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Mwase, Nandi S., Alicia Ekström, Jan Eiof Jonson, Erik Svensson, Jukka-Pekka Jalkanen, Janine Wichmann, Peter Molnár e Leo Stockfelt. "Health Impact of Air Pollution from Shipping in the Baltic Sea: Effects of Different Spatial Resolutions in Sweden". International Journal of Environmental Research and Public Health 17, n.º 21 (29 de outubro de 2020): 7963. http://dx.doi.org/10.3390/ijerph17217963.
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In 2015, stricter regulations to reduce sulfur dioxide emissions and particulate air pollution from shipping were implemented in the Baltic Sea. We investigated the effects on population exposure to particles <2.5 µm (PM2.5) from shipping and estimated related morbidity and mortality in Sweden’s 21 counties at different spatial resolutions. We used a regional model to estimate exposure in Sweden and a city-scale model for Gothenburg. Effects of PM2.5 exposure on total mortality, ischemic heart disease, and stroke were estimated using exposure–response functions from the literature and combining them into disability-adjusted life years (DALYS). PM2.5 exposure from shipping in Gothenburg decreased by 7% (1.6 to 1.5 µg/m3) using the city-scale model, and 35% (0.5 to 0.3 µg/m3) using the regional model. Different population resolutions had no effects on population exposures. In the city-scale model, annual premature deaths due to shipping PM2.5 dropped from 97 with the high-sulfur scenario to 90 in the low-sulfur scenario, and in the regional model from 32 to 21. In Sweden, DALYs lost due to PM2.5 from Baltic Sea shipping decreased from approximately 5700 to 4200. In conclusion, sulfur emission restrictions for shipping had positive effects on health, but the model resolution affects estimations.
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Endrestøl, Anders, e Sigmund Hågvar. "Review: Bärfisar i Sverige – en fälthandbok". Entomologica Fennica 23, n.º 4 (16 de agosto de 2019): 239–40. http://dx.doi.org/10.33338/ef.84589.
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Coulianos, C.-C. 2012: Bärfisar i Sverige – en fälthandbok. [The Shieldbugs of Sweden – A field guide.] — Entomologiska föreningen i Stockholm. Stockholm. ISBN 978-91-978881-1- 0, 128 pp. Prices, not including shipping: 1–5 books: 60 SEK(~7.1 €) each, 6 books ormore: 40 SEK (~4.7 €) each. The book can be ordered from Stockholms Entomologiska Förening, PO Box 50007, 104 05 Stockholm, Sweden, addressee Bert Gustafsson (bert.gustafsson@nrm.se).
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Urbanyi-Popiołek, Ilona. "Challenges for Polish ferry market development in Baltic Sea Region". SHS Web of Conferences 58 (2018): 01030. http://dx.doi.org/10.1051/shsconf/20185801030.
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Polish ferry market has become one of the prime segments of ferry shipping in Baltic Sea Region. It dominates in ferry industry in South Baltic. The ferry cargo and passenger traffic has been growing steadily since Poland’s accession to the European Union. The estimates show that in 2017 the operators transported more than 1,2 million passengers and over 520 thousand cargo vehicles between ports in Poland and Sweden. The increase in trade turnover between Scandinavia and Central Europe as well as growth of tourism affect the demand for ferry transport. The aim of this paper is to explore the prime determinants influencing the development of Polish ferry shipping and to research the challenges that carriers operating the ferry services from Poland to Sweden must face such as internal competition between the operators in Polish market, competition from German and Lithuanian routes and low cost airlines as well as increasing trade volumes. The research hypothesis is: the growth of trade between Scandinavia and Central Europe as well as tourism traffic will increase the demand for ferry transport from Polish ports. Detailed research hypotheses are that: ferry services between Poland and Sweden constitute the primary market on the South Baltic and new tonnage investments to increase the capacity have to be taken.
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Christodoulou, Anastasia, Zeeshan Raza e Johan Woxenius. "The Integration of RoRo Shipping in Sustainable Intermodal Transport Chains: The Case of a North European RoRo Service". Sustainability 11, n.º 8 (24 de abril de 2019): 2422. http://dx.doi.org/10.3390/su11082422.
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Roll on–roll off (RoRo) shipping represents a maritime segment that could easily form part of an intermodal transport system, as cargo does not need to be lifted in ports; it is ‘rolled’ to and from sea. This paper investigates the operation of RoRo shipping services in Northern Europe, focusing on a set of services chartered by a major shipper whose demand has a great impact on the service design, potentially affecting the frequency of departures and even stipulating the use of specific vessels. The case of cooperation between Stora Enso, a major forest company in Sweden and Finland, and the shipping company Swedish Orient Line (SOL) is analysed, giving some insight into the way these RoRo services operate and manage to integrate successfully into sustainable intermodal transport chains. Despite various initiatives taken by different stakeholders, the level of integration of shipping in intermodal transport chains has been quite slow. This paper’s results could contribute to the identification of barriers that prevent RoRo shipping from being a viable alternative to road transport for certain transport routes and assist in the discovery of policies and incentives that could lead to developing sustainable intermodal transport chains.
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Müller, Leos. "Svensk sjöfart, neutralitet och det väpnade neutralitetsförbundet 1780–1783". 1700-tal: Nordic Journal for Eighteenth-Century Studies 9 (10 de dezembro de 2014): 39–58. http://dx.doi.org/10.7557/4.3246.
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Swedish Shipping, Neutrality, and the First League of Armed Neutrality,1780–1783.The purpose of this article is to follow two contradictory perceptions of neutrality in the political discourses of the mid-eighteenth century. One perception drew on the philosophy of natural law and the beneficial view of trade and sociability; here neutrality was perceived as a good and moral basis for peaceful inter-state relations. The second perception derived from the mercantilist view of international trade as an alternative means of warfare; here neutrality was perceived as a shameless exploitation of warfare. It is argued that the concept of neutrality went through an important development in the period between the Seven Years’ War and the American War of Independence, and that the Danish writer Martin Hübner played an important role in this development. Hübner’s view of neutrality, drawing on both discourses, became embodied indirectly in the declaration of the First League of Armed Neutrality in 1780, composed during the American War of Independence. The League was the joint action of three neutral countries, Russia, Sweden, and Denmark, intended to stop the British harassment of neutral trade and shipping. When Sweden joined the League, it acknowledged this new concept of neutrality as part of its foreign policy.
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Sebak, Per Kristian. "Constraints and possibilities: Scandinavian shipping companies and transmigration, 1898–1914". International Journal of Maritime History 27, n.º 4 (novembro de 2015): 755–73. http://dx.doi.org/10.1177/0843871415610293.
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In the early twentieth century, transatlantic migration peaked. Transmigrants, i.e. migrants who travelled through third countries on the way to their destination, comprised more than half of all emigrants departing from German, Belgian, Dutch and British ports which together were the most important. The most important countries of origin were Russia and Austria-Hungary, in addition to Italy. Because of this, shipping companies had to deal with networks and manage a transport system extending far beyond their traditional sphere of economic interest. In the process, the companies became ever more dependent on influencing state actors in Europe as well as in North America to keep their long-established business structures going. In many ways, the transatlantic passenger business between the 1890s and 1914 should therefore be viewed more as a transmigrant business rather than an emigrant business, which is the most common understanding of this massive human movement. The article focuses on the transmigration phenomenon from the point of view of three very different shipping companies/initiatives in Norway, Sweden and Denmark respectively. Norway and Sweden had among the highest rates of transatlantic migration, and Norway had the third largest merchant fleet in the word by the turn of the twentieth century. Yet only Denmark provided a direct transatlantic service throughout the most important period for transatlantic migration. What possibilities were there for these three countries to engage in the transatlantic passenger business and what constrained their efforts? By concentrating on the transmigration phenomenon and three countries with differing points of departure, the article provides a deeper understanding of the mechanisms and dynamics involved in shaping the transatlantic passenger business, of how the business worked, and of how the companies could influence the flow and pattern of migratory movements between Europe and North America.
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Ausmeel, Stina, Axel Eriksson, Erik Ahlberg e Adam Kristensson. "Methods for identifying aged ship plumes and estimating contribution to aerosol exposure downwind of shipping lanes". Atmospheric Measurement Techniques 12, n.º 8 (22 de agosto de 2019): 4479–93. http://dx.doi.org/10.5194/amt-12-4479-2019.
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Abstract. Ship traffic is a major source of aerosol particles, particularly near shipping lanes and harbours. In order to estimate the contribution to exposure downwind of a shipping lane, it is important to be able to measure the ship emission contribution at various distances from the source. We report on measurements of atmospheric particles 7–20 km downwind of a shipping lane in the Baltic Sea Sulfur Emission Control Area (SECA) at a coastal location in southern Sweden during a winter and a summer campaign. Each ship plume was linked to individual ship passages using a novel method based on wind field data and automatic ship identification system data (AIS), where varying wind speeds and directions were applied to calculate a plume trajectory. In a situation where AIS data are not matching measured plumes well or if AIS data are missing, we provide an alternative method with particle number concentration data. The shipping lane contribution to the particle number concentration in Falsterbo was estimated by subtracting background concentrations from the ship plume concentrations, and more than 150 plumes were analysed. We have also extrapolated the contribution to seasonal averages and provide recommendations for future similar measurements. Averaged over a season, the contribution to particle number concentration was about 18 % during the winter and 10 % during the summer, including those periods with wind directions when the shipping lane was not affecting the station. The corresponding contribution to equivalent black carbon was 1.4 %.
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Wehn, Uta, Torsten Linders e Karina Barquet. "Co-creating a sustainable blue economy for sweden". Open Access Government 40, n.º 1 (19 de outubro de 2023): 408–9. http://dx.doi.org/10.56367/oag-040-11027.
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Co-creating a sustainable blue economy for sweden Wehn, Linders and Barquet explain how the MISTRA C2B2 programme is working to bring about transformative change in participatory ocean governance in Sweden. The ocean – the new frontier of human activity – is being redefined by new discoveries, technologies, national strategies, and ecological imperatives. Yet, it is undeniable that the status of most seas is in decay – and if the goal would be to restore or improve their status, then most human activities should be banned. Instead, we witness that, in recent years, the blue economy is promoted as an answer to energy and food insecurity, as well as to an increased demand for shipping of goods, and transport of people and services. So, humanity depends on marine livelihoods, but the blue economy is also rapidly increasing pressure on the long-term sustainability of marine ecosystems.
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Urban, Frauke, Anissa Nurdiawati e Fumi Harahap. "Sector coupling for decarbonization and sustainable energy transitions in maritime shipping in Sweden". Energy Research & Social Science 107 (janeiro de 2024): 103366. http://dx.doi.org/10.1016/j.erss.2023.103366.
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Tang, Lin, Martin O. P. Ramacher, Jana Moldanová, Volker Matthias, Matthias Karl, Lasse Johansson, Jukka-Pekka Jalkanen, Katarina Yaramenka, Armin Aulinger e Malin Gustafsson. "The impact of ship emissions on air quality and human health in the Gothenburg area – Part 1: 2012 emissions". Atmospheric Chemistry and Physics 20, n.º 12 (30 de junho de 2020): 7509–30. http://dx.doi.org/10.5194/acp-20-7509-2020.
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Abstract. Ship emissions in and around ports are of interest for urban air quality management in many harbour cities. We investigated the impact of regional and local ship emissions on urban air quality for 2012 conditions in the city of Gothenburg, Sweden, the largest cargo port in Scandinavia. In order to assess the effects of ship emissions, a coupled regional- and local-scale model system has been set up using ship emissions in the Baltic Sea and the North Sea as well as in and around the port of Gothenburg. Ship emissions were calculated with the Ship Traffic Emission Assessment Model (STEAM), taking into account individual vessel characteristics and vessel activity data. The calculated contributions from local and regional shipping to local air pollution in Gothenburg were found to be substantial, especially in areas around the city ports. The relative contribution from local shipping to annual mean NO2 concentrations was 14 % as the model domain average, while the relative contribution from regional shipping in the North Sea and the Baltic Sea was 26 %. In an area close to the city terminals, the contribution of NO2 from local shipping (33 %) was higher than that of road traffic (28 %), which indicates the importance of controlling local shipping emissions. Local shipping emissions of NOx led to a decrease in the summer mean O3 levels in the city by 0.5 ppb (∼2 %) on average. Regional shipping led to a slight increase in O3 concentrations; however, the overall effect of regional and the local shipping together was a small decrease in the summer mean O3 concentrations in the city. In addition, volatile organic compound (VOC) emissions from local shipping compensate up to 4 ppb of the decrease in summer O3 concentrations due to the NO titration effect. For particulate matter with a median aerodynamic diameter less than or equal to 2.5 µm (PM2.5), local ship emissions contributed only 3 % to the annual mean in the model domain, while regional shipping under 2012 conditions was a larger contributor, with an annual mean contribution of 11 % of the city domain average. Based on the modelled local and regional shipping contributions, the health effects of PM2.5, NO2 and ozone were assessed using the ALPHA-RiskPoll (ARP) model. An effect of the shipping-associated PM2.5 exposure in the modelled area was a mean decrease in the life expectancy by 0.015 years per person. The relative contribution of local shipping to the impact of total PM2.5 was 2.2 %, which can be compared to the 5.3 % contribution from local road traffic. The relative contribution of the regional shipping was 10.3 %. The mortalities due to the exposure to NO2 associated with shipping were calculated to be 2.6 premature deaths yr−1. The relative contribution of local and regional shipping to the total exposure to NO2 in the reference simulation was 14 % and 21 %, respectively. The shipping-related ozone exposures were due to the NO titration effect leading to a negative number of premature deaths. Our study shows that overall health impacts of regional shipping can be more significant than those of local shipping, emphasizing that abatement policy options on city-scale air pollution require close cooperation across governance levels. Our findings indicate that the strengthened Sulphur Emission Control Areas (SECAs) fuel sulphur limit from 1 % to 0.1 % in 2015, leading to a strong decrease in the formation of secondary particulate matter on a regional scale was an important step in improving the air quality in the city.
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Lind, Per. "Lighthouses, pilotage and technology: the impact on small island societies". Island Studies Journal 11, n.º 2 (2016): 701–14. http://dx.doi.org/10.24043/isj.375.
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This paper discusses how lighthouses and pilot services have been bearers of technology intended to improve the safety and reliability of maritime shipping. The introduction of technology has had a considerable impact on many small island societies through state involvement meant to reduce hazards in navigation and shipping. The impact has, however, been manifold and varied, and including positive and less positive impacts. Indeed, small islands and islanders have generally never been the beneficiaries of large scale, state-driven technology programs seeking to modernize society. As an exception, however, certain small islands have traditionally been of interest to the state due to their locations, either for defence purposes or to assist seafarers’ navigation in hazardous waters. This paper reviews the thrust and effects of investment in lighthouses and pilotage services on small islands. It concludes with a brief case story from a small populated island in Sweden that has undergone several periods of development and stagnation as a result of technology and state involvement.
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L, Stockfelt, Ekström A, Barregård L e Molnár P. "Health Effects in Sweden Due to Air Pollution from Shipping in the Baltic Sea". Environmental Epidemiology 3 (outubro de 2019): 382–83. http://dx.doi.org/10.1097/01.ee9.0000610260.39316.ad.
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Strand, Jakob, Jens A. Jacobsen, Britta Pedersen e Åke Granmo. "Butyltin compounds in sediment and molluscs from the shipping strait between Denmark and Sweden". Environmental Pollution 124, n.º 1 (julho de 2003): 7–15. http://dx.doi.org/10.1016/s0269-7491(02)00429-3.
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Svedberg, Urban, e Gunnar Johanson. "Occurrence of Fumigants and Hazardous Off-gassing Chemicals in Shipping Containers Arriving in Sweden". Annals of Work Exposures and Health 61, n.º 2 (1 de janeiro de 2017): 195–206. http://dx.doi.org/10.1093/annweh/wxw022.
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Latapí, Mauricio, Brynhildur Davíðsdóttir, David Cook, Lára Jóhannsdóttir, Andrea Marin Radoszynski e Kenneth Karlsson. "Hydrogen fuel cells in shipping: A policy case study of Denmark, Norway, and Sweden". Marine Policy 163 (maio de 2024): 106109. http://dx.doi.org/10.1016/j.marpol.2024.106109.
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Kalinowski, Marcin, Rafał Koba e Patryk Lipka. "Development plans for Baltic short sea shipping promotion centers". Biuletyn Instytutu Morskiego 33, n.º 1 (12 de dezembro de 2018): 111–20. http://dx.doi.org/10.5604/01.3001.0012.8003.
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Short sea shipping is the movement of cargo and passengers by sea between ports located in Europe or between these ports and ports located in non-European countries that have a coastline in closed seas bordering Europe. Short sea shipping includes domestic and international sea transport. It includes feeder services along the coast, to and from islands, rivers and lakes. The aim of this study was to create a functional and feasible development plan for Short Sea Shipping Promotion Centers (SPCs). There were 5 surveys made for SPCs located in Baltic Sea region (from Germany, Sweden, Finland, Lithuania and Poland) to obtain information on the scope and type of SPC's activities. There is a great potential for the development of SPC in Europe. Although, there are some barriers to overcome like formalities, customs documentation etc. The diverse legal forms of the SPC in individual countries also make it difficult to undertake integrated activities. The topic raised in the article is in line with current plans for the development of inland waterway transport in Poland and coincides with the Assumptions for development of inland waterways in Poland for 2016–2020 with 2030 perspective. The aim of the article was to consolidate the structures and tasks of all SPCs studied and to create a joint 6 point development plan for these centers in order to fully use their potential.
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Ausmeel, Stina, Axel Eriksson, Erik Ahlberg, Moa K. Sporre, Mårten Spanne e Adam Kristensson. "Ship plumes in the Baltic Sea Sulfur Emission Control Area: chemical characterization and contribution to coastal aerosol concentrations". Atmospheric Chemistry and Physics 20, n.º 15 (3 de agosto de 2020): 9135–51. http://dx.doi.org/10.5194/acp-20-9135-2020.
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Abstract. In coastal areas, there is increased concern about emissions from shipping activities and the associated impact on air quality. We have assessed the ship aerosol properties and the contribution to coastal particulate matter (PM) and nitrogen dioxide (NO2) levels by measuring ship plumes in ambient conditions at a site in southern Sweden, within a Sulfur Emission Control Area. Measurements took place during a summer and a winter campaign, 10 km downwind of a major shipping lane. Individual ships showed large variability in contribution to total particle mass, organics, sulfate, and NO2. The average emission contribution of the shipping lane was 29±13 and 37±20 ng m−3 to PM0.5, 18±8 and 34±19 ng m−3 to PM0.15, and 1.21±0.57 and 1.11±0.61 µg m−3 to NO2, during winter and summer, respectively. Sulfate and organics dominated the particle mass and most plumes contained undetectable amounts of equivalent black carbon (eBC). The average eBC contribution was 3.5±1.7 ng m−3 and the absorption Ångström exponent was close to 1. Simulated ageing of the ship aerosols using an oxidation flow reactor showed that on a few occasions, there was an increase in sulfate and organic mass after photochemical processing of the plumes. However, most plumes did not produce measurable amounts of secondary PM upon simulated ageing.
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Karl, Matthias, Johannes Bieser, Beate Geyer, Volker Matthias, Jukka-Pekka Jalkanen, Lasse Johansson e Erik Fridell. "Impact of a nitrogen emission control area (NECA) on the future air quality and nitrogen deposition to seawater in the Baltic Sea region". Atmospheric Chemistry and Physics 19, n.º 3 (8 de fevereiro de 2019): 1721–52. http://dx.doi.org/10.5194/acp-19-1721-2019.
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Abstract. Air pollution due to shipping is a serious concern for coastal regions in Europe. Shipping emissions of nitrogen oxides (NOx) in air over the Baltic Sea are of similar magnitude (330 kt yr−1) as the combined land-based NOx emissions from Finland and Sweden in all emission sectors. Deposition of nitrogen compounds originating from shipping activities contribute to eutrophication of the Baltic Sea and coastal areas in the Baltic Sea region. For the North Sea and the Baltic Sea a nitrogen emission control area (NECA) will become effective in 2021; in accordance with the International Maritime Organization (IMO) target of reducing NOx emissions from ships. Future scenarios for 2040 were designed to study the effect of enforced and planned regulation of ship emissions and the fuel efficiency development on air quality and nitrogen deposition. The Community Multiscale Air Quality (CMAQ) model was used to simulate the current and future air quality situation. The meteorological fields, the emissions from ship traffic and the emissions from land-based sources were considered at a grid resolution of 4×4 km2 for the Baltic Sea region in nested CMAQ simulations. Model simulations for the present-day (2012) air quality show that shipping emissions are the major contributor to atmospheric nitrogen dioxide (NO2) concentrations over the Baltic Sea. In the business-as-usual (BAU) scenario, with the introduction of the NECA, NOx emissions from ship traffic in the Baltic Sea are reduced by about 80 % in 2040. An approximate linear relationship was found between ship emissions of NOx and the simulated levels of annual average NO2 over the Baltic Sea in the year 2040, when following different future shipping scenarios. The burden of fine particulate matter (PM2.5) over the Baltic Sea region is predicted to decrease by 35 %–37 % between 2012 and 2040. The reduction in PM2.5 is larger over sea, where it drops by 50 %–60 % along the main shipping routes, and is smaller over the coastal areas. The introduction of NECA is critical for reducing ship emissions of NOx to levels that are low enough to sustainably dampen ozone (O3) production in the Baltic Sea region. A second important effect of the NECA over the Baltic Sea region is the reduction in secondary formation of particulate nitrate. This lowers the ship-related PM2.5 by 72 % in 2040 compared to the present day, while it is reduced by only 48 % without implementation of the NECA. The effect of a lower fuel efficiency development on the absolute ship contribution of air pollutants is limited. Still, the annual mean ship contributions in 2040 to NO2, sulfur dioxide and PM2.5 and daily maximum O3 are significantly higher if a slower fuel efficiency development is assumed. Nitrogen deposition to the seawater of the Baltic Sea decreases on average by 40 %–44 % between 2012 and 2040 in the simulations. The effect of the NECA on nitrogen deposition is most significant in the western part of the Baltic Sea. It will be important to closely monitor compliance of individual ships with the enforced and planned emission regulations.
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Philipp, Robert. "Blockchain for LBG Maritime Energy Contracting and Value Chain Management: A Green Shipping Business Model for Seaports". Environmental and Climate Technologies 24, n.º 3 (1 de novembro de 2020): 329–49. http://dx.doi.org/10.2478/rtuect-2020-0107.
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AbstractTo reduce emissions in the maritime transport sector, the International Maritime Organisation (IMO) follows a global clean shipping strategy. Among the different directives of IMO, currently especially the sulphur emission regulations pose challenges for the shipping industry. Related to this are the established Sulphur Emission Control Areas (SECAs) and the introduced global sulphur cap. To comply with the sulphur restrictions, according to the present technological state of the art, ship-owners have three options for their existing fleet: the installation of emission abatement technologies, the switch to low sulphur fuels, or retrofitting for the usage of alternative fuels. Regardless which option is favoured, most often selected solutions still depend on fossil fuels. The reasons for this can be traced back to the fact that supply of biofuels is not ensured in ports and generally seen as no profitable solution. This paper develops and examines an innovative business model with a special focus on liquefied biogas (LBG). The study bases on collected qualitative and quantitative data, which was used by applying the Business Model Canvas. The results will highlight that the business model bears the potential to promote LBG supply. Next to this, the research will show that blockchain and smart contracts are able to foster the implementation of the business model and optimisation of value chain operations. Lastly, economic advantages were highlighted within a case study that refers to the seaport Karlskrona in Sweden and the RoPax ferries from Stena Line that travel back and forth to Gdynia seaport in Poland.
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Huhtamies, Mikko. "A second-hand shipwreck market: Salvage auctions in mid-eighteenth-century Helsinki". International Journal of Maritime History 33, n.º 4 (novembro de 2021): 631–50. http://dx.doi.org/10.1177/08438714211061761.
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When a merchant ship was wrecked in the Gulf of Finland in the eighteenth century it was salvaged (mainly its running rigging), together with its cargo. In eighteenth-century Sweden, salvage was the monopoly of the Northern Diving and Salvage Company (1729–1802). In Helsinki, several salvage auctions were held each year. Salvage documents are useful sources not only for investigating the demand for ship parts, but also for identifying ships and explaining past marine accidents. The detailed technical knowledge provided by auction protocols offers insight into ships and their equipment in the early modern Baltic. Many ships were on their way to St Petersburg (established in 1703), the home port of European naval stores, but many of them were wrecked on the rocky coasts of Helsinki. This gave rise to a strange kind of shipping based on random imports and the use of recycled cordage, sails and anchors from the shores blessed by unfortunate ships.
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Oude Elferink, Alex G. "The Regime of Passage Through the Danish Straits". International Journal of Marine and Coastal Law 15, n.º 4 (2000): 555–66. http://dx.doi.org/10.1163/157180800x00244.
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AbstractThe Danish Straits are the main connection between the Baltic Sea and the world oceans. The regime of passage through these straits has been the subject of extensive regulation, raising the question how different applicable instruments interact. Apart from applicable bilateral and multilateral treaties, it is necessary to take into account the practice of Denmark and Sweden and other interested states, and regulatory activities within the framework of the IMO. The Case Concerning Passage Through the Great Belt before the ICJ provides insights into the views of Denmark and Finland. The article concludes that an 1857 treaty excludes the applicability of Part III of the LOS Convention to the straits, and that there are a number of difficulties in assessing the contents of the regime of the straits. At the same time, these uncertainties do not seem to have been a complicating factor for the adoption of measures to regulate shipping traffic.
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Ly, Johan Marius, Rune Bergstrøm, Ole Kristian Bjerkemo e Synnøve Lunde. "To Cooperate or Not? Why Working Together is Essential in the Arctic". International Oil Spill Conference Proceedings 2017, n.º 1 (1 de maio de 2017): 1146–65. http://dx.doi.org/10.7901/2169-3358-2017.1.1146.
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Abstract The Norwegian Arctic covers Svalbard, Bear Island, Jan Mayen and the Barents Sea. 80% of all shipping activities in the Arctic are within Norwegian territorial waters and the Exclusive Economic Zone. To reduce the risk for accidents, the Norwegian authorities have established several preventive measures. Among these are ship reporting systems, traffic separation schemes in international waters and surveillance capabilities. If an accident has occurred and an oil spill response operation must be organized - resources, equipment, vessels and manpower from Norwegian and neighboring states will be mobilized. In 2015, the Norwegian Coastal Administration finalized an environmental risk-based emergency response analysis for shipping incidents in the Svalbard, Bear Island and Jan Mayen area. This scenario-based analysis has resulted in a number of recommendations that are currently being implemented to be better prepared for oil spill response operations in the Norwegian Arctic. Further, a large national oil spill response exercise in 2016 was based on one of these scenarios involving at sea and onshore oil spill response at Svalbard. The 2016 exercise, working within the framework of the Agreement on Cooperation on Marine Oil Pollution Preparedness and Response in the Arctic between Canada, Denmark, Finland, Iceland, Norway, Russia, Sweden and the USA (Arctic Council 2013), focused on a shipping incident in the Norwegian waters in the Barents Sea, close to the Russian border. Every year, as part of the Russian – Norwegian Oil Spill Response Agreement and the SAR Agreement in the Barents Sea, combined SAR and oil spill response exercises are organized. These are held every second year in Russia and every second year in Norway. There is an expected increased traffic and possible increased risk for accidents in the Arctic waters. In order to build and maintain an emergency response system to this, cooperation between states, communities, private companies and other stakeholders is essential. It is important that all actors that operate and have a role in the Arctic are prepared and able to help ensure the best possible emergency response plans. We depend on one another, this paper highlights some of the ongoing activities designed to strengthen the overall response capabilities in the Arctic.
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Engström, Karin, e Kim Esbensen. "Variographic Assessment of Total Process Measurement System Performance for a Complete Ore-to-Shipping Value Chain". Minerals 8, n.º 7 (23 de julho de 2018): 310. http://dx.doi.org/10.3390/min8070310.
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Variographic characterisation has been shown to be a powerful tool to assess the performance of process measurement systems, using existing process data. Variogram interpretation enables decomposition of variabilities stemming from the process and measurement system, respectively, allowing to determine if measurements are able to describe the true process variability with sufficient resolution. This study evaluated 14 critical sampling locations, covering a total of 34 separate measurement systems, along the full processing value chain at Luossavaara Kiirunavaara limited company (LKAB), Sweden. A majority of the variograms show low sill levels, indicating that many sub-processes are well controlled. Many also show low nugget effect, indicating satisfactory measurement systems. However, some notable exceptions were observed, pointing to systems in the need of improvement. Even if some of these were previously recognized internally at LKAB, the use of variographic characterisation provide objective and numerical evidence of measurement system performance. The study also showed some unexpected results, for example that slurry shark-fin and spear sampling show acceptable variogram characteristics for the present materials, despite the associated incorrect sampling errors. On the other hand, the results support previous conclusions indicating that manual sampling and cross belt hammer samplers are leading to unacceptably large sampling errors and should be abandoned. Such specific findings underline the strength of comprehensive empirical studies. Based on the present compilation of results, it is possible to conduct rational enquiry of all evaluated measurement systems, enabling objective prioritization of where improvement efforts will have the largest cost–benefit effect.
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Westerdahl, Christer. "Inland water boats and shipping in Sweden. The great lakes [The application of a theory on transport zones and maritime enclaves]". Archaeonautica 14, n.º 1 (1998): 135–43. http://dx.doi.org/10.3406/nauti.1998.1195.
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Cole, Peter. "“The Ships Must Sail on Time”: Histories of Longshore Workers and Why Their Unions Still Matter". International Labor and Working-Class History 83 (2013): 210–25. http://dx.doi.org/10.1017/s0147547913000124.
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Before dawn on Sunday morning, June 20, 2010, upwards of one thousand people gathered near the Port of Oakland, an industrial, sometimes barren section of west Oakland. They then converged on four gates operated by the Stevedore Services of America, one of the main shipping companies on the US Pacific coast and in the world. The protesters were awaiting the arrival of an Israeli cargo vessel in order to protest Israel's ongoing blockade of the Palestinian residents of Gaza as well as the recent Israeli assault on Turkish vessels in the Mediterranean that had resulted in the deaths of nine civilians, part of an international group sympathetic to the Gaza Palestinians. For hours activists protested, including a chant that referenced both the Wobblies and antiapartheid struggle: “An injury to one is an injury to all, bring down the apartheid wall.” Crucially—and not coincidentally—members of Local 10 of the International Longshore and Warehouse Union (ILWU) refused to cross this picket line, citing safety reasons. After several hours of negotiations, an arbitrator agreed with the ILWU members that the situation could cause harm to the workers, who therefore could not be punished for not unloading the vessel. Subsequently, the Zim (Israeli shipping line) vessel departed from San Francisco Bay, looking to be unloaded in nearby Monterey Bay. Simultaneously, dock unions in Norway, South Africa, Sweden, and Turkey—all members of The International Transport Workers' Federation (ITF)—also announced that they would join the “Boycott against Israel campaign.” These dramatic, militant, and overtly political actions by longshore workers across the globe are not unprecedented—at least for union dockers—though they are almost unheard of in the twenty-first century for other sorts of workers on any continent.
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Nichols, J. A., e T. H. Moller. "International Cooperation in Oil Spill Response". International Oil Spill Conference Proceedings 1991, n.º 1 (1 de março de 1991): 61–64. http://dx.doi.org/10.7901/2169-3358-1991-1-61.
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ABSTRACT Effective response to a major marine oil spill occasionally calls for specialized equipment, personnel, and expertise that is beyond the capability of the country or company concerned. In recognition of this fact, a new International Convention on International Cooperation in Oil Pollution Preparedness and Response has been developed under the auspices of the International Maritime Organization. There is already considerable potential for international cooperation through existing regional conventions and agreements, and other less formal arrangements. This cooperation involves governmental agencies, the oil and shipping industries, commercial companies, insurers, intergovernmental organizations, and international industry organizations. This will be illustrated by reference to two recent major oil spills in Europe where this international cooperation proved very successful. The first involved the cleanup of some 15,000 metric tons of heavy crude oil that impacted the holiday island of Porto Santo in the Madeiran archipelago. Cooperation among the Portuguese government, The International Tanker Owners Pollution Federation, the tanker's oil pollution insurer, the Commission of the European Communities, and the governments of France, Germany, the Netherlands, and the United Kingdom resulted in the rapid provision of specialized equipment and associated personnel to deal with the major shoreline contamination. The second incident, involving a spill of waste oil from a tanker in the Baltic Sea off the coast of Sweden, resulted in the rapid mobilization of cleanup resources from Sweden, Finland, Denmark, the Federal Republic of Germany, and the U.S.S.R. under the terms of the Helsinki Convention. During favorable weather conditions, the combined forces of the five countries were successful in recovering a high percentage of the oil at sea, with the result that the contamination of shorelines was minimal.
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Almström, Björn, Magnus Larson, Lars Granath e Hans Hanson. "SHIP-GENERATED WAVES OVER A COMPLEX BATHYMETRY". Coastal Engineering Proceedings, n.º 36 (30 de dezembro de 2018): 35. http://dx.doi.org/10.9753/icce.v36.waves.35.
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Problems related to shipping have increased worldwide during the last decades as a result of more traffic travel-ling at higher speeds and using larger vessels. When ships move in a restricted fairway they generate primary (drawdown) and secondary (transverse and divergent) waves (Bertram 2000) that often cause adverse impact to adjacent shores. An example of this is the Furusund fairway in Sweden, which since the 1980’s has experienced increased traffic and larger ships. This has resulted in a loss of natural fine sediment habitats along the shores as well as structural damages to piers and jetties (Granath 2015). Furusund is an important fairway into Stockholm, the capital of Sweden, and is located about 25 km north of the city within the Stockholm archipelago. It is mainly trafficked by large ferries (length/width/draft: 200x30x7m). The wind-wave regime in the fairway can be described as a low-energy environment, due to the short fetches and no swell. Hence, ship waves have a significant impact on the shores in terms of bed and bank erosion. This study aims at determining the primary ship wave characteristics and their relationship to ship properties and bathymetric conditions in the Furusund fairway. Measured water levels were collected for this purpose during three months at three locations. Existing empirical formulas for drawdown are evaluated based on the measurements and compared with a new formula derived for the specific fairway. The results are used for designing nature-based protection against ship-generated waves along the shores and to validate analytical and numerical models that can be employed for ship wave generation and propagation.
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Ibadullaev, Adel Damirovich, e Oleg Petrovich Kovalev. "Spring dampers of torsional vibrations in modern marine diesel engines: advantages and disadvantages". Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2023, n.º 2 (18 de maio de 2023): 66–73. http://dx.doi.org/10.24143/2073-1574-2023-2-66-73.
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The article presents analysis of the advantages and disadvantages in assembling the spring dampers of torsional vibrations in modern marine diesel engines. There are considered the urgent problems of using spring dampers in the marine propulsion systems: lack of the systematized scientific data about the spring damper design, statistics of their prevalence in the marine diesel engines, analysis of breakdowns. It has been stated that today there is no methodology for assessing the technical condition of spring dampers, except for the methods recommended by the Russian Maritime Register of Shipping in relation to the silicone dampers. Disassembly diagnostics of the technical condition of spring dampers is extremely difficult and costly for a shipowner. Most of the vessels that are currently being operated in Russia are found obsolete, and there has started a gradual process of modernization and replacement
of morally and physically obsolete main engines G60,G70 (6CPH 36/45), SKL NVD, 6ChH18/22, 3D6 (6ChH 15/18) etc. by new foreign diesel engines manufactured by Wartsila (Finland), Caterpillar (USA), Volvo - Penta (Sweden), Scania (Sweden), Henan Diesel Engine Industry Co., Ltd (China) etc., which have new dampers of such companies as Geislinger (Germany), Hasse & Wrede (Germany), STE - Schwingungstechnik (Germany), Holset (England), Caterpillar (USA) etc. Diagnostics of dampers of modern diesel engines is a new direction for the domestic marine industry; it requires a revision of both the technological processes of working with such equipment and training the qualified specialists. The study of the structural and operational features of spring dampers of modern diesel engines will allow to accumulate the necessary amount of scientific and technical information to create in Russia the foundations of production of efficient structures and the development of engine building in general.
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�stlund, Joachim. "Swedish reciprocal ransoms and multinational solutions to insecurity in the Mediterranean, c. 1720�1740". Journal of the British Academy 9s4 (2021): 151–67. http://dx.doi.org/10.5871/jba/009s4.151.
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This article compares the Swedish government�s legal practices to secure protection for its trade and shipping with the legal strategies for protection which circulated among sailors and consuls along the Swedish trade route to the Mediterranean in the late 17th and early 18th centuries. One major threat to Swedish commercial interests at the time were the �Barbary corsairs�, and the challenges when they captured ships and seized crews, whether Swedish sailors (many of them from Sweden�s Baltic and German provinces) on foreign-flagged ships or foreign sailors on Swedish ships. Consuls and traders knew of the problems caused when sailors crossed legal borders and challenged the rules of state protection. To counter this a more international model of maritime security was tested by attempting to strengthen the presence of the state in ransoms affairs in northern Africa. This model was developed when the Swedish Levant Company was founded. The main idea was shared responsibility between nations to ransom sailors serving under foreign flags, culminating in �reciprocal ransom agreements� in 1742. Even though reciprocal ransom agreements were short-lived, it shows two different modes to counter insecurity in the Mediterranean, one based on local customs and regional elite networks and the other on multinational agreements and the discourse of international law.
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Pacuraru, Florin, Leonard Domnisoru e Sandita Pacuraru. "On the Comparative Seakeeping Analysis of the Full Scale KCS by Several Hydrodynamic Approaches". Journal of Marine Science and Engineering 8, n.º 12 (25 de novembro de 2020): 962. http://dx.doi.org/10.3390/jmse8120962.
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The main transport channel of the global economy is represented by shipping. Engineers and hull designers are more preoccupied in ensuring fleet safety, the proper operation of the ships, and, more recently, compliance with International Maritime Organization (IMO) regulatory incentives. Considerable efforts have been devoted to in-depth understanding of the hydrodynamics mechanism and prediction of ship behavior in waves. Prediction of seakeeping performances with a certain degree of accuracy is a demanding task for naval architects and researchers. In this paper, a fully numerical approach of the seakeeping performance of a KRISO (Korea Research Institute of Ships and Ocean Engineering, Daejeon, South Korea) container ship (KCS) container vessel is presented. Several hydrodynamic methods have been employed in order to obtain accurate results of ship hydrodynamic response in regular waves. First, an in-house code DYN (Dynamic Ship Analysis, “Dunarea de Jos” University of Galati, Romania), based on linear strip theory (ST) was used. Then, a 3D fully nonlinear time-domain Boundary Element Method (BEM) was implemented, using the commercial code SHIPFLOW (FLOWTECH International AB, Gothenburg, Sweden). Finally, the commercial software NUMECA (NUMECA International, Brussels, Belgium) was used in order to solve the incompressible unsteady Reynolds-averaged Navier–Stokes equation (RANSE) flow at ship motions in head waves. The results obtained using these methods are represented and discussed, in order to establish a methodology for estimating the ship response in regular waves with accurate results and the sensitivity of hydrodynamical models.
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KARTYSHEV, D. V. "IMPLEMENTATION OF UKRAINE'S WORLD EXPERIENCE INSTITUTIONAL SUPPORT FOR CARRIAGE TRANSPORTATION". Economic innovations 20, n.º 1(66) (20 de março de 2018): 87–95. http://dx.doi.org/10.31520/ei.2018.20.1(66).87-95.
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Topicality. The functioning of international merchant shipping and the practice of international trade in goods are interrelated at different levels - from historical to the level of a separate treaty. Here, contracts for the purchase and sale of goods, transportation, insurance, financing, transport and warehouse documents of title are intertwined and interact. The necessary degree of awareness in these issues is an indispensable condition for both successful business activity and for solving the problems of unification of maritime and commercial law. Also the urgency of the organizing problems of electronic trade by shipping services of shipping lines and their agents through the internal brands, Intranet and the Internet and ways of their overcoming are considered. Aim and tasks. International cargo transportation is a really confusing business through its customers, partners and employees, which are scattered around the world. Today's information technology has become a focal point for shipowners in order to gain a competitive edge over their rivals by choosing and setting the right partners in their rapidly expanding and timely transmission of information and interactive communication between their partners in the value chain (see Porter's Value Chain). network of value creation. As the international marketing concept develops, companies recognize that the real value creation requires intensive interaction between the internal (employees in a number of departments) and external players and clients as a result of partnership, a flexible value chain. The speediness of the delivery of goods depends on the extent to which all participants in the logistics processes (commercial organizations and state regulatory bodies) were able to make the transition from paper technologies to electronic technologies. The use of paper documents in parallel with the electronic several times increases the time of registration at all stages of the movement of goods. Research results.The central theme in trade facilitation is the reduction of bureaucratic restrictions for the movement of goods across borders. Why ask commercial operators to submit about thirty documents to forty different agencies with often repeated information? To reduce these formalities, collect information necessary for controlling bodies as quickly and easily as possible - this is the essence of trade facilitation. Simplification and reduction of the required procedures, data and documents, their harmonization with international standards, computerization of documents and foreign trade processes will significantly accelerate the movement of goods and information about them across borders. Approximately 40 years ago, US experts calculated that eliminating unnecessary bureaucratic procedures and paper flows would reduce the cost of trade operations by 7% in the US, and this was always a very large amount that the society simply lost because of insufficiently streamlined processes. The Single Window system has already been implemented in many countries, such as Japan, Singapore, Sweden, the United States and Senegal. Conclusion. The proposal was accompanied by information that in existing national laws and international conventions there are significant gaps regarding the functioning of bills of lading and sea waybills, the connection of these transport documents with the rights and obligations of the seller and buyer of goods, the legal status of entities providing financing to one of the parties to the contract of carriage Cargo. In some states there is a regulatory framework for these issues, but it is not uniform. And in many states there is no regulatory framework in this sphere at all. This circumstance is an obstacle to the free movement of goods and increases the value of transactions. The widespread use of electronic means of communication in the transport of goods further exacerbates the consequences of the fragmentation and non-unification of various laws and leads to the need to develop uniform provisions on specific issues related to the use of the applied technologies.
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Govindarajan, Annette F., Björn Källström, Erik Selander, Carina Östman e Thomas G. Dahlgren. "The highly toxic and cryptogenic clinging jellyfish Gonionemus sp. (Hydrozoa, Limnomedusae) on the Swedish west coast". PeerJ 7 (13 de maio de 2019): e6883. http://dx.doi.org/10.7717/peerj.6883.
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The clinging jellyfish Gonionemus sp. is a small hydromedusa species known historically from the Swedish west coast but not reported in recent times. This species is thought to be native to the northwest Pacific where it is notorious for causing severe stings in humans and is considered invasive or cryptogenic elsewhere. This year, unlike in the past, severe stings in swimmers making contact with Gonionemus sp. medusae occurred in Swedish waters from a sheltered eelgrass bed in the inner Skagerrak archipelago. To the best of our knowledge, this is only the second sting record of Gonionemus sp. from the Northeast Atlantic—with the first record occurring off the Belgian coast in the 1970s. Stinging Gonionemus sp. medusae have also been recently reported from the northwestern Atlantic coast, where, like on the Swedish coast, stings were not reported in the past. We analyzed sea surface temperature data from the past 30 years and show that 2018 had an exceptionally cold spring followed by an exceptionally hot summer. It is suggested that the 2018 temperature anomalies contributed to the Swedish outbreak. An analysis of mitochondrial COI sequences showed that Swedish medusae belong to the same clade as those from toxic populations in the Sea of Japan and northwest Atlantic. Gonionemus sp. is particularly prone to human-mediated dispersal and we suggest that it is possible that this year’s outbreak is the result of anthropogenic factors either through a climate-driven northward range shift or an introduction via shipping activity. We examined medusa growth rates and details of medusa morphology including nematocysts. Two types of penetrating nematocysts: euryteles and b-mastigophores were observed, suggesting that Gonionemus sp. medusae are able to feed on hard-bodied organisms like copepods and cladocerans. Given the now-regular occurrence and regional spread of Gonionemus sp. in the northwest Atlantic, it seems likely that outbreaks in Sweden will continue. More information on its life cycle, dispersal mechanisms, and ecology are thus desirable.
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Kettle, Anthony J. "Storm Anatol over Europe in December 1999: impacts on societal and energy infrastructure". Advances in Geosciences 56 (23 de dezembro de 2021): 141–53. http://dx.doi.org/10.5194/adgeo-56-141-2021.
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Abstract. Storm Anatol impacted the North Sea and northern Europe on 3–4 December 1999. It brought hurricane force winds to Denmark and northern Germany, and high winds also in Sweden and countries around the Baltic Sea. For many meteorological stations in Denmark, the wind speeds were the highest on record and the storm was ranked as a century event. The storm impacts included extensive forest damage, fatalities, hundreds of injuries, power outages, transportation interruptions, as well as storm surge flooding on the west coast of Denmark. Strongly committed to wind energy, Denmark lost 13 onshore wind turbines destroyed during the storm. An important industry insurer noted that this was a remarkably low number, considering the storm intensity and the large number of turbines (>3500) installed in the country. In 1999, offshore wind energy was just getting started in Europe, and the storm provided an important test of environmental extreme conditions impacting offshore infrastructure. This contribution takes a closer look at the regional met-ocean conditions during the storm. A brief overview is made of the wind field and available wave measurements from the North Sea. An examination is made of water level measurements from around the North Sea to characterize the storm surge and identify possible meteo-tsunamis and infragravity waves. Offshore accidents are briefly discussed to assess if there had been unusual wave strikes on shipping or platforms. At the time of the storm in 1999, there was a growing awareness in the scientific community of possible changes in ambient sea state conditions and the increasing threat of rogue waves. The offshore wind energy community had become aware from the impact of rogue waves from damage at the research platform FINO1 in the southern North Sea during severe storms in 2006, 2007, 2009, and 2013. Storm Anatol may have been another rogue wave storm at an earlier stage of offshore wind energy development.
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Aritonang, Sovian, Jupriyanto Jupriyanto e Riyadi Juhana. "ANALYSIS OF THE PROCESS OF IRON SAND PROCESSING INTO SPONGE IRON IN ORDER TO SUPPORT THE DEFENSE INDUSTRY OF STEEL RAW MATERIALS". Jurnal Pertahanan & Bela Negara 9, n.º 1 (30 de abril de 2019): 1. http://dx.doi.org/10.33172/jpbh.v9i1.514.
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<p>The number of iron sand reserves is mostly spread in the coastal waters of Indonesia, from the coast of Sumatra, the southern of Java to Bali, the beaches of Sulawesi, beaches in East Nusa Tenggara (NTT), and the northern coast of Papua. Total reserves for ore are 173,810,612 tons and metal as much as 25,412,652.62 tons. But its utilization was not optimal because PT. Krakatau Steel, and PT. Krakatau Posco has produced steel plates only 24,000 to 36,000 tons per year. While the need for steel plates for the shipping industry each year requires 900,000 tons per year. With the need for raw material for steel plates in the form of iron sponges with Fe ≥ 60%, PT. Krakatau Steel is still imported from abroad. The proof is PT. Krakatau Steel before and during the year 2000 still imported Iron Ore Pellets from the countries of Sweden, Chille and Brazil for 3,500,000 tons per year. This condition is the cause of the national steel industry unable to compete with the foreign steel industry because imported raw materials are subject to import duties. This is an opportunity to build a steel raw material company because all this time the steel raw material industry in Indonesia has only two companies. This condition encourages the manufacture of iron sponges, with the process of making iron sponges with technology adapted to installed production capacity. This study analysed the manufacture of iron sponges using Cipatujah iron sand, as raw material for the manufacture of iron sponges, with the results obtained in the form of iron sponges with the highest levels of Fe ≥60.44%. This can be used for the purposes of raw materials for steel making PT. Krakatau Steel (PT. KS), because so far PT. KS claims that Fe <60% local sponge iron products. This can encourage the independence of steel raw materials, which impacts on the independence of the defence industry. But the government must also protect and prioritize steel raw materials for national production for national steel production. With the national government steel industry, the consortium of vendors supplying raw material (iron sponge) to maintain the quality and supply of continuous sponge iron.</p><p><strong>Keywords</strong>: iron sand, iron pellet, iron sponge</p>
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Painting, Suzanne J., Kate A. Collingridge, Dominique Durand, Antoine Grémare, Veronique Créach, Christos Arvanitidis e Guillaume Bernard. "Marine monitoring in Europe: is it adequate to address environmental threats and pressures?" Ocean Science 16, n.º 1 (19 de fevereiro de 2020): 235–52. http://dx.doi.org/10.5194/os-16-235-2020.
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Abstract. We provide a review of the environmental threats and gaps in monitoring programmes in European coastal waters based on previous studies, an online questionnaire, and an in-depth assessment of observation scales. Our findings underpin the JERICO-NEXT1 monitoring strategy for the development and integration of coastal observatories in Europe and support JERICO-RI2 in providing high-value physical, chemical, and biological datasets for addressing key challenges at a European level. This study highlights the need for improved monitoring of environmental threats in European coastal environments. Participants in the online questionnaire provided new insights into gaps between environmental threats and monitoring of impacts. In total, 36 national representatives, scientists, and monitoring authorities from 12 European countries (Finland, France, Germany, Greece, Ireland, Italy, Malta, Norway, Poland, Spain, Sweden, UK) completed the questionnaire, and 38 monitoring programmes were reported. The main policy drivers of monitoring were identified as the EU Water Framework Directive (WFD), the Marine Strategy Framework Directive (MSFD), Regional Seas Conventions (e.g. OSPAR), and local drivers. Although policy drivers change over time, their overall purposes remain similar. The most commonly identified threats to the marine environment were marine litter, shipping, contaminants, organic enrichment, and fishing. Regime change was identified as a pressure by 67 % of respondents. The main impacts of these pressures or threats were identified by the majority of respondents (> 70 %) to be habitat loss or destruction, underwater noise, and contamination, with 60 % identifying undesirable disturbance (e.g. oxygen depletion), changes in sediment and/or substrate composition, changes in community composition, harmful microorganisms, and invasive species as impacts. Most respondents considered current monitoring of threats to be partially adequate or not adequate. The majority of responses were related to the spatial and/or temporal scales at which monitoring takes place and inadequate monitoring of particular parameters. Suggestions for improved monitoring programmes included improved design, increased monitoring effort, and better linkages with research and new technologies. Improved monitoring programmes should be fit for purpose, underpin longer-term scientific objectives which cut across policy and other drivers, and consider cumulative effects of multiple pressures. JERICO-RI aims to fill some of the observation gaps in monitoring programmes through the development of new technologies. The science strategy for JERICO-RI will pave the way to a better integration of physical, chemical, and biological observations into an ecological process perspective.
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Nikologianni, Anastasia, Alessandro Betta, Mattia Andreola, Angelica Pianegonda, Gian Antonio Battistel, Anna Ternell e Alessandro Gretter. "Urban Farming Models, Ecosystems and Climate Change Adaptation in Urban Environments: The Case of SATURN Pan European Programme". ATHENS JOURNAL OF SCIENCES 9, n.º 1 (9 de fevereiro de 2022): 9–24. http://dx.doi.org/10.30958/ajs.9-1-1.
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The “System and sustainable Approach to virTuous interaction of Urban and Rural LaNdscapes” (SATURN) project is exploring how resilience at a city scale might be achieved and how the issues of landscape fragmentation, governance and land management can be addressed resulting in a sustainable future. The EIT Climate-KIC SATURN project is based on a collaboration between three cities of very different scales and contexts, those of Gothenburg in western Sweden, Trento in northern Italy, and Birmingham in the United Kingdom. This paper focuses on the ways in which urban farming can become an important tool to mitigate or adapt to climate change in urban environments by exploring how the three major cities of SATURN deal with these concepts. Using the experience gained throughout the SATURN project as well as the strong communication developed within the consortium, the paper introduces the reasons why urban farming is not just an agricultural activity, but it relates to climate awareness, health and an element of community. With the examples of different urban farming models, this research presents the fully entrepreneurial model of Gothenburg, where a business model fosters sustainable and successful small-scale farming through municipal management of small allotments with associated basic infrastructure leased out to entrepreneurs. Public underutilized land is matched with farmers in order for them to scale up their businesses and provide sustainable food, by limiting the shipping distance of the produce. In the Trento case, bottom-up and more institutional processes have been combined to foster short local supply chains through the Nutrire Trento networking process which could benefit from the introduction of a land lease scheme named “banca della terra” (to support agricultural land recovery). The case of Birmingham presents a different model where farming in an urban environment is mostly seen as a support to communities, mental health and awareness, rather than an entrepreneurial activity. The innovation in this paper comes in the form of different European models related to urban agriculture and best practices, demonstrating how abandoned and underutilised public and private land can be regenerated and become an active part of the urban realm. Insights on the ways in which the three different models operate, as well as results on how farming in an urban environment can enhance resilient cities are discussed in this paper. Keywords: urban farming, climate change, landscape ecosystems, entrepreneurial agriculture, community farming
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Brown, Steven D. "Software Review: MULTISIMPLEX, Version 1.01, Optimization software for MS Windows, available from Multisimplex K.B., Gullberna Park, S-371 54 Karlskrona, Sweden (telephone +46 455 27970, fax +46 455 27922, web http://www.multisimplex.com), single-copy price $175 academic, $475 industry, add $40 for shipping." Journal of Chemometrics 11, n.º 6 (novembro de 1997): 547–48. http://dx.doi.org/10.1002/(sici)1099-128x(199711/12)11:6<547::aid-cem498>3.0.co;2-a.
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Müller, Leos. "Sweden’s Early-Modern Neutrality: Neutral Vessels, Prize Cases and Diplomatic Actors in London in the Late Eighteenth Century". Journal of Early Modern History 23, n.º 5 (2 de outubro de 2019): 475–90. http://dx.doi.org/10.1163/15700658-12342650.
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Abstract Early modern shipping under neutral flags was an activity that required many capacities, combining practices from three different fields: commerce and shipping, diplomacy, and international law. This complexity of neutral shipping is the reason why traditional diplomatic history paid limited attention to it, despite the fact that shipping and prize cases consumed much of the attention and time of diplomats of neutral nations. The neutral agents had to be able to understand, communicate and move between all three fields. This article studies seizures of Swedish neutral vessels by British privateers and the Royal Navy between 1770 and 1800, including the years of the War of American Independence and the French Revolutionary Wars. It provides examples of how exchanges between different field actors—e.g. shipmasters, ship-owners, merchants, agents, lawyers, naval officers and diplomats—were communicated and understood from the perspective of Sweden’s representatives in London.
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Guevara, Marc, Oriol Jorba, Albert Soret, Hervé Petetin, Dene Bowdalo, Kim Serradell, Carles Tena et al. "Time-resolved emission reductions for atmospheric chemistry modelling in Europe during the COVID-19 lockdowns". Atmospheric Chemistry and Physics 21, n.º 2 (20 de janeiro de 2021): 773–97. http://dx.doi.org/10.5194/acp-21-773-2021.
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Abstract. We quantify the reductions in primary emissions due to the COVID-19 lockdowns in Europe. Our estimates are provided in the form of a dataset of reduction factors varying per country and day that will allow the modelling and identification of the associated impacts upon air quality. The country- and daily-resolved reduction factors are provided for each of the following source categories: energy industry (power plants), manufacturing industry, road traffic and aviation (landing and take-off cycle). We computed the reduction factors based on open-access and near-real-time measured activity data from a wide range of information sources. We also trained a machine learning model with meteorological data to derive weather-normalized electricity consumption reductions. The time period covered is from 21 February, when the first European localized lockdown was implemented in the region of Lombardy (Italy), until 26 April 2020. This period includes 5 weeks (23 March until 26 April) with the most severe and relatively unchanged restrictions upon mobility and socio-economic activities across Europe. The computed reduction factors were combined with the Copernicus Atmosphere Monitoring Service's European emission inventory using adjusted temporal emission profiles in order to derive time-resolved emission reductions per country and pollutant sector. During the most severe lockdown period, we estimate the average emission reductions to be −33 % for NOx, −8 % for non-methane volatile organic compounds (NMVOCs), −7 % for SOx and −7 % for PM2.5 at the EU-30 level (EU-28 plus Norway and Switzerland). For all pollutants more than 85 % of the total reduction is attributable to road transport, except SOx. The reductions reached −50 % (NOx), −14 % (NMVOCs), −12 % (SOx) and −15 % (PM2.5) in countries where the lockdown restrictions were more severe such as Italy, France or Spain. To show the potential for air quality modelling, we simulated and evaluated NO2 concentration decreases in rural and urban background regions across Europe (Italy, Spain, France, Germany, United-Kingdom and Sweden). We found the lockdown measures to be responsible for NO2 reductions of up to −58 % at urban background locations (Madrid, Spain) and −44 % at rural background areas (France), with an average contribution of the traffic sector to total reductions of 86 % and 93 %, respectively. A clear improvement of the modelled results was found when considering the emission reduction factors, especially in Madrid, Paris and London where the bias is reduced by more than 90 %. Future updates will include the extension of the COVID-19 lockdown period covered, the addition of other pollutant sectors potentially affected by the restrictions (commercial and residential combustion and shipping) and the evaluation of other air quality pollutants such as O3 and PM2.5. All the emission reduction factors are provided in the Supplement.
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Müller, Leos. "Swedish merchant shipping in troubled times: The French Revolutionary Wars and Sweden’s neutrality 1793–1801". International Journal of Maritime History 28, n.º 1 (fevereiro de 2016): 147–64. http://dx.doi.org/10.1177/0843871415624081.
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Lennerfors, Thomas T. "Rooting for ro-ro: Exploring how strategic choices by pulp and paper companies contributed to Sweden's specialized maritime export systems, 1960–2015". International Journal of Maritime History 34, n.º 1 (fevereiro de 2022): 63–82. http://dx.doi.org/10.1177/08438714221079555.
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The Nordic, particularly Swedish and Finnish, pulp and paper (P&P) companies are represented in earlier research as using specialized maritime transport systems – based on roll-on/roll-off (ro-ro) vessels – in long-term collaborations with shipping companies after the Second World War. However, the strategic choices of the P&P companies that led to this development have not been researched. Based on studies of the Swedish P&P companies that developed specialized maritime transport systems during the period 1960–2015, this article sheds light on the reasons for these maritime transport systems. As well as the growth of exports, the expansion of P&P companies through mergers and acquisitions and the increased value of the exported goods, the study shows that the Swedish ro-ro trend, diversified and sensitive products, pressure from customers for frequent and speedy deliveries, and a fairly short distance to stable main markets, were additional factors.
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Yacout, Dalia M. M., Mats Tysklind e Venkata K. K. Upadhyayula. "Socio-economic implications of forest-based biofuels for marine transportation in the Arctic: Sweden as a case study". Frontiers in Climate 6 (4 de julho de 2024). http://dx.doi.org/10.3389/fclim.2024.1414813.
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Arctic melting is an effect of climate change; the use of fossil fuels in marine shipping emits large amounts of air emissions that impact climate change, and Arctic aquatic and human life. Swedish pulp and paper mills generate large amounts of waste and side streams that could be utilized. The production of forest-based biofuel may be a promising solution to achieve sustainable Arctic marine shipping. This review highlights the socio-economic impacts associated with the production of forest-based biofuel in Sweden, the related opportunities, challenges, knowledge gaps, and further need of research. From the economic perspective, it was found that the production and use of forest-based biofuel have short and long-term economic sustainability benefits: (a) short-term benefits, the use of the waste and side streams of the pulp and paper industry is a low-cost available feedstock, unlike first-generation biofuel from crops like corn forest-based biofuels neither require additional land use, water resources nor compete with food. (b) Long-term benefits: (i) the Swedish shipping sector depends on imported fossil fuels, these new biofuels can replace partly those imported fossil fuels that will reduce shipping costs, and generate economic benefits for local consumers. (ii) Usage of forest-based biofuels as blends with conventional fuels in existing engines will reduce greenhouse gas emissions from the Arctic shipping to the set limits in the region. (iii) One of the important socio-economic impacts of forest-based biofuel production and use is the new job creation and employment opportunities that will impact the local communities and livelihoods of indigenous people in the area. From a societal perspective, stakeholder involvement is essential to address the sustainability challenges of biofuel production: EU policymakers need to encourage the production and use of biofuels by developing policies that promote biofuel use. Further studies are needed to develop more efficient and low-cost biofuel production routes, more investments in related research and development are required as well. Local indigenous communities must be involved in the decision-making process through surveys, local dialogues, and research studies. The production of forest-based biofuels has great potential and many social-economic impacts alongside the environmental benefits.
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Vierth, Inge, e Magnus Johansson. "The impact of alternative environmentally differentiated fairway dues systems in Sweden". Journal of Shipping and Trade 5, n.º 1 (25 de novembro de 2020). http://dx.doi.org/10.1186/s41072-020-00077-9.
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AbstractThe Swedish system for determining fairway dues at the national level is acknowledged as being unique in attempting to consider the environmental performance of vessels. Between 1998 and 2014, vessels could get a SOX discount and between 1998 and 2017 a NOx discount, both based on certificates. In 2018, the Swedish government initiated a new system comprising more environmental impacts requiring operators that want to benefit from it, to register their vessels for a score in the Clean Shipping Index (CSI). The CSI covers performance in five categories: NOX, CO2, SOX/PM, Chemicals and Waste. Based on received scores, vessels can get 10%, 30% or 90% discount. In this paper, the short-term outcome of the new system is analysed and compared to the old NOX-based system. The comparison is based on revealed preferences of the involved vessel operators. Vessel specific data about the discounts and scores are analysed as well as the regional distribution of discounts and impacts on different vessel types. The paper shows that the Swedish Maritime Administration has succeeded in creating a system that attracts more vessel types and encompasses more environmental categories, but that the incentives to reduce NOX emissions have been reduced. Ex-post cost-benefit analyses of the earlier certificate-based systems have proven them beneficial to society. However, it is unclear how the outcome of the new system will be. The paper suggests that there are efficiency gains in harmonising the system SMA has introduced with the different systems for environmentally differentiated port fees in Sweden.
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Kraufvelin, Patrik, Lena Bergström, Frida Sundqvist, Mats Ulmestrand, Håkan Wennhage, Andreas Wikström e Ulf Bergström. "Rapid re-establishment of top-down control at a no-take artificial reef". Ambio, 2 de novembro de 2022. http://dx.doi.org/10.1007/s13280-022-01799-9.
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AbstractEstablishment of artificial reefs and no-take areas are management measures available for restoring deteriorated marine ecosystems, compensating for habitat loss and strengthening harvested populations. Following the establishment of no-take artificial reefs in western Sweden to compensate for hard bottoms lost to a shipping lane, we detected rapid positive effects on crustaceans and demersal fish compared to fished reference areas. The relative abundance and size structure of European lobster (Homarus gammarus) increased strongly in the no-take area indicating more than doubled and tripled egg production in 5 and 10 years, respectively. For benthic fish and crustacean communities, the abundances of gadoids and wrasses increased and the abundances of small decapod crustaceans decreased in the no-take area, likely indicating cascading effects of increased predation. The study demonstrates that relatively small no-take areas, enhanced by artificial reefs, can rapidly invigorate populations of lobster and fish that in turn may re-initiate local top-down control.
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Santén, Vendela, Anna Hedén, Gry Møl Mortensen, Per Wide, Åsa Kärnebro, Sara Kilicaslan e Johan Algell. "Carbon capture and storage (CCS) in the Swedish cement industry – logistics collaboration potentials in the Baltic area". Baltic Carbon Forum 2 (13 de outubro de 2023). http://dx.doi.org/10.21595/bcf.2023.23683.
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The cement industry in Sweden is facing a major climate change. A central part of the transition is carbon capture and storage (CCS), which is to be implemented in the Swedish largest cement production site on Gotland by 2030. For CCS to be realized, a reliable cost- and environmentally efficient logistics system for CO2 is required, which for the Swedish cement production on Gotland means CO2-transport by ship. A research project has been initiated during 2023 with the aim of increasing the cement industry’s knowledge and understanding of possible CO2 logistics systems for CCS. The project takes a larger innovation system approach of CCS by mapping current knowledge about CO2-logistics for CCS and emerging industrial and logistics actors in the Baltic area and North Sea. Further, logistics scenarios from the perspective of the cement industry will be investigated as well as opportunities for fossil-free CO2-shipping and business models for the cement industry’s CO2-logistics. The Baltic area includes heavy CO2 emitting industries both from cement production as well as steel, pulp & paper, power & heat with locations nearby a port, in which there are several initiatives to apply CCS. Further research will investigate how different types of cross-border collaborations could influence the efficiency of the CO2-logistics system. The project supports the cement industry's decisions regarding processes for the design of CO2-logistics arrangements for CCS.
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Vierth, Inge, Victor Sowa e Kevin Cullinane. "Evaluating the external costs of a modal shift from rail to sea". European Journal of Transport and Infrastructure Research 19, n.º 1 (18 de abril de 2019). http://dx.doi.org/10.18757/ejtir.2019.19.1.4082.
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This study analyzes the comparative level of social and external costs if an existing transport chain is replaced by one that includes a greater use of shipping. The main objective of the paper is to assess, on the basis of changes in social and external cost, the potential effectiveness of policies which aim to promote a modal shift to shipping. The social and external costs of both options are evaluated, therefore, using both Sweden’s national guidelines for cost-benefit analysis and the European guidelines. A secondary objective of the paper is to evaluate the sensitivity of outcomes to the methodology applied and the input values employed, as well as to identify the relative strengths and weaknesses of these two CBA methodologies when applied to choices involving a shipping mode, The paper concludes that evaluation outcomes are highly sensitive to the choice of CBA methodology and the input values embedded therein. In addition, a number of shortcomings with the guidelines are identified, the most important of which are the need to: (1) have specific values for air pollution from ships; (2) incorporate a system for continuous updates of emission factors, given that vessel speeds vary over time and; (3) incorporate values for water pollution and its effects on the coast and sea bottom. For the Swedish guidelines specifically, there is a need to encompass a value for the scarcity of rail capacity.
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Bernardino, Susana, Orlando Rua e José de freitas Santos. "Entrepreneurship in the age of the digital economy." Revista Galega de Economía, 28 de junho de 2023, 1–4. http://dx.doi.org/10.15304/rge.32.2.9268.
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The growth of digital technologies in the economy has created new opportunities for entrepreneurs and organisations (Berman, 2012). The digital world environment, supported by technological devices (e.g., mobile computing) and social media platforms (e.g., Facebook, Instagram), has opened new ways to create new digital business models and media channels (Vasconcelos & Rua, 2021; Ciasullo & Lim, 2022; Miháldinecz & Rua, 2022; Rodrigues et al., 2022). Multinational organisations, but also small companies, do all or most of their business on the web (e.g., Google, Amazon, Facebook) (Capatina & Rancati, 2017; Jeansson et al., 2017; Pinto & Silva, 2019).
The unique characteristics of digital technologies have provided entrepreneurs and organisations with many tools that can be used to innovate and create new ventures (Berawi et al., 2020). For example, open innovation and crowdsourcing facilitate co-creation and customer feedback in the development of new products, services, websites or applications (Gassmann et al., 2010; Musiello-Neto et al., 2022; Rua et al., 2023). Similarly, crowdfunding platforms (e.g. Kickstarter, Indiegogo, Go Fund Me) have made it easier and faster to finance a social or business project (Bernardino & Freitas Santos, 2020). Because of the internet, new digital business models (e.g. freemium, subscription, on-demand, affiliate, drop shipping, consulting, advertising, blogging, digital media) exist and could be used to sell products and/or services. In addition, business models (features and value of offerings) would continue to evolve even after launch due to competition and environmental changes.
Digital entrepreneurship is the practice of pursuing new venture opportunities offered by new media on internet technologies (Antonizzi & Smuts, 2020). Therefore, entrepreneurs and organisations in a digital economy need to be aware of market opportunities to develop new ideas and business models and communicate their value propositions to potential customers and investors (Nambisan, 2016).
This special issue aims to contribute to the growing body of knowledge on the digital economy, while addressing the question of how entrepreneurs and organisations are dealing with an increasingly digital world.
The papers in this special issue present research findings from a variety of contexts.
In the first article, Silva, Moutinho and Paço examine the relationships between entrepreneurship, intrapreneurship policies and e-commerce. In the article, the authors aim to analyse whether entrepreneurship and intrapreneurship are antecedents of e-commerce, as well as the bidirectional relationship between e-commerce and entrepreneurship. The study focuses on a panel of two European regions, Scandinavia (Denmark, Sweden, Norway and Finland) and Iberia (Portugal and Spain), between 2012 and 2020. The relevance of the groups studied is enhanced by the fact that they are culturally different and have different perspectives on the growth of e-commerce. The authors use an econometric analysis of the data based on Panel Corrected Standard Errors models. The study developed by the authors shows a bi-directional causality between entrepreneurship based on the creation of new firms and entrepreneurship based on surviving firms and e-commerce. The study also shows that R&D-based intrapreneurship is a driver of e-commerce.
The second article, by Silva, Lima and Teixeira, examines the use of sales technology by salespeople as a source of information and stimulus for intrapreneurship. They find that salespeople's use of sales technology has positive effects on the firm's information system and, subsequently, on salespeople's intrapreneurial behaviour (strategic renewal and venture behaviour). The authors also suggest that the firm's information system plays a mediating role between salespeople's use of technology and their strategic renewal and venture behaviour.
In the third article, based on social support theory and technology acceptance models, Makmor, Alam, Masukujjaman, Makhbul, Ali, and Mamun examine the factors determining purchase intention on social commerce sites. Using a detailed purchase intention model, the authors analyse the responses obtained from 392 questionnaires distributed in Malaysia, using partial least squares structural equation modelling. The research provides new contributions to the understanding of factors that can influence consumer purchase intention, highlighting the important role of consumer trust in the online context, as well as social support (both in the form of emotional and informational support), which are related to the technology acceptance model and purchase intention.
The fourth article, developed by Bernardino, Freitas Santos and Silva, explores the personal network linkages of social entrepreneurs and the use of social media platforms to examine whether they bring more resources to the social organisation. A conceptual model is developed based on a review of the literature. Structural equation modelling is used to test the hypotheses on a sample of 313 Portuguese social organisations. They find that social entrepreneurs’ network linkages have a direct (via stakeholders) and an indirect (via social media use) effect on the resource acquisition process. Overall, their work demonstrates the strong role of personal networks as a potential determinant of resource acquisition for Portuguese social organisations.
Finally, in the fifth paper, Katrin Kizilkan aims to expand knowledge about the entrepreneurial finance landscape and digital platforms in the context of entrepreneurs' social media communication behaviour. Based on signalling theory, Schulz von Thun's communication theory and social capital theory, the article assesses the main success determinants in the behaviour of crowdfunders. In the article, the author develops several hypotheses that are tested using a multivariate approach based on logistic regression. The data was collected from 169 campaigns available on the largest rewards-based crowdfunding platform in Germany (Startnext). The research conducted by Katrin reveals the success factors of a crowdfunding campaign in terms of the behaviour of the entrepreneur and the characteristics that social entrepreneurs should pay special attention to when designing a crowdfunding campaign. The results highlight the importance of quality signals to reduce information asymmetries. The article offers practical recommendations to entrepreneurs on how to run a successful campaign in the digital context, and in particular how to use social media effectively in the context of a reward-based crowdfunding campaign.
Overall, each of the papers provides new insights into the challenges of the digital economy for entrepreneurship and organisations, incorporating a variety of theoretical perspectives and research designs, demonstrating the promise of different approaches to inform research on the digital economy. Indeed, the digital age brings new opportunities for the way businesses are developed, which could be exploited by both entrepreneurs and organisations.