarsmaktens Transporter Grunder (H FM Tp Grunder) har skillnader identifieras. Dessa skillnader har senare värderas mot hur transportplanerings- processen följdes.

Processen har i denna uppsats begränsats till att undersöka de tre första delprocesserna, som författaren valt kalla för faser: inhämtning, bedömning och upphandling. Faserna används genomgående genom empirin där underaktiviteterna i respektive fas presenteras. Faktorer att beakta under planeringen är kostnadseffektivitet, tid och kvalitet. Dessa faktorers inverkan undersöks närmare i respektive fas.

Fallstudien visar att transportplaneringsprocessen inte följts enligt H FM Tp Grunder. Den främsta orsaken är tidsbrist som forcerat planeringen. Erfarenhet hos dem som varit involverade i planeringen har dock medgett att kontrollerade avsteg från processen kunnat göras.

Operation Atalanta is an EU combined maritime operation outside Somalia’s coasts. The main objective of the operation is to protect World Food Program sea transports in the area from pirate attacks. The Swedish Armed Forces has contributed with a maritime task force containing two corvettes and a supply ship. The ships were transported by a strategic sealift to area of operations. The knowledge of transporting Swedish naval vessels this way is limited due to lack of experience. Sea transports of this kind need to be planned with a long-term view due to the competitive situation on the sea transport market and the limitation of resources. 

This essay is therefore focused on the planning process of the described transport where an investigation of theory and practice is done. The theory comes from an internal handbook which describes The Swedish Armed Forces planning process for military transports. This planning process will be compared to the case study, operation Atalanta in order to sort out differences. These differences will show how well the planning process was followed in this particular case.  

The author has limited the planning process to involve three different stages in the planning process, these are: Information gathering, Assessment and Procurement and hereafter called phases. The stages will in time be set from the political directive to a sea transport has been procured. Different aspects are to be considered during the planning process. These are cost efficiency, time and quality. These aspects will be examined in each phase in order to investigate how they have affected the planning process.    

The case study shows that the planning process has not been followed according to what the handbook describes. The main reason is the lack of time. The time has been a crucial factor which has driven the transport planning to make deviations. However this deviation has been done with good knowledge about the planning process thru experience.

I början av 1950-talet utvecklades en idé att flottan skulle bli lättare. Detta berodde delvis på ekonomiska faktorer samt att flottans större system såsom pansarskepp började bli föråldrade. Den tekniska utvecklingen bidrog även till att system som radarn gjorde intrång. Sjömålsroboten och den trådstyrda torpeden kunde skjutas från mindre plattformar vilket gjorde det möjligt med en lättare flotta. Hotet vid denna tid sågs som Sovjetunionen. Ytstridskrafterna skulle i händelse av krig vara beredda att möta en starkare motståndares landstigningsoperationer. Denna uppsats undersöker vissa områden av den taktiska utvecklingen som skedde under denna period. Detta görs genom en textanalys av litteratur på ämnet. Analysen behandlar områden som hotbild, teknik samt egna sjöstridskrafter, organisation samt uppgifter. Slutsatser som dragits är bl.a. tekniken utvecklades i snabb takt och spelade stor roll. Hotbilden var viktig vid utformandet av egen doktrin och strategi vilket ledde till förändringar inom taktiken. Egna sjöstridskrafters utveckling hämmades av ekonomiska styrningar vilket ledde till att kompromisser fick göras som påverkade kvaliteten på enheterna.

In the early fifties the Swedish Navy wanted to get lighter. This development took place mostly because of economical factors and the fact that bigger ships in the navy was getting old. Important systems such as radar were implemented in the Swedish Navy. The ship to ship missile and the wire guided torpedo could be fired from smaller vessels and this contributed to the development. The Soviet union was regarded as the main threat and the Swedish surface warfare units would in warface a stronger opponent and try to prevent him from landing on Swedish shores. This study tries to examine certain areas within the subject tactical development during this period. This is made by analyzing literature in the subject. The analyze is conducted in three predefined areas. The areas are: Threats, technological advances and own surface warfare units and their organisation and tasks. Some of the main conclusions are that the technology advanced in a rapid pace and was vital to the development of tactics. The threat of the Soviet union made differences in the naval doctrine and strategy which made changes in tactics. Economical factors forced the Swedish Navy to compromise when building new ships which affected the quality of the units.

De svenska sjöoperativa helikoptersystemen såg sitt ljus för första gången på 1950-talet. Sedan denna pionjärålder har dessa system varit en del av den svenska marina krigföringen. Men vilken påverkan har de i realiteten haft på denna krigföring och hur har den svenska taktiken påverkats av helikoptersystemen?  Syftet med denna uppsats är att är utröna detta genom att belysa tre årtionden som har varit av stor vikt för det svenska marinflyget: 1960-talet, 1980-talet samt 2000-talet.

För att lättare påvisa vilken effekt dessa system har haft på den svenska marina krigföringen så utgår denna uppsats ur den teori som inom krigsvetenskapen kallas för kombinerad bekämpning. Denna teori behandlar de fenomen och fördelar som uppstår då flera vapensystem och/eller vapenslag kombineras för att uppnå en synergieffekt på slagfältet. Vinsten med denna synergieffekt är att befälhavaren lättare kan behålla initiativet och har fler valmöjligheter vid bekämpandet av en fiende. De egna sidans styrka skall i största möjliga mån ställas mot fiendens svagheter. 

 Uppsatsen visar på att under de specifika årtiondena har de sjöoperativa helikoptersystemen haft en stor betydelse för den svenska marina krigföringen och då framförallt inom området ubåtsjakt. Resultatet av studien visar vidare på att den påverkan som dessa system har haft på krigföringen varierar mellan de olika årtiondena med 1980-talet som de årtionde där påverkan har varit som störst. Tongivande för uppsatsen har varit den ubåtsjakt som bedrivits under de specifika årtiondena men den studie som genomförts i uppsatsen har även belyst andra områden som de sjöoperativa helikoptrarna har påverkat såsom transport, havsövervakning och ytmålspaning. Dock har påverkan här visat sig vara mindre än inom området ubåtsjakt.

The purpose of this study is to examine to what extent the Royal Swedish Navy Fleet Air Arm (RSNFAA), and more specifically the helicopters assigned to this weapons branch, has effected Swedish naval warfare tactics during three separate decades: namely the 1960´s 1980´s and 2000´s.  

The study takes its starting point in the theories that war science referrers to as combined arms.

The characteristics of the combined arms theory are to combine different weapon systems and weapon branches to conquer the enemy by attacking his weak spots. By combining weapon systems the commander in question will minimize his own weaknesses on the battlefield and therefore gain the upper hand on the enemy. 

This theory gives a good theoretical view when analyzing which impact the Sea based operations- helicopters (SBO) have had during the specific decades that are being examined due to its ability to be applied on both land and naval forces.

Literature on the combined arms theory as well as historical documents over these three decades constitutes the main sources which have been used to carry out the study.

The result of the study shows that the implementing SBO-helicopters in the Swedish naval warfare tactics have had a major effect and more specifically in the AntiSubmarine Warfare (ASuW) area.

Den statliga sjöfarten idag är ett område med många inblandade myndigheter och en oklar uppgiftsfördelning. Det är även svårt att se hur väl organiseringen av den statliga sjöfarten är uppbyggd för att klara en kris eller ett krig. Syftet med uppsatsen är att undersöka hur effektiv den statliga sjöfarten är vid en kris, hur väl kraven för maritim säkerhet uppfylls och hur försvarsmaktens roll i den statliga sjöfartenI formen av en fallstudie med en teoretiskt deduktiv ansats och en kvalitativ textanalys appliceras Graham Allisons organisationsteori och teori om maritim säkerhet på den statliga sjöfarten. Empirin är i form av förordningar, instruktioner och reglerbrev som är ställda på respektive myndighet.Undersökningen visar att dagens organisering av den statliga sjöfarten inte är optimal för att verka vid en kris och kraven för maritim säkerhet uppfylls, men förbättringspunkter föreligger. En slutsats är att en närmare samverkan mellan myndigheterna skulle lösa många av de problem som idag existerar. Slutligen förs en diskussion om hur en framtida organisation skulle kunna se ut.
The states maritime activity is today an area with many authorities involved with an unclear division of tasks. It is also difficult to see how well it is organized to withstand a crisis or war. The purpose of this paper is to examine how effective the states maritime authorities is in a crisis, how well the requirements for maritime security are met and how the Defense Forces role is formed.In the form of a case study with a theoretical deductive base and qualitative textual analysis, Graham Allison's organizational theory and theories of maritime security is used to analyze the efficiency of the maritime authorities. The empirical data is in the form of regulations, instructions and rules letters that are set to the each authority.The study shows that the current organization of the states maritime authorities is not optimal to act in a crisis and the requirements for maritime security are met, but room for improvement exists. One conclusion is that a closer collaboration between the authorities would solve many of the problems that currently exist. Finally there is a discussion of how a future organization could take shape.

Listed property companies trading at a discount or premium to their Net Asset Value (NAV) is a widely recognized phenomenon. Previous research within this field has primarily applied OLS-regressions and is mainly focused on U.K. and U.S. markets. This study is the first to empirically assess discounts and premiums in Swedish-listed property companies. By applying a fixed effect model controlling for panel data, this study also expands previous work and contributes to more knowledge about company-specific effects. The study covers 14 Swedish-listed property companies between the years of 2008 to 2015. Two OLS regression models and one fixed effect model were applied on cross-sectional data. Overall, the results show that the size, reputation, portfolio concentration and debt to asset ratio of a firm are negatively correlated with discount to NAV. The overall market sentiment and stock volatility are positively correlated with discount to NAV. Moreover, the overall market sentiment in tandem with firm-specific factors is believed to significantly impact discounts and premiums. Board size, insider ownership, administration costs and cross-border investments were found to not have a significant impact on discounts and premiums. Last it was also found that discounts and premiums are not determined by within variations in the subject companies, rather it is determined by across variations in the firm-specific variables.
Noterade fastighetsbolag som handlas till rabatt eller premium av sitt substansvärde är ett känt fenomen. Tidigare studier har huvudsakligen fokuserat på data från Storbritannien och USA. De studier som gjorts har primärt varit regressionsmodeller av typen OLS. Den här studien är den första som kvantitativt undersöker substansrabatt och substanspremier i svenska fastighetsbolag. Vi applicerar också en regressionsmodell av typen fixed effect, där vi kontrollerar för paneldata. Därför kan denna studie ses som en utökning gentemot tidigare studier. Denna studie omfattas av 14 noterade fastighetsbolag. Datan som används sträcker sig mellan perioden 2008 till 2015. Generellt kan sägas att storlek, rykte, portföljfokus och skulder i förhållande till totala tillgångar hos ett företag är negativt korrelerade med substansrabatt. Vidare så visar resultaten tydligt på att aktuellt marknadsförhållande tillsammans med bolagsspecifika faktorer, spelar en stor roll för skillnaden mellan aktiekurs och substansvärde. Volatilititen i en aktie och det aktuella marknadsförhållandet är båda positivt korrelerade med substansrabatt. Styrelsens storlek, insiderägande, kostnad för administration och internationella investeringar har däremot inte någon statistiskt signifikant påverkan på rabatter och premier i svenska noterade fastighetsbolag. Slutligen kan sägas att nästan inga företagsspecifika effekter hittades. De faktorer vi konstaterar ha en påverkan på substansrabatter och substanspremier varierar över hela datasetet.

Net asset value (NAV) is commonly used to represent the value of a property company. For listed property companies a secondary valuation occurs simultaneously as the company’s stocks are traded on the stock market. Historically, a deviation between the NAV and the market capitalisation has been found for property companies implying that the stock market values the company differently. This thesis examines the deviation to NAV for 14 Swedish listed property companies during 2006-2015. The examination explains the deviation from the basis of a rational and an irrational approach. The thesis investigates empirically which factors that have affected the deviation by the use of a panel data regression analysis. The rational approach investigates the impact of company-specific, share-specific and corporate governance variables. The results of the thesis show that the rational variables can explain the deviation to NAV to some extent. The main contribution comes from companyspecific variables. Larger companies, companies focused on fewer locations, companies with a better reputation among asset managers and companies with a higher amount of insider ownership are negatively correlated to the discount to NAV. These company characteristics thus suggest a decrease in discounts to NAV (increase in premiums). At the same time companies with a higher loan to value, focus on property type and systematic risk increase the discount to NAV (decrease in premiums). The final rational model produces an adjusted R-square of 37.4% for the Swedish listed property market during the investigated period. The irrational approach investigates the impact of noise traders. The results show that the contribution of market sentiment is significant. The confidence indicator for the households has the greatest impact on the discount to NAV and an inclusion of the variable increases the adjusted R-square to 53.6%. An investigation into the justification of using the Noise Trader Theory is conducted and concludes that the use of a proxy for market sentiment is justified.
Substansvärdet (NAV) används ofta för att representera värdet av ett fastighetsbolag. För börsnoterade fastighetsbolag sker samtidigt en sekundär värdering eftersom deras aktier köps och säljs på aktiemarknaden. Historiskt sett har fastighetsbolagens substansvärden skilt sig från börspriserna av deras aktier vilket tyder på att aktiemarknaden värderar bolagen annorlunda och det uppstår då en substansrabatt eller substanspremie. Denna uppsats utvärderar detta fenomen för 14 svenska börsnoterade fastighetsbolag under åren 2006-2015 utifrån en rationell och en irrationell utgångspunkt. Uppsatsen testar empiriskt vilka faktorer som påverkar skillnaden under perioden genom en regressionsanalys med paneldata. Den rationella utgångspunkten undersöker effekterna av variabler knutna till företaget, aktien samt företagets bolagsstyrning. Resultatet visar att rationella variabler kan förklara substansrabatter och substanspremier till en viss grad. Det största bidraget kommer från de företagsspecifika variablerna. Större företag, företag fokuserade på ett mindre antal orter, företag med ett bättre rykte och företag vars styrelse har ett stort aktieinnehav tenderar att ha en minskad substansrabatt alternativt en ökad substanspremie. Å andra sidan tenderar företag med hög belåningsgrad, ett fåtal fastighetstyper och hög systematisk risk att ha en ökad substansrabatt alternativt en minskad substanspremie. Den slutliga modellen av rationella variabler genererar ett justerat R-square om 37,4% för svenska börsnoterade fastighetsbolag. Den irrationella utgångspunkten i denna uppsats undersöker variabler knutna till ett irrationellt handlande. Resultatet visar signifikant utfall för irrationellt handlande, där en konfidensindikator för hushållen visar störst inverkan och genererar ett justerat R-square om 53,6%. Uppsatsen undersöker möjligheten att använda irrationellt handlande som förklaringsvariabler till varför substansrabatter och substanspremier uppstår. Resultatet visar att det är motiverat att inkludera irrationella förklaringsvariabler.

This chapter focuses on the reality of the lives of naval and merchant officers and seamen who maintained the blockade and escorted the convoys in the harsh conditions of northerly latitudes. Commander John Hancock of HMS Cruizer specialised in blockading the French and Dutch coasts and hunting down privateers. Meanwhile, Commander Peter Rye of HMAS Providence patiently convoyed merchant ships to and from the Humber to German, Danish, and Swedish ports. Before the beginning of the war, the careers of both officers had followed similar paths, having been born within a year of each other in 1765 and 1766 and entering the navy within a month of each other in 1778. With their different roles and temperaments, the two officers were major contributors to the maintenance of Britain's control of the North Sea.

In my childhood, visits to Gothenburg would always include a long (it seemed at the time) tram ride with my mother, from the centre of town to the north-eastern districts, past the old, red brick, ball-bearing factory of SKF to the vast Kviberg Cemetery to put flowers on my grandmother’s grave. I never ventured on any longer excursions among the neat flower-decorated graves on these well-kept lawns, but had I done so I would perhaps have discovered a different, more uniform, part of the cemetery that relatives seldom visited: the war graves. War graves form a somewhat unexpected discovery in the suburbs of a country that was neutral in both world wars, but there it is. Among the mostly German, American, and British graves we find, in the Commonwealth section, that of Arthur Cownden who, at 17, was probably the youngest to be buried there. He was boy telegraphist on a Royal Navy destroyer, and on the morning of 1 June 1916 his body was washed ashore close to the small fishing village of Fiskebäckskil on the Swedish west coast. His ship, the HMS Shark , was one of many British losses during the preceding day’s Battle of Jutland—the only clash between the main forces of the Royal Navy and the German Hochseeflotte during World War I. By all accounts this was a terrible battle, with loss of lives in the thousands on both sides, and one of the largest naval battles ever fought. The Battle of Jutland remains somewhat controversial for two reasons: the enduring argument between the two British commanders, David Beatty and his superior John Jellicoe, and the purported role of the Royal Navy’s smokeless gunpowder cordite in the sinking of a number of its own ships. We have no business with naval tactics, but the cordite question is related to one of the lesser-known supply problems of World War I, that of acetone. You may be familiar with this molecule as nail varnish remover, but perhaps you also know the disastrous effect it has on the glossy surface of cars.

Abstract The Seven Years’ War at sea, perhaps more than any other earlier great power war, was a trade war. The British navy and privateers targeted French colonial goods from the West Indies to harm French overseas trade. The French answered by employing neutral flags to carry on colonial trade. The neutral Dutch, Danes, Spaniards, and Swedes took over much French colonial trade in order to mitigate the damage done by British actions. The conditions of neutral trade were outlined in the early modern version of the international law of the sea: maritime powers acknowledged the freedom of the sea and neutral rights to trade and sail in agreement with bilateral commercial treaties. The British circumvented the rights of neutral trade with the Rule of the War 1756 and the Doctrine of Continuous Voyage. Nevertheless, neutral trade continued, mainly because the employment of neutral flags moderated wartime damage on global trade.

The increasing debility of the Ottoman Empire brought the Mediterranean to the attention of the Russian tsars. From the end of the seventeenth century Russian power spread southwards towards the Sea of Azov and the Caucasus. Peter the Great sliced away at the Persian empire, and the Ottomans, who ruled the Crimea, felt threatened. For the moment, the Russians were distracted by conflict with the Swedes for dominion over the Baltic, but Peter sought free access to the Black Sea as well. These schemes had the flavour of the old Russia Peter had sought to reform, just as much as they had the flavour of the new technocratic Russia he had sought to create. The idea that the tsar was the religious and even political heir to the Byzantine emperor – that Muscovy was the ‘Third Rome’ – had not been swept aside when Peter established his new capital on the Baltic, at St Petersburg. Equally, the Russians could now boast hundreds of vessels capable of challenging Turkish pretensions in the Black Sea, even if they were far from capable of mounting a full naval war, and the ships themselves were badly constructed, notwithstanding Peter the Great’s famous journey to inspect the shipyards of western Europe, under the alias Pyotr Mikhailovich. In sum, this was a fleet that was ‘poor in discipline, training, and morale, unskilful in manoeuvre, and badly administered and equipped’; a contemporary remarked that ‘nothing has been under worse management than the Russian navy’, for the imperial naval stores had run out of hemp, tar and nails. The Russians began to hire Scottish admirals in an attempt to create a modern command structure, and they turned to Britain for naval stores; this relationship was further bolstered by the intense trading relationship between Britain and Russia, which had continued to flourish throughout the eighteenth century while England’s Levant trade withered: in the last third of the eighteenth century a maximum of twenty-seven British ships sailed to the Levant in any one year, while as many as 700 headed for Russia.

The YS2000 program is a 73 meter length and 10.5 meter width all composite Corvette class vessel. It displaces 640 metric tons when fully equipped and drafts 2.5 meters. It is to be crewed by 18 officers and 25 enlisted men. It is a CODOG propulsion system supplied by Vericor Power Systems, with two MTU 16V 2000 M90 diesels and four TF50A gas turbine engines. Both the diesels and gas turbines are connected to a pair of MA-107 SBS gearboxes that run two 125 SII KaMeWa waterjets. The Visby is designed to be difficult to detect by enemy using radar, infrared, hydro-acoustic monitoring or any other sensor system. The Visby has been in development In Sweden since 1999. To date, four craft have been constructed and sea trailed out of the five totals. The fifth ship is on schedule to complete construction and sea trials later in the 2006 year. Many refinements to the overall propulsion package and related supporting systems have been incorporated since the first ship “Visby” has been sea trailed and since put in service. This paper will review various areas of the propulsion package, explaining the challenges that had to be overcome. The areas of interest will include: the FADEC digital engine control, the exhaust & inlet systems, the turbine engine and starting system, engine room cooling and turbine engine enclosures. The paper will focus on some of the before and after results and attempts to highlight the specific challenges that had to be overcome.

The YS2000 program is a 72 meter length and 10.5 meter width all composite Corvette class vessel. It displaces 650 metric tons when fully equipped and drafts 2.5 meters. It is to be crewed by 18 officers and 25 enlisted men. It is a CODOG propulsion system supplied by Vericor Power Systems (VPS), with two MTU 16V 2000 M90 diesels and four TF50A gas turbine engines. Both the diesels and gas turbines are connected to a pair of MA-107 SBS gearboxes that run two 125 SII KaMeWa water jets. The Visby is designed to be difficult to detect by enemy using radar, infrared, hydro-acoustic monitoring or any other sensor system. The Visby has been in development in Sweden since 1999. To date, five craft have been constructed and sea trialed. Many refinements to the overall propulsion package and related supporting systems have been revisited and incorporated since the first “Visby” ship has been sea trialed and further entered in to service. This paper will focus on various areas of the entire gas turbine propulsion management system (GTPMS) that had earlier exhibited some operational issues and will review the challenges that had to be overcome in order to remedy them. The areas of interest will be related to one of the several TF50A turbine engines modifications, and then further review other key related supporting systems, to include the installation of the hydraulic engine starter and water wash system, combustor enclosure and the engines related exhaust and inlet systems issues, to include problems experienced as a result of some of the early initial designs. In conclusion this paper will update the subject topics the findings previously presented and again focus on some of the before and after results and attempt to detail some of the specific challenges that had to be overcome to make this one of the finest propulsion packages in this class of ship.

This paper is a summary of 35 years experience from maintenance, overhaul and repair of the ROLLS-ROYCE Marine PROTEUS Gas Turbine in the Swedish Navy. The 54 installed PROTEUS Gas Turbines in 18 ships have accumulated nearly 300 000 running hours. The reliability has steadily improved thanks to careful monitoring and intensive improvement programs. The initial, less than 500 hours average between engine removals has been extended to nearly 3000 hours as of today. Also the number of catastrophic engine failures has decreased. Although the Spare Parts prices and the Labor Costs per hour have increased over the years the maintenance cost per fired Gas Turbine hour has decreased. The paper describes the technical and economical aspects together with the cost reducing efforts. The information derives from the Swedish Navy Maintenance and Failure Reporting System, named “MARIS”, and from the VOLVO overhaul workshop annual technical and economical activity report.

This paper covers 35 years of operation with the ROLLS-ROYCE Marine PROTEUS Gas Turbine in the Swedish Navy SPICA class Torpedo Boats and the NORRKÖPING class Missile Boats. 54 installed PROTEUS Gas Turbines in 18 boats have accumulated nearly 300 000 running hours. The service is intended to continue until year 2010. The paper describes: • Experience from operation. • Technical problems and their solutions. • Major modifications. • Life extension program. • Problem areas. • The future of the PROTEUS within Swedish Navy. The Swedish Navy operation of PROTEUS engines in fast surface attack ships is demanding and the environment is harsh. This causes great strain to the entire machinery. With the Gas Turbine Propulsion new Ship maneuvering technique had to be developed and adopted. Initial installation and engine problems had to be cured. Throughout the years several technical problems have turned up and been solved. The largest number or serious engine damages has been Power degradation and broken Compressor or burnt Turbine Blades and Vanes. Mainly as a result of a fouled Compressor, incorrect Bleed Valve setting or corrosion. Next largest engine problem has been vibration. In the early days engine related but nowadays generated by the installation or other equipment in the ship. All efforts laid down by involved personnel has greatly contributed to improve the reliability of the engine and its installation. New problems will certainly show up by age and changed operational procedures, thus calling for a continued improvement work. Spare parts accessibility will be the limiting factor for future PROTEUS operation. Therefore cooperation with ROLLS-ROYCE and the remaining operators in Spare Parts production and for exchange of Spare Parts is essential.

Over the years, the word stealth has been used more and more when discussing design and operational characteristics in military applications. New and more challenging techniques are constantly being applied to minimize signatures and thus hinder or delay detection and identification. The Visby Class Corvette is a multipurpose combat ship with 600 tons displacement. The hull is a sandwich construction of a PVC core with carbon fiber/vinyl laminate. The propulsion system consists of two identical CODOG machinery systems, each driving a KaMeWa 125 size Water Jet Unit. The Ship has special requirements for all signatures, i.e. Radar-, Hydro acoustics-, IR- and Magnetic Signature. The High Speed Machinery is twin Honeywell TF50A Gas Turbines, cantilever mounted side by side on the Main Reduction Gearbox housing. The Main Reduction Gearbox is a dual input high performance marine Gearbox designated MA - 107 SBS, designed and manufactured by Cincinnati Gear Co. The Low Speed Machinery is a MTU 16 V 2000 TE90 Diesel Engine connected to the MRG by a power take in shaft. Combustion Air for the Gas Turbines is ducted from the shipside Air Inlet Screen (radar screen) via 3-stage separating filters. The Exhausts from the twin Gas Turbines are combined into one Exhaust Pipe and ducted to the ship transom above the Water Jet stream. Very little can be changed in the Gas Turbine, but high quality such as well balanced rotating part contributes to reduce the signatures. However, the main work has to be accomplished by the building shipyard in cooperation with the Gas Turbine manufacturer. The Main Reduction Gearbox is more available for changes to reduce signatures, but even for the Gearbox the building shipyard has to take design and installation measures. The HSM installation consist mainly of the Gas Turbine Engine, the Main Reduction Gear, Water Jets Unit and surrounding equipment such as main shaft, bearings and so on. The emphasis in this paper is on the GT, MRG and their effect on some of the more well known signatures i.e. RCS, IR, Hydro acoustics and Magnetic. Also some design measures are discussed.