Sjöfartsverket belägger handelssjöfarten med lots- och farledsavgifter. Intäkterna från dessa avgifter utgör en viktig del av verkets finansiering samtidigt som avgifternas används för att uppnå olika politiska mål. Projektet har tagit fram rekommendationer till en justerad intäktsneutral avgiftsmodell och tar till december 2023 fram en ny avgiftsmodell som är förankrad i ekonomisk teori avseende styrmedel och prissättning och kräver inte intäktsneutralitet för Sjöfartsverket. Abstractet avser den sistnämnda modellen. Utgångspunkten är att de föreslagna lots- och farledsavgifterna ska täcka de operativa och externa kostnader som handelssjöfarten ger upphov till och att det inte finns ytterligare avgifter, frekvensrabatter eller miljöindex. Projektet undersöker i vilken grad olika modellutformningar kan bygga på principerna ”användaren betalar” och ”förorenaren betalar”.

För att förstå vilka konsekvenser olika modeller skulle få på trafik, beteende, miljö och intäkter analyseras effekterna på trafikmängder, fartygstyper och miljöåtgärder. Samtliga kostnader och nyttor anges per år. Vidare studeras fördelningseffekter på de berörda aktörerna handelssjöfarten, Sjöfartsverket, staten, EU, övrigt samhälle. Borttagningen av beredskaps-, gods- och passageraravgifterna samt frekvensrabatterna i dagens avgiftsmodell leder till lägre avgifter for samtliga fartyg förutom kryssningsfartyg och färjor. Borttagningen av Clean Shipping index innebär högre avgifter för runt 100 fartyg i olika segment. 

Handelssjöfarten täcker via lotsavgifter 93 % av kostnaderna för att tillhandahålla lotstjänster; en stor del av underskottet förklaras av rabatterna i Mälaren och Vänern. Handelssjöfarten i hela landet betalar via farledsavgifter för kostnaderna för att tillhandahålla isbrytarassistanser. I säsongen 2018/2019 mottag endast 118 fartyg assistanser. En konsekvent tillämpning av ”användaren betalar”- principen skulle i princip höja avgifterna norr om Gävle och sänka avgifterna i övriga landet. Alternativa modellutformningar analyseras där staten konsekvent täcker delar av kostnaderna för isbrytning, vilket regeringen tidigare planerat för. Enligt ”förorenaren betalar”-principen ska handelssjöfarten betala för sina icke internaliserade externa kostnader. 

Ports are actively pursuing greater operational efficiency to effectively handle the increasing global flow of goods, while striving to improve the energy efficiency of their operations to comply with new environmental regulations. As a result, innovation-leading ports have begun to recognize the potential of digital twins to overview, coordinate and optimize port processes, resulting in energy savings, and reductions of costs and of CO2 emissions. While digital twins have gained momentum in other domains such as smart manufacturing and aerospace, their adoption in ports has been comparatively slow. This can be explained, among other things, by the multi-stakeholder nature of the port and the high complexity of the often interconnected port processes. Thus, this thesis, grounded in the context of ports, discusses what constitutes a digital twin, proposes characteristics to assess the maturity of existing digital twins, and introduces and evaluates mathematical models to support a key port process, which can be used as components of a digital twin for the port.

Speed reduction is proposed to be a cost-efficient way to reduce emissions due to a non-linear relationship between fuel consumption and speed (approximated by a third power). 

Correlation between fuel prices and freight rates can lead to biased estimates. To disentangle the correlation between fuel prices and freight rates arising from changes in global demand, we instrument fuel prices on price changes triggered by supply shocks. The shocks are derived from the structural vector autoregressive (SVAR) model. In a sensitivity analysis, we use unanticipated oil supply shocks derived from oil supply outages as an alternative instrument for fuel prices.  

In this paper, we estimate fuel price elasticities of sailing speed for general cargo vessels using data covering the Baltic Sea and Norwegian coastal areas during the years 2007–2018. To disentangle the correlation between fuel prices and freight rates arising from changes in global demand, we instrument fuel prices on price changes triggered by supply shocks. The shocks are derived from the structural vector autoregressive (SVAR) model proposed by Kilian (2009). In a sensitivity analysis, we use unanticipated oil supply shocks derived from oil supply outages as an alternative instrument for fuel prices. We find that disregarding the correlation between fuel prices and freight rates yields biased parameter estimates, which can partly explain the mixed results in the previous literature. Our preferred estimate for the fuel price elasticity of speed is −0.08.

I dagsläget vet vi inte så mycket om hur olika åtgärder inom sjöfarten, såsom farledsförbättringar eller regelförändringar,påverkar sjösäkerheten. I detta projekt tas en metod fram för att skatta olycksrisken på sjön med syftet att förbättra effektsambanden för sjösäkerhet.  

Modellen skattar med hjälp av AIS-data och expertbedömningar risken för kollisioner mellan fartyg och tar i dagsläget hänsyn till trafikintensitet, säkerhetsavstånd samt hur fartygen möts. 

In near coastal environments, nautical charts provide crucial information for navigation and routing both in real-time operations and during planning stages. The cost of data collection as well as capacity constraints in the processing pipeline make reliable bathymetric information in such areas sparse. Prioritization rules can help guide the efforts to where information is the most valuable. AIS data provide accounts of real ship movements, indicating both desirable paths and minimum depths. We propose a statistical model for combining sparse bathymetric soundings with AIS observations for improved prediction of depths for generation of feasible transportation corridors. The method relies on viewing AIS draughts as censored observations of the true depth. A case-study is performed for the southern archipelago of Gothenburg using the program R-INLA. The non-stationarity caused by having boundaries with known (zero) depth and holes (land) in the domain is handled through discretization. Varying amounts of AIS data, ranging from none to 1824 observations, are used in the experiments. Results show predicted depths within the range of data values, and that inclusion of AIS data serve to push the field down to ensure that traverseable areas are predicted as such revealing corridors in narrow passages where bathymetric soundings are lacking. 

Dagens trafikledningssystem inom luftfart, sjöfart och tågtrafik, med många/stora displayer och en förhållandevis låg grad av automation och systemintegration medför risker. En stor risk, som validerats i tornsimulatorn på Arlanda är att operatören inte alltid lägger märke till händelseförlopp som visas på displayerna. Nya sensorer som mer ger information för att övervaka processen (exempelvis fåglar på flygplatser), genererar samtidigt mer data som ska presenteras för operatören. I detta forskningsprojekt föreslår vi en ny strategi, där automationen förstärks med sensorer som ger automationen information om den mänskliga operatören och om miljön. Projektet Flexibel Automation F AUTO utforskar interaktion och gränssnittskoncept (HMI) samt sensorteknik för en ny generation av adaptiv automation. En adaptiv automation innebär att systemet situationsanpassar operatörsstödet, t.ex. till mängden trafik, för att varken överbelasta trafikledaren eller ge denne för lite att göra. De huvudsakliga frågeställningarna är:  

• Hur kan adaptiv presentation av lägesbild utformas för att dra nytta av sensorer i operatörsmiljön för att stärka samarbete människa-automation?
• Hur väl fungerar denna design, vilka egenskaper har den, särskilt angående effektivitet och säkerhet?
• Vilka typer av sensorer och vilka sensordata är mest lämpliga, och hur kan dessa data representeras visuellt för en ökad effektivitet? 

Projektet följer en metodik där koncepten utforskas iterativt. I tidiga skeden värderades koncept i workhops med flygledare och med andra intressenter. En metodik som använts i senare skeden av konceptutveckling är så kallade human-in-the-loop studies (HITL). I dessa sammanhang användes en simulator för att värdera hur koncepten fungerar i reell användning. Sensorutveckling med integration i konceptet har vidareutvecklats parallellt. 

Projektet har byggt upp en teknisk miljö för att kunna testa flexibel automation i olika operativa miljöer i tre domäner. I den här presentationen fokuserar vi särskilt på ett huvudkoncept från projektet, "reduced autonomy workspace". Det är ett koncept för att hantera situationer där automationen måste kontakta operatören för att optimera processtyrning, genom en "reduced autonomy workspace", som ska minska stress i sådana situationer. Vi följer också upp ett resultat som presenterades förra året, mjuka visuella påminnelser (soft visual cues). I år ger vi exempel på utformning och tillämpning i domänerna - med avseende på teknik, design, och operativ anpassning.  

Forskning och utveckling av flytande hamnar har tagit fart utifrån världshandelns behov av välfungerande effektiva hamnar som centrala logistiknoder. Containerfartygen växer i storlek och mer volymer behöver tas om hand i hamnarna samtidigt som högre krav ställs på service och effektivitet. I den gröna omställningen behöver hamnarna inte bara agera logistiknod, utan även energinod. I ett pågående forskningsprojekt undersöker en svensk entreprenör, Sea technology, möjligheterna med att utveckla konceptet och utvärderar hur en sådan flytande terminal skulle kunna användas ett par mil ut från kusten i svenska vatten. Affärsmodellen bygger på att terminalen ska hantera upp till 5 miljoner TEU årligen och även kunna fungera som energihubb. Detta innebär både en stor investering, och för en fungerande affärsmodell krävs att terminalens verksamhet anpassas till övriga aktörer i systemet, såsom rederier som ska anlöpa hamnen och mindre hamnar till vilka feeder-fartyg ska transportera containers. Syftet med denna studie är därför kartlägga hur en effektiv flytande hamn kan fungera i ett systemperspektiv i svenska farvatten.  

Presentationen bygger på de preliminära resultat som är finns i studien. En strukturerad omvärldsanalys är gjord, både med avseende på vetenskaplig litteratur och grå litteratur. Projektet har karaktäriserat de industriella initiativ som funnits det senaste årtiondet kring flyta containerterminaler och energi-öar runt om i världen, och kartlagt barriärer och drivkrafter. Presentationen innehåller även en preliminära resultat av system-ekonomin för en flytande hamn. En systematisk kartläggning har även gjorts kring de funktioner en flytande hamn ska ha. Baserat på intervjuer beskrivs aktörskraven på den flytande hamnen.  

Det finns tydliga drivkrafter för flytande hamnar. För container är det främst miljövinster, god system-ekonomi under rätt förutsättningar och säkerhetsfördelar. För energi kan en flytande hamn ge ökad hållbarhet och energisäkerhet, och myndigheter är tydligt pådrivande i att konceptet ska realiseras i exempelvis Nordsjön. Samtidigt finns det många barriärer mot att använda sig av flytande hamnar, både för container och energi, då det kräver stora investeringar och är en stor systemomställning som måste möjliggöras genom att flera olika typer av aktörer ställer om sina verksamheter delvis.  

Electrification of ships offers zero-emission travel and is spreading rapidly, but the relation between electric ship propulsion and noise pollution is not generally understood. Here, three different types of diesel-electric hybrid ferries have been measured in two operating modes: running in hybrid mode with the diesel engine powering an electric generator; and running in fully electric battery powered mode. Measurements were performed to simultaneously quantify airborne and underwater radiated noise. Findings are that on-board diesel engines for electricity generation do not contribute a large extent of the underwater radiated noise, whilst a major source of airborne low-frequency radiation.

Det finns potential att öka elektrifieringen i svensk sjöfart. Inom ramen för ett regeringsuppdrag föreslår Trafikanalys nya styrmedel för elsjöfart, bland annat skattereduktion för landström, klimatpremie för elfartyg och stöd till land- och laddinfrastruktur i hamnar. Under 2022 har Trafikanalys haft i uppdrag att dels utreda förutsättningarna för en ökad användning av helt eller delvis eldrivna fartyg i Sverige, dels utreda möjliga incitament för att åstadkomma ökad användning av land- och laddström. Resultaten från båda uppdragen redovisas här gemensamt.

Vi har studerat litteraturen och utvecklingen avseende elektrifieringen av sjöfart inom Sverige, Norge och Nederländerna. Marknadspotentialen för elektrifieringen har analyserats genom energiförbrukningen för fartyg som anlöper svenska hamnar. Vi beskriver de tekniska förutsättningarna och vilka problem som är specifika för elektrifiering av sjöfart jämfört med andra trafikslag. Vi har också studerat vilka styrmedel som finns idag för elektrifiering inom sjöfart såväl som andra trafikslag. Baserat på detta har vi pekat på möjliga styrmedel med potential att öka användningen av land- och laddström, samt öka användningen av helt eller delvis eldrivna fartyg i Sverige. Vi har också låtit en referensgrupp med representanter från branschen ha synpunkter och kommentarer på vårt arbete och våra förslag till styrmedel. 

De förslag till styrmedel vi lyfter fram är:

• Skattereduktion för elanslutning för mindre fartyg
• Klimatpremie för elfartyg
• Stöd till elanslutning för fartyg
• Undantag från kravet på nätkoncession för hamnar
• Tydligare klimatkrav på nationella fartyg
• Underlätta processen för certifiering av fartyg vid konvertering till eldrift
• Innovationsupphandling i regionalt upphandlad färjetrafik

Det ingick i uppdraget att göra en bedömning av införande av miljözoner i hamnar. Vår uppfattning är att marknaden i Sverige idag inte är mogen för införande av miljözoner. Vi efterlyser en vidare diskussion om miljödifferentierade sjöfartsavgifter för att stimulera introduktionen av elsjöfart.

Buller från sjöfart har främst studerats dels som buller från hamnar som påverkar kringboende negativt, dels som undervattensbuller som kan ha negativa effekter på det marina livet. I projektet SHIPNOISE har en huvudfråga varit om det finns anledning att kunna göra bullerutredningar för luftburet buller från fartygstrafik i farled på motsvarande sätt som görs för väg-, järnvägs- och flygtrafik. För att kunna göra sådana bullerutredningar krävs dels beskrivning av fartyg som bullerkälla, dels uppgifter om fartygstrafikens intensitet och hastighet. Trafikuppgifterna finns för i stort sett all kommersiell fartygstrafik eftersom International Maritime Organization (IMO) kräver att alla fartyg som följer International Convention on Safety of Life at Sea (SOLAS-konventionen) skall vara utrustade med Automatic Identifiaction System (AIS). Det systemet sänder bl.a. ut fartygets namn, position, kurs och fart, och flera organisationer, där ibland svenska Sjöfartsverket, har fasta stationer längs kusterna som tar emot och lagrar uppgifterna i databaser. För beskrivning av fartygen som bullerkällor finns ingen angiven metod. Några olika internationella standarder för hur mätning av buller från fartyg bör gå till existerar men är inte ämnade att fungera som inmätning av buller från trafik i farled på motsvarande sätt som görs för vägtrafik eller tågtrafik. 

I SHIPNOISE har en fast mätstation för buller under och över vatten från passerande fartyg konstruerats och ett stort antal fartygspassager har uppmätts. Stationen bestod av en datalogger med en mikrofon, två lågfrekvenssensorer och en hydrofon inkopplade. Stationen utprovades på två olika platser med olika intensitet i fartygstrafik. I det ena fallet analyserades mätresultat i kombination med AIS-data ur databas där tidsupplösningen var begränsad, i det andra fallet kompletterades mätstationen med en AIS-mottagare som registrerade samtliga förekommande AIS-datasändningar. Avståndet mellan mätstation och farled var tillräckligt litet (ca 50 – 150 m) för att uppfylla kraven i en föreslagen standard för mätning av luftburet buller från fartyg som tagits fram inom det europeiska projektet NEPTUNES. 

There is an urgent need to reduce emissions from maritime transportation to meet environmental targets set by international organizations and governments. To reduce emissions from maritime transportation, technical, market-based, and operational measures can be used. In this thesis, the focus is on operational measures, and in particular Just-in-Time arrival in the port call process. Just-in-Time arrival in the context of port calls refers to maintaining an optimal vessel sailing speed to arrive to the port when the availability of berth and other services are ensured. In earlier studies, the estimated fuel and emission savings potential of Just-in-Time arrival, is promising. Despite the promising potential of Just-in-Time, its implementation remains limited, with few real-world examples. The purpose of this thesis is to explore how to implement Just-in-Time arrival by studying coordination in the port call process.  

Two research questions were formulated to address the purpose. The first aims to capture the potential benefits of implementing Just-in-Time arrival in port calls. The second aims to address what is required to implement Just-in-Time arrival. This thesis is based on two studies in the Swedish context. First, a quantitative study, in which Automatic Identification System data in combination with port call statistics and vessel-specific data were used to estimate the fuel and emission savings potential of Just-in-Time arrival. Second, a qualitative single case-study exploring the coordination mechanisms necessary for implementing Just-in-Time arrival in port calls was conducted.   

The studies show that fuel and emission savings potential of Just-in-Time in previous studies is overestimated due to the assumptions used. Though, the implementation of Just-in-Time has potential to improve port call actors’ resource planning and utilization and increase the competitiveness of ports. This is because Just-in-Time arrival has the potential to aid actors in reaching mandatory emission reduction targets. To implement Just-in-Time arrival, it is necessary to coordinate the plans of actors. The required mechanisms to coordinate planning are pre-booking berth allocation policy and port community systems. The pre-booking policy implies booking time-slots for berths, facilitated by using the port community system. The port community system and the pre-booking policy enable effective coordination of the planning processes of individual actors, enabling Just-in-Time arrival in port calls. 

Ports, often located on the outskirts of (smart) cities, are striving for innovative technological solutions to attain efficiency gains to cope with raising trade volumes and energy savings towards improving their environmental footprint. With two-thirds of the world's major ports located in urban areas, these efforts do not take place in isolation, but in intersection with the multi-layered processes of the smart city. In this context, digital twinning can be a technology with the potential to significantly increase the efficiency of the multi-layered and interconnected ports and smart cities processes. While digital twins for the complex systems of the smart cities have gained momentum in recent years, digital twinning of ports is often narrowed to address only specific port assets. The aim of this article is to investigate how smart city digital twins tackle complex processes and how ports can draw from this experience. We discuss potential interfaces between a port digital twin and a city digital twin. It becomes evident that both these domains of application of digital twinning are complex systems having overlaps and functional interconnections. The paper presents how the port's digital twin can contribute to threat detection, energy savings, cost reductions, performance gains, and improved stakeholder cooperation, based on insights from the city digital twin. Finally, the three overlap points maintenance of shared infrastructure, intelligent joint approaches to avoid congestion, and energy are identified as intersection points.

Maritime transport is a decentralized system with many involved actors. Goal conflicts between different actors can hinder system-level efficiency, affecting the utilization of maritime transport as an alternative. There is a clear political will from both the EU and at a national level to shift more freight to maritime transport. The purpose of this study is to provide recommendations that counteract misalignments in maritime freight transport to strengthen its competitiveness and thereby increase the potential for a modal shift to shipping. This report maps out misalignments from literature and three case studies analyzing how these affect the shift of freight to maritime transport. The case studies include three Swedish ports: Gothenburg, Trelleborg, and Karlshamn, and their surrounding actors, where misalignments are identified between shippers, ports, municipalities, terminal operators, land transporters, shipping companies, and authorities. The central misalignments relate to vessel size, land use, infrastructure planning, environmental requirements, and digitalization. Proposed policy instruments and measures to resolve these misalignments and promote the shift of freight transport to maritime transport are: improved collaboration between actors, the introduction of dry ports, vertical land use, the use of digital tools such as digital systems to improve communication with ports and digital twins for optimizing freight flows, alternative financing models to strengthen investments, fair conditions in the form of fees so that all modes of transport compete on equal terms, and coordination of permit processes to reduce delays and uncertainty for investors. 

The purpose of the report is to estimate the costs of a fee model that

• provides the Swedish Maritime Administration with revenues that correspond to the costs incurred in the provision of various services used by the merchant shipping industry
• internalizes the vessels’ external costs and provides increased incentives to reduce the external costs.

The fees should contribute to the fulfilment of the Swedish transport policy objectives.

The current model comprises pilot fees and fairway dues and is criticized as

• there is no direct link between the fees and costs for the services and the external costs
• the frequency discount is inappropriate from an efficiency- and environmental point of view
• the environmental discount has small effects
• lack of transparency.

The costs are as far as possible calculated per vessel, based data from 2019. The time perspective for the new model is 2028 and parts of EUs climate package “Fit for 55” are assumed to be implemented. The service-related costs are calculated in detail for pilotage and icebreaking and broadly for the other services; the external costs of the pilot boats’ and icebreakers’ emissions are included. The merchant vessels’ external costs of air emissions and accidents in Swedish waters are calculated. The volume of emissions is calculated using AIS-data (Automatic Identification System). The CO2-emissions are valuated based on the European Union Allowance (EUA) price and air pollution and accidents based on EU:s handbook for external costs of transport. The costs are calculated based on ("first-best") marginal cost pricing, for some of the service-related costs "second-best" is used to make sure that the costs are covered.

Ett transporteffektivt samhälle kännetecknas av kortare fysiska och mentala avstånd med effektiva resursflöden där vi människor inte behöver transportera oss eller de varor och tjänster vi konsumerar i lika stor utsträckning som idag. Ett transporteffektivt samhälle kännetecknas även av att det är tillgängligt och jämlikt för alla människor. 

Syftet med projektet: att ta fram nya kunskapsunderlag för värdering av den vattenburna kollektivtrafikens potentiella roll och funktion i det transporteffektiva samhället. Det handlar om att reda ut vad som saknas för att färjorna ska betraktas som ett lika relevant verktyg i transportsektorns verktygslåda som landbaserade lösningar. 

This project deliverable addresses socio-economic analyzes of hydrographic surveys. To be socioeconomically profitable, the annual benefits must exceed the Maritime Administration's annual costs in the 20 km2 studied area in OSKAR of approx. SEK 174,000. Roughly speaking, this is a given if two groundings (which lead to ship damage costs of about SEK 200,000 per year) can be avoided. Safety benefits linked to the staff and travellers on these two ships and safety benefits related to other ships and the environment etc. may be added. 

The socio-economic benefits are potentially great for the ships that are carrying out public transport services, which stand for about 65% of the ship-kilometers in the OSKAR area. However, the benefit calculations require access to detailed public transport data, which the OSKAR-project did not have. Benefits can also be achieved by reducing the fuel consumption and emissions of the other ships. Authorities can use the hydrographic surveys to make better use of the existing maritime infrastructure in a more efficient way and to identify profitable infrastructure projects. An overarching question is to what extent a better coordination of the hydrographic surveys can contribute to reducing costs for the various sectors and society in general. 

The project showed that there is a need to develop the impact relationships (effektsamband in Swedish) and the monetary valuations regarding material damage and environmental damage as result of maritime accidents. Regarding data, it is a question of how the potential for open, useful, and accessible data over seas and coastal areas relates to the Armed Forces' need to limit the possibility of sharing data about the seabed. Another question concerns the funding, for example to what extent hydrographic surveys should be funded via taxes, sold nautical charts or fees for specific services.

Ships carry cargo and passengers around our planet. In coastal regions, complaints about ship noise have been raised from nearby residents. Ships are also the dominant source of continuous underwater noise in the seas. In the SHIPNOISE project, we investigate levels of ship noise in coastal regions using a custom measurement station for both airborne and underwater noise from ships  underway. The measurement station is developed using embedded microprocessors for low power consumption. The station is deployed at Böttö at the inlet to Gothenburg harbor, and then at Lurö in Lake Vänern.

These sites are close to shipping lanes of different traffic intensity. The measured airborne noise levels indicate that there is a risk to exceed recommended indoor low-frequency noise limits for dwellings positioned up to several hundred meters from the passing ships, although the effect on public health is uncertain. The underwater noise recorded at 200-300 m range at the SHIPNOISE measurement locations during ship passages is strong enough to exceed levels for environmental impact previously demonstrated on local marine mammals, fish and possibly invertebrates. For example, harbor porpoises, herring and salmon are likely to avoid or escape the area when a loud ship passes.

Previously, maritime activities such as trade and fishing have been the sole activities at sea. However, with the increased need for renewable energy, the ocean has begun to be utilized for energy extraction, competing for space with maritime activities. In order to effectively plan for the use of the oceans, the EU has adopted a maritime spatial planning directive. Sweden's first maritime spatial plan was established in 2022, and currently, there is an investigation underway regarding amendments to the previously established plans to facilitate the expansion of wind power by an additional 90 terawatt hours (TWh). This pre-study examines the extent to which the interests of maritime activities are legally considered in the previously established maritime spatial plans, how they are proposed to be considered in the upcoming plans, and in the subsequent permit assessments. The focus of the pre-study is on the legal conditions within the exclusive economic zone.

This paper analyzes the European Commission's (EC) climate policy package ‘Fit for 55′ and its potential impact on cargo ships calling at Swedish ports. Three scenarios are evaluated using the Swedish national freight transport model. The Main Scenario is based on the EC's proposal to i) include ships weighing at least 5,000 gross tons (GT) in the European Emissions Trading System (EU ETS), and to ii) introduce a tax on marine fuel. The Low Scenario includes the EC's EU ETS proposal but assumes no tax on marine fuel, whilst the High Scenario includes the fuel tax but assumes that ships weighing at least 400 GT are included in the EU ETS.

Modern-day marine pilots are a competent and experienced workforce. They are highly skilled navigators that support the merchant fleet in transiting through challenging sea areas and rivers, as well as in the navigation in and out of ports. In this study, Applied Cognitive Task Analysis (ACTA) was used to pursue a deeper understanding of expertise and tacit or procedural knowledge that experts rely on and exhibit, mostly in safety-critical situations. ACTA is a structured interview method, which relies on three distinct phases: a task diagram, a knowledge audit and a simulation interview. In this article, results from the first two interview steps are presented to show the intricate complexity of pilotage and building blocks of expertise within marine pilotage. A total of eight experienced pilots from two different port areas in Sweden were interviewed. The results show that there are large differences in how pilotage is conducted in the two areas with regards to both tasks, knowledge and understanding of the service as such. Further, despite recognizing maneuvering as cognitively demanding, the pilots emphasized social skills and learning on the job as key elements of expertise. Conclusions drawn from the ACTA structure highlight the mentally and socially complex task that piloting is, and that the pilots use great discernment and acuity when processing verbal and non-verbal input, as well as physical human and vessel movements. 

Ports are striving for innovative technological solutions to cope with the increasing growth in demand of goods transport, while at the same time improving their environmental footprint. An emerging technology that has the potential to substantially increase the effectiveness of the multifaceted and interconnected port processes is that of digital twins. Recognizing the potential of twinning assets and processes, innovation-leading ports have already started working on it. However, since there is no clear consensus on what a digital twin of a complex system comprises and how it should be designed, deployed digital twin solutions for ports, as in multiple other domains, often differ significantly. We address this issue by initially identifying three core aspect underpinning digital twins of complex systems, grounding our work on the domain of ports, and outlining five successive maturity levels based on these aspects' instantiation. These identified aspects and the derived maturity levels are then used to examine real-world cases by critically evaluating existing digital twinning solutions in the port of Singapore, the Mawan port of Shanghai, and that of Rotterdam. Our work on maturity levels and core twinning aspects can provide a guideline for designing and benchmarking digital twinning solutions, applicable in any domain where a digital twin can be used. For ports, the capacity for innovation via twinning is highly contextual, with the key affecting factors being the availability of financial and technical resources.

The project Silent@Sea, funded by the Swedish Transport Administration, aims to investigate levels of noise radiated from ships into the marine environment as well as on board from diesel engines, from LNG engines and from electric propulsion. The current paper presents results from measurements of on board noise and vibrations, external under water noise and external air borne noise from a hybrid battery/diesel shuttle ferry. On board vibration measurements provided information about sources such as engine mounts and thruster mounts that potentially radiate noise into the water. The most important of these sources were then confirmed by narrow band analysis of corresponding under water noise measurement results. Finally, results from air borne noise measurements were similarly analysed to find sources that contribute to both under and over water marine environment noise exposure. The analyses show that the vessel emit comparatively low levels of noise regardless of propulsion mode, and that when using electric propulsion the noise is further reduced both on board and under as well as over the water. 

Ports are striving for innovative technological solutions to cope with the ever-increasing growth of transport, while at the same time improving their environmental footprint. An emerging technology that has the potential to substantially increase the efficiency of the multifaceted and interconnected port processes is the digital twin. Although digital twins have been successfully integrated in many industries, there is still a lack of cross-domain understanding of what constitutes a digital twin. Furthermore, the implementation of the digital twin in complex systems such as the port is still in its infancy. This paper attempts to fill this research gap by conducting an extensive cross-domain literature review of what constitutes a digital twin, keeping in mind the extent to which the respective findings can be applied to the port. It turns out that the digital twin of the port is most comparable to complex systems such as smart cities and supply chains, both in terms of its functional relevance as well as in terms of its requirements and characteristics. The conducted literature review, considering the different port processes and port characteristics, results in the identification of three core requirements of a digital port twin, which are described in detail. These include situational awareness, comprehensive data analytics capabilities for intelligent decision making, and the provision of an interface to promote multi-stakeholder governance and collaboration. Finally, specific operational scenarios are proposed on how the port's digital twin can contribute to energy savings by improving the use of port resources, facilities and operations.

Färjerederiet har beställt två nya vägfärjor som är utrustade med ett smart system och är förberedda för automation. Färjorna kommer innebära stora förändringar i Färjerederiets organisation och ett nytt behov av kompetens. I dagsläget finns enbart några få autonoma färjor i drift i omvärlden, och Färjerederiets blir några av de första att driftsättas. Syftet med denna studie var att undersöka hur de nya färjorna kommer att påverka drift, organisation, utbildning och personal. Metoden som följdes var Training Needs Analysis (TNA), och projektet inleddes med en litteraturstudie som kartlade tidigare forskning om smarta fartyg. Därefter startades datainsamlingen som bestod av ett 20-tal intervjuer med besättning, underhållspersonal, utbildningspersonal samt annan personal i organisationen Färjerederiet, samt observationer vid två färjeleder. Dagslägets processcheman och befattningsbeskrivningar, samt beställningsspecifikationerna för de nya färjorna, har också studerats.

Det är tydligt att det kommer att bli skillnader både i drift och i organisation. Arbetsuppgifter försvinner, tillkommer och förändras. De nya färjorna är tekniskt mer avancerade än dagens, precis den nya simulatorn som är beställd som en kopia av de nya färjebryggorna. ROC kommer också innebära förändringar, både i regelverk och befattningsbeskrivningar. Planen på att dra ned på personal ombord färjorna är heller inte möjlig innan regelverksändringar är klara. Vidare har intervjupersonerna spridda inställningar till de nya färjorna, och vissa tror att de kommer att mötas av motstånd av många anställda. De intervjuade är dock överens om att en övergång till fullt autonoma färjor kommer att ta lång tid. Slutligen, har en lista med olösta frågor kopplade till införskaffandet har också identifierats, som måste lösas innan en lyckad implementation är möjlig.

Providing shore power to ships at berth is recognized as an effective measure to reduce external costs of maritime transport. However, shore power technology is subject to barriers, part of which relate to insufficient incentives for providers and users. Regulatory proposals in the EU have targeted liner shipping segments to be covered by a shore power mandate. There is much less research focused on non-liner segments of shipping, though these represent a significant share of at-berth emissions. This study uses a relatively simple modelling framework to analyze whether public investments in shore power deployment could be socio-economically beneficial. We find that investing in the provision of shore power in ports can be socio-economically beneficial also when aimed at bulk carriers, tankers and general cargo ships. We also find that the pricing of access affects expected uptake and consequently whether or not shore power investments yield benefits in proportion to costs.

Remote operation of ships is a fundamental concept for the introduction of autonomous shipping. The legal challenges associated with remote operation, despite their crucial importance for the transformation of shipping, have so far received relatively limited attention. The remote operator’s role and responsibilities can be seen as key issues in this context and are discussed and highlighted in this article. A crucial question to clarify from a legal perspective is who or which actor the term remote operator aims at. Also, which tasks and duties do remote operation involve and how does the distribution of these responsibilities look like between different people involved in the operation of a remotely operated ship? Another closely related question in this context is which requirements of competence, skills and training are necessary or relevant for remote operation of a vessel from a remote operation center.

These questions are discussed and analysed below. A summary conclusion of the authors is that the introduction of autonomous shipping and remote operation will require a new kind of role set-up and division of labor between the various actors within the shipping industry. This may necessitate the introduction of new legal actors. Also, the legal challenges and the resulting uncertainty need to be addressed at the national level to remove or reduce obstacles to the industry’s development. Thus, a regulatory review is necessary to achieve this purpose.

The culture of sustainability in shipping has been studied through questionnaires in two shipping companies. In the project, a survey was designed and tested that aims to measure sustainability culture, attitudes to ecological/green sustainability. With the survey results, you get help to see strong and weak sides in the company in the development of a good sustainability culture through methods that have previously been applied within the safety culture. If the culture of sustainability develops and leaders make commitments, it can provide motivation, commitment and a greater pressure for change, whereby environmental issues are moved up the agenda. In several workshops, the concept of sustainability and how knowledge and methods could be transferred from a safety culture to a sustainability culture were discussed. Literature was compiled and survey questions constructed and tested in two shipping companies. The results were analyzed and presented with interesting connections and frequencies. A new survey tool that can measure the level of attitudes towards sustainability and the environment has been launched. This tool has the potential to provide knowledge and a basis for dialogue and measures for increased sustainability in shipping.

There is a lack of standardized methods for socio-economic evaluations within the maritime transport sector. This paper presents a model for analysing and quantifying the intensity and severity of ship conflicts using AIS (Automatic Identification System) data and expert assessments. Also, a case study applying the proposed method to the Southern Gothenburg Archipelago is carried out. The goal is to contribute to cost-benefit analyses within the maritime transport sector by a better understanding of how different actions, such as the widening of fairways or new regulation, impact maritime safety. The importance of validating the model by comparing its results with independent sources of reported maritime accidents is emphasized, and the challenges of using existing accident statistics for this purpose is discussed. The basic model described in the paper can be built upon by differentiating parameters by region and vessel type, account for seasonality etc. Furthermore, a downstream consequence analysis model is needed to enable a monetary valuation of (the consequences of) identified conflicts. Finally, the same principles as laid out here for conflict analysis can also be adopted to the identification of groundings.

There is an urgent need to reduce emissions from maritime transportation to meet environmental targets set by international organizations and governments. To reduce emissions from maritime transportation, technical, market-based, and operational measures can be used. In this thesis, the focus is on operational measures, and in particular Just-in-Time arrival in the port call process. Just-in-Time arrival in the context of port calls refers to maintaining an optimal vessel sailing speed to arrive to the port when the availability of berth and other services are ensured. In earlier studies, the estimated fuel and emission savings potential of Just-in-Time arrival, is promising. Despite the promising potential of Just-in-Time, its implementation remains limited, with few real-world examples. The purpose of this thesis is to explore how to implement Just-in-Time arrival by studying coordination in the port call process.

Two research questions were formulated to address the purpose. The first aims to capture the potential benefits of implementing Just-in-Time arrival in port calls and the second aims to address what is required to implement Just-in-Time arrival in port calls. This thesis is based on two studies in the Swedish context. First, a quantitative study, in which Automatic Identification System data in combination with port call statistics and vessel-specific data were used to estimate the fuel and emission savings potential of Just-in-Time arrival. Second, a qualitative single case-study exploring the coordination mechanisms necessary for implementing Just-in-Time arrival in port calls was conducted.

The studies show that fuel and emission savings potential of Just-in-Time in previous studies is overestimated due to the assumptions used. Though, the implementation of Just-in-Time has potential to improve port call actors’ resource planning and utilization and increase the competitiveness of ports. This is because Just-in-Time arrival has the potential to aid actors in reaching mandatory emission reduction targets. To implement Just-in-Time arrival, it is necessary to coordinate the plans of actors. The required mechanisms to coordinate planning are pre-booking berth allocation policy and port community systems. The pre-booking policy implies booking time-slots for berths, facilitated by using the port community system. The port community system and the pre-booking policy enable the effective coordination of the planning processes of individual actors enabling Just-in-Time arrival in port calls.   

Detta är den andra upplagan av Hugo Tibergs klassiska verk "Kreditsäkerhet i fartyg" från år 1968. Såväl sjöfartsnäringen som formerna för fartygsfinansiering har förändrats kraftigt under de år som har gått sedan den första upplagan utgavs. Den nya upplagan utgör därför en starkt moderniserad framställning av de rättsregler som berör fartygsfinansiering. I boken diskuteras såväl skeppshypoteket som äganderättsförbehåll i båtar. Sjöpanträtten och retentionsrätten i fartyg är ytterligare frågor som behandlas. Slutligen berörs även frågor om exekution i fartyg.

Electrification of ships offers zero-emission travel and is spreading rapidly, and more and more ships are operating on liquid natural gas, LNG, or other alternative fuels. However, the relation between these modern forms of ship propulsion and noise pollution is not generally understood. The Silent@Sea project has investigated this through four case studies, where modern vessels have been measured in different propulsion modes and compared to sister vessels. This has mainly been done in route, which permitted us to gather unique data on the noise radiation of large ships in commercial operation. The project has investigated radiated airborne and underwater noise as well as onboard noise and its impact on work environment and passenger comfort. The results show that the modern forms of propulsion lead to lower noise levels onboard, which are coupled to a better work environment and greater passenger comfort. The radiated airborne noise of electrical hybrid vessels is reduced in battery powered operation at certain low frequencies associated with the diesel engine. The same holds for the radiated underwater noise, but the differences are smaller there, indeed smaller than differences between sister vessels. Finally, a new generation of LNG-powered vessels are found to be quieter than an older generation with similar specifications.

The project aims to analyze the conditions and potential for a conversion to fossil-free propulsion for ships calling Swedish ports. The emphasis is on the ships' propulsion and direct emissions of greenhouse gases. This final report summarizes the results produced within the framework of the deliverables Holmgren et al. (2021) "Shipping's use of alternative fuels – trends and conditions (in Swedish)", Malmgren et al. (2021) "The feasibility of alternative fuels and propulsion concepts for various shipping segments in Sweden" and Trosvik & Brynolf (2023) "The Swedish maritime transport sector and scenario analyzes of climate policy instruments". 

All deliverables evaluated the existing literature. Holmgren et al. (2021) have also conducted a survey and analyzed data describing the energy use and movements of the over 4,300 ships that called Sweden in 2019. Malmgren et al. (2021) used the in Holmgren et al. (2021) identified ship segments and matched the ships' characteristics, such as route length, bunkering time, energy use and age, against performance profiles based on technical, environmental, and economic conditions of a selection of energy carriers and propulsion technologies. Trosvik & Brynolf (2023) developed the so[1]called SETS-model (Swedish energy transition of shipping model) which aims to simulate shipowners' choice of energy carriers and propulsion system based on a cost-minimizing approach and studied the impacts of four policy packages

This memorandum presents a model based on the International Maritime Organization (IMO) study Fourth Greenhouse Gas Study 2020. Using this model, one may estimate spatiotemporal emissions (as well as fuel and energy consumption) for individual ships. We utilize automatic identification system (AIS) data provided by the Baltic Marine Environment Protection Commission (HELCOM) and data on ship characteristics from a custom sample from IHS Markit’s commercial vessel database. The sample is covering ships that made calls at Swedish ports and were required to pay fairway dues between 2008–2020. We present emission estimates including carbon dioxide (CO2), sulphur oxides (SOx), Nitrogen oxides (NOx), particular matter (PM10 and PM2.5), methane (CH4), carbon monoxide (CO), nitrous oxide (N2O) and non-methane volatile organic compounds (NMVOC). The emissions originate from commercial shipping in 2019 for two geographical areas: Swedish territory and a larger region including Sweden and the Baltic Sea. However, it is worth noting that this is work in progress and presented numbers and estimations are likely to have already been improved and changed at the time of publication. Hence, consider this a proof-of-concept.

For Sweden to achieve the goal of becoming one of the world's first fossil-free welfare countries, a transition to a fossil-free transport system as well as to a circular economy is required. Shipping has the potential to match the needs of an increased circular economy and is an energy-efficient mode of transport. The purpose of the report is to understand how shipping can be used to a greater extent to transport circular products and materials and how the port can create value in the development of circular logistics solutions. The methods used are literature studies, workshops and case studies. 

The report identifies circular products and materials with the potential to move upwards in the waste hierarchy and where it is appropriate to use shipping for transport in the circular logistics system. These include dredged material, soil, mineral waste, wood waste, plastic waste, end-of-life tires, end[1]of-life textiles, sorted and recycled textiles, flat glass, waste oil and fly ash. The role of the port in managing circular materials was studied more specifically for aggregates, dissolving pulp based on recycled textiles, food waste and ethanol. It became clear that the port can create value in the form of storage, consolidation, stuffing and be a logistics node that offers transshipment opportunities between different modes of transport. The port knows the local conditions for efficient logistics arrangements and is central in new stakeholder networks. The report also presents a description of two circular logistics solutions involving shipping that were developed and evaluated during the project. One demonstration of a sea transport with clay. One conceptual evaluation of different logistics arrangement as support for an investment of a sorting machine of flat glass.

A crew's crisis preparedness and ability to deal with unexpected emergencies such as fire, personal injury or evacuation are of decisive importance for the safety on board ship and affect the chances of survival of crew members and passengers. Training for the unpredictable is a challenge but an important part of preparing for different types of crises and a prerequisite for dealing with these situations and acting beneficially and avoiding disaster. The purpose of this project has been to map and evaluate today's safety training in order to develop proposals for a toolbox and methodology for inspiring and engaging learning for increased maritime safety. The analysis has been aimed both at the basic training given to future naval commanders and marine engineers within the framework of the maritime colleges' safety training, but also the recurring safety training that is conducted on board ships with professional naval personnel. In the project, a particular focus has been placed on understanding from a resilience perspective how one can train for the ability to flexibly adapt their performance to prevailing conditions by quickly detecting and reacting to risks, redistributing resources, and finding new solutions in complex situations. The data collection took place through several different methods, with both qualitative and quantitative approaches. A larger observational study was carried out at two of the country's maritime training centers and interviews and focus groups were held with students, instructors, and experienced seamen alike. In addition, an extensive survey study aimed at Swedish maritime personnel was carried out as well as an observation during a large-scale exercise on a passenger ferry involving crew, extras, a MIRG force and rescue personnel from shore.

Qualities found to be important range from individuals' bodily experiences and familiarity with ship-specific equipment and ability of emotional regulation to collective action and coordination under organized leadership and communication. The results underlines the importance of the instructor-led safety training during basic training of maritime officers and maritime engineers, where the foundation for crisis preparedness and continued learning within the future service is laid. The continuous safety training on board then has the potential to deepen crews' knowledge and ability to handle complex situations under stress.

The purpose of the paper is to analyze the cost impacts of policy instruments that are part of the European Commission’s climate policy package "Fit for 55". A disaggregated approach for the cargo ships calling at Swedish ports is applied to study the effects of different designs of the extension of the Emissions Trading System (EU ETS) to shipping and the changed Energy Tax Directive (ETD), which implies the introduction of taxes for marine fuel. Three scenarios are compared to the actual situation: the Main scenario is based on the European Commission’s proposal that ships with at least 5,000 gross tonnage (GT) must be included in the EU ETS and that taxes for marine fuels are introduced, the Low scenario assumes no fuel taxes and the High scenario that ships with at least 400 GT must be included in the EU ETS. A major conclusion is that cargo ships calling at Swedish ports with at least 5,000 GT account for 56 % of all cargo ships and for 78 % of all CO2 emissions from these ships, which implies that a significant part of the CO2 emissions is missed when the European Commission’s proposal regarding the inclusion of shipping in the EU ETS is applied. The share of missed CO2 emissions could further increase if ships smaller than 5,000 GT are chosen to avoid the EU ETS. Calculations with the Swedish national freight transport model Samgods confirm that firms have incentives to shift to ships smaller than 5,000 GT in the Main scenario while they have incentives to shift to ships larger than 5,000 GT in the High scenario. A recommendation is therefore that smaller ships than 5,000 GT should also be included in the EU ETS, and if this cannot be done immediately, the EU should clearly plan for ships with less than 5,000 GT to also be included in the long term and signal this to the market. This would reduce the incentives for the market to make socioeconomically undesirable adjustments to avoid paying for emissions. The fuel cost increases due to the implementation of the policy instruments are estimated per ship and aggregated to nine ship segments. In the Main scenario, the fuel cost increases due to the inclusion of shipping in the EU ETS are in the range of 11-42 % within the European Economic Area (EEA) and in the range of 5-21 % for transports to/from the EEA. In the High scenario, the costs in all segments are roughly 40 % within the EEA and 21% for the sea transports to/from the EEA. The introduction of fuel taxes is estimated to increase the fuel costs for all ships operating within the EEA by about 6 %. Calculations with the Samgods model indicate that the estimated higher fuel costs for shipping have limited impacts on the firms’ choices of mode and port and their total logistics costs.

Tyre and road wear particles (TRWP) are an important microplastics contributor to the environment, although direct observations along suggested pathways are virtually absent. There are concerns for both human health and ecosystems from TRWP exposure and leached chemicals. Due to great analytical challenges in detection and characterization, almost nothing is known about the physicochemical characteristics, occurrence, fate and transport of TRWP in the environment. Diverse tyre types exist for different seasons and vehicle profiles, and their formulations are undisclosed proprietary information.

Here we show TRWP dispersion in marine sediments, and a direct link between tyre formulation, tread hardness and TRWP emissions. Softer tyres with higher natural rubber and carbon black content generate higher particle wear. Sediment TRWP dominates the microplastics assemblage close to the city, while showing a much more steeply reducing concentration gradient with distance from the source, suggesting different transport behaviour compared to lower density microplastics. This implies that urbanized coastal ecosystems are impacted by the accumulating TRWP, with consequences for sediment ecosystems.

When ships are docked, fossil-fueled engines are commonly used on board to provide power to the vessel. However, new EU legislation mandates that by 2030, ports must provide and some ships must use Onshore Power Supply (OPS) to meet this energy demand. These requirements, however, do not apply to the so-called tramp shipping, which refers to maritime transport without fixed schedules or predetermined routes, and which is the focus of this study. This project examines the potential for the use of OPS in the bulk, tanker, and dry cargo segments by identifying the socioeconomically optimal number of ports with shore power for these vessel segments. Modeled outcomes are compared for profit maximizing and welfare-maximizing pricing of shore power, and it is found that pricing is crucial in realizing potential socioeconomic net benefits.

Under a welfare-maximizing pricing scheme, where reduced external costs of carbon dioxide emissions and air pollution are included in the pricing, net benefits can be achieved through a limited expansion of shore power in a number of key ports. We show how such pricing in practice often results in a negative price for onshore power for the shipping companies, something that can be achieved through subsidies. Under a profit-maximizing pricing scheme, where the price of shore power is set so that the entire potential economic surplus created accrues to the port, the overall net benefits are lower. Therefore, policies aimed at increasing the expansion and use of shore power for tramp shipping need to address the profitability of shipping companies and ports, and should focus on the pricing of electricity in ports. An alternative is to internalize the external costs of conventional fuels, and by doing so make OPS more profitable relatively speaking.

Curve squeal is an intense tonal noise emitted by railway vehicles negotiating tight curves. It is attributed to self-excited vibrations of the railway wheel during ’imperfect’ curving. Modelling curve squeal poses a challenge since the phenomenon is non-linear and transient. In this work, a previously developed model for the simulation of curve squeal during transient curving is verified based on on-board noise monitoring data from Stockholm metro.

The time-domain squeal model combines pre-calculated impulse response functions for track and wheel dynamics with Kalker’s variational method for transient rolling contact. The model includes the coupling between vertical and tangential dynamics and considers varying contact positions on wheel and rail along the curve. The low-frequency curving behaviour is included by a pre-calculation with a software for simulation of three-dimensional dynamic vehicle-track interaction.

In previous work, a statistical analysis was carried out based on data collected with an on-board noise monitoring system during approximately 1.5 years of regular operation by two vehicles on Stockholm metro. Results showed, amongst others, that curve squeal occurrence increases with decreasing curve radius, and after rail grinding. Simulations are carried out with the curve squeal model to replicate and analyze observations from the noise monitoring on Stockholm metro.

There are reasons to question previous research literature regarding estimates of how much port call optimization can contribute to energy efficiency. Specifically, the potential of Virtual Arrival (VA), i.e., a system where ships would be able to reduce their speed in advance of a port call, in response to a known delay, in order to reduce or completely eliminate waiting time at anchor. In this study, we seek to estimate the maximum technically feasible energy efficiency potential of VA for Swedish tramp shipping. Operational, business, contractual or other circumstances may lead to portions of the technical potential not being considered realizable. We also seek to estimate the realizable energy efficiency potential of VA. 

The estimate of the technical potential is based on empirical data from 2019. Traffic data from the AIS, ship data from IHS Markit, port call data from the Swedish Maritime Administration and Eurostat’s distance matrix for ports have been used for the estimate of the maximum technically feasible energy efficiency potential. The calculation models that underpin the estimates are based on accepted models and are calibrated with better substantiated assumptions than in previous studies. The estimate of the realizable potential is based on a Delphi study in which experts from the stakeholder categories shipowners, ports and shipbrokers have been included. 

The results show that previous estimates overestimate the potential of VA for energy efficiency in the Swedish tramp shipping. The maximum technically feasible energy efficiency potential is significantly lower than previously believed. This is due to several factors such as the fact that a relatively small percentage of the port calls (approx. 15%) have any waiting time at anchor at all and of these a large percentage (approx. 40%) are already sailing so slowly that reduced sailing speed would not lead to a reduction in fuel consumption. Also, model assumptions in previous studies have tended to mechanically overestimate the technical potential. The Delphi study shows that approx. one fifth of the maximum technically feasible energy efficiency potential can be considered realizable in a Swedish context.

The provision of shore power to ships at berth is recognized as an effective measure to reduce the external costs of maritime transport. However, the deployment and uptake of shore power technology is subject to barriers, part of which have to do with insufficient economic incentives for providers and users. Regulatory proposals in the EU have targeted liner shipping segments to be covered by a shore power mandate. There is much less discussion and research focused on other segments of shipping, though these represent a significant share of at-berth emissions. This study uses maritime traffic data and a relatively simple modelling framework to analyse whether public investments in shore power deployment, coupled with added incentives to shipowners, could be socio-economically beneficial. The analysis is focused on maritime traffic in the Swedish port network, but the main findings can likely be generalized beyond this context. We find that investing in (or mandating) the provision of shore power in ports can be socio-economically beneficial also when aimed at segments typically classified as non-liner (or “tramp”). The results do not however indicate that network-wide deployment of shore power is justifiable, but rather that care must be taken to determine the cost-efficient size of the network as well as to design the network of shore power deployment in ports so as to reap benefits of network effects. We also find that the pricing of shore power access has a major impact on expected uptake and consequently on whether or not shore power investments yield benefits in proportion to costs. Crucially, we find that unregulated profit-maximizing pricing by ports leads to significant welfare losses by suppressing take-up among shipowners.

The objective of this paper is to provide empirical insights into how shipowners’ fleet deployment decisions are affected by changes in vessel-specific voyage costs. Voyage cost components which are fixed with respect to sailed distance, e.g., port charges or other infrastructure fees, may significantly influence the competitiveness of a maritime transport service, for instance if the level of such costs necessitate a very high degree of capacity utilization. We investigate empirically the effect of charges on the deployment and utilization of vessels in short-sea shipping by using the most recent reform of the Swedish fairway dues system as a natural experiment. Exploiting a stepwise differentiation of fees with respect to size, we utilize a regression discontinuity approach to elicit plausibly causal effects of increased fees on the deployment and utilization of vessels. The results show that increased voyage costs in the form of raised charges lead to affected vessels being deployed on fewer calls but with a slightly higher degree of capacity utilization. Heterogeneity analyses reveal estimates for port calls are larger for small shipowners and for vessels in high-frequency traffic. Overall, the results of the study highlight that charges levied on ships affect the supply structure of short-sea shipping by inducing shipowners to mitigate increased costs through adjusted deployment strategies.

The objective of this paper is to provide empirical insights into how shipowners’ fleet deployment decisions are affected by changes in vessel-specific voyage costs. Voyage cost components which are fixed with respect to sailed distance, e.g., port charges or other infrastructure fees, may significantly influence the competitiveness of a maritime transport service, for instance if the level of such costs necessitate a very high degree of capacity utilization. We investigate empirically the effect of charges on the deployment and utilization of vessels in short-sea shipping by using the most recent reform of the Swedish fairway dues system as a natural experiment. Exploiting a stepwise differentiation of fees with respect to size, we utilize a regression discontinuity approach to elicit plausibly causal effects of increased fees on the deployment and utilization of vessels. The results show that increased voyage costs in the form of raised charges lead to affected vessels being deployed on fewer calls but with a slightly higher degree of capacity utilization. Heterogeneity analyses reveal estimates for port calls are larger for small shipowners and for vessels in high-frequency traffic. Overall, the results of the study highlight that charges levied on ships affect the supply structure of short-sea shipping by inducing shipowners to mitigate increased costs through adjusted deployment strategies.

EU’s roadmap “Fit for 55” comprises four parts that affect maritime transport 1) Extension of the Trading System (EU ETS) to shipping, 2) changed Energy Tax Directive (ETD) which means an end to tax exemption for marine fuel, 3) FuelEU Maritime which involves a greenhouse gas intensity standard for marine fuel and 4) requirements for provision of infrastructure for bunkering of alternative fuels and electricity. The effects of 1) and 2) on costs for Swedish freight transport are calculated for the main scenario (EU Commission's proposal) and three alternative scenarios. The scenarios are based on a static time perspective. Effects of 3) and 4) are presented based on existing analyses. 

The Commission's proposal to include ships with a gross tonnage of at least 5 000 in the EU ETS covers only 78 percent of the CO2 emissions. The problem increases if actors are given incentives to make greater use of ships that are not covered by the EU ETS. A recommendation is therefore that, at least in the long term, also ships with a lower gross tonnage than 5 000 should be included in the EU ETS. The estimated fuel cost increases due to EU ETS differ between segments (11–42 percent in European Economic Area EEA) while the cost increase due to the ETD is six percent in all segments. 

Modeling with the Swedish national freight model indicates that the calculated fuel cost increases for sea transports do not lead to a major modal shift. EU ETS thresholds of at least 5 000 respectively 400 gross tonnage lead to different adaptations in terms of choice of ships. The higher fuel costs for maritime transport are not calculated to affect the total logistics costs to a large extent because these cost increases are small relative to other costs and the adaptations to the higher fuel costs lead to a dampening of the cost effect.

This article presents findings from a Strengths, Weaknesses, Opportunities and Threats (SWOT)-analysis of the current marine pilot training. Five experts participated in a focused group interview. The results show that the training is strengthened by the wide variety of practical experiences that the instructors gain from actively workingas pilots while being engaged in the education. Furthermore, the advantage of being able to use real-life experience to design training units increases the transferability of training to work settings. However, the experts also highlight the general lack of organizational support and pedagogical training, which may affect the quality and deliveryof the education, as well as the lack of short- and long-term evaluation, so it remains unknown what parts of the education are successful and where potential improvements are necessary. The paper concludes by arguing that maritime pilot training should be developed into a professionalized teaching practice.

Sjöfartsverket har gett VTI i uppdrag att granska ett förslag till ny modell för uttag av farledsavgifter, ett förslag som Sjöfartsverket tagit fram och som ska gälla från den 1 januari 2023. Förslaget förutsätts vara intäktsneutralt, det vill säga att tarifferna i det nya förslaget ska generera lika stora intäkter som de totala intäkterna ur det nuvarande systemet. I uppdraget ingår inte att studera några effekter av förändrade lotsavgifter. Uppdraget består av två delmål: 

1) VTI ska genomföra en oberoende konsekvensanalys av förslaget till reviderade farledsavgifter. Mot bakgrund av resultaten i Merkel m.fl. (2021) ska de samlade förändringar som Sjöfartsverket föreslår testas, med betoning på Sjöfartsverkets intäktsmassa och farledsavgifternas fördelning mellan handelssjöfartens olika segment. 

2) VTI ska analysera förslaget ur ett samhällsekonomiskt perspektiv. Mot bakgrund av de studier som VTI genomfört rörande effekter av avgiftsförändringar på sjöfartens trafikering i svenska hamnar ska eventuella effekter på anlöp (trafikeringseffekter) och trafikslagsval för godstransporter (överflyttningseffekter) redovisas. Därtill ska VTI analysera vilka övriga fördelningseffekter som väntas orsakas av förslaget, inklusive effekter på inlandshamnar och olika näringsgrenar. 

Tillvägagångssättet för konsekvensanalysen beskriven i delmål 1 bygger vidare på det arbete med konsekvensanalyser som tidigare gjorts av VTI, där en beräkningsmodell konstruerats för att följa upp förväntade effekter av avgiftsförändringar. Tillvägagångssättet för att analysera effekter på trafikering, eventuella överflyttningseffekter och fördelningseffekter i delmål 2 är att sammanställa relevanta resultat från tidigare studier och tillämpa dessa på Sjöfartsverkets förslag till reviderad avgiftsmodell.

Despite high ambitions, policies for a modal shift in Europe have largely been unsuccessful. Part of the explanation relates to the inelasticity of freight transport demand. Understanding the demand elasticity of freight transport is important to design and appraise policies for external cost reductions in the transport sector. There have been many studies focused on estimating the elasticity of demand for short-sea shipping, a mode which policy makers have often aimed to strengthen to facilitate a modal shift from road freight. The objective of this review is to build upon the available literature by presenting and comparing estimated elasticities and to demonstrate the state of evidence through the application of two methodological approaches. Our review shows that there is a surprising degree of variation in elasticity estimates, part of which can likely be explained by differing methodological approaches. Applying a deterministic cost-minimising freight transport model and a stochastic multinomial logit approach based on responses from the Swedish Cargo Flow Survey, we demonstrate the inelasticity of Swedish maritime freight flows and provide suggestions for future research and policy discussions. For future studies of maritime transport demand elasticities to arrive at reliable and policy-relevant results, we highlight the need for combined and pluralistic methodological approaches and an increased use of real-world data.