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The marine fisheries are one of the vital occupations in the southern parts of India. This industry is considered to be the foundation of revenue generation for these states. Kerala, being located at the southernmost part of India, is promoting this industry with support from inter-state migrant labourers. The inter-state migrants working in Kerala’s maritime industry are from northern and southern India. As a result of higher salaries and improved working conditions in this unskilled sector, people from the North and Eastern parts of the country have started to migrate to Kerala. Indeed, the continual cash flow in this sector makes it lucrative and invites a large influx of migrant labour to this region. These inter-state migrant labourers work for more than eight hours and spend 10 to 15 days at sea while fishing. They have to stay with heavy pieces of equipment at sea away from shore. This heart-wrenching situation deteriorates their health. They come across various kinds of professional injuries while fishing. Some of these fishermen and fisherwomen encounter long-term effects from those injuries. On the other hand, catering to their health needs seems challenging due to the lack of adequate medical facilities for migrant labourers. Following the increase in migratory flow, Kerala’s health system has faced several institutional impediments. The lack of identification of migrant labourers cripples the entire process of providing access to a better healthcare system to them. As a result, inter-state migrant labourers in the marine industry are facing various health-related challenges due to the nature of this profession and the apathy of state machinery. Therefore, this study seeks to explore the health issues affecting the inter-state migrant labourers in Kerala’s marine sector through a mixed-method research design.

The maritime industry is a crucial hard-to-abate sector that is expected to depend on high-energy density renewable liquid fuels in the future. Traditionally, decarbonization pathways have been assessed assuming exogenous cost trajectories for renewable liquid fuels based on an exogenous learning curve. While past studies have looked at the impact of endogenizing learning curves for a specific technology utilizing linear approximation, a fully endogenous direct non-linear implementation of learning curves in a detailed sectoral model (maritime industry) that explores dynamics concerning sensitive parameters does not yet exist. Here, we apply an open-source optimization model for decarbonizing the maritime industry and further develop the model by encompassing a nonconvex mixed-integer quadratically constrained programming approach to analyze the impact of endogenized learning curves for renewable fuel costs following an experience curve approach. We find that global greenhouse gas emissions are significantly lower (up to 25% over a 30 year horizon) when utilizing endogenously modeled prices for renewable fuels compared to commonly used exogenous learning frameworks. Furthermore, we find that conventional modeling approaches overestimate the cost of climate mitigation, which can have significant policy implication related to carbon pricing and fuel efficiency requirements. In a broader context, this emphasizes the potential opportunities that can be achieved if policymakers and companies accelerate investments that drive down the costs of renewable technologies efficiently and thus trigger endogenous experience-based learning in real life.

While traditional manufacturing companies are increasingly expanding their services portfolio, they are not experiencing the expected financial returns. As companies become better in understanding customer needs, as well as customers becoming more mature in buying services however, more advanced revenue approaches could be used, such as value-based pricing (VBP). In the literature of pricing, VBP has been acknowledged as the best pricing approach to use. However, the adoption of the approach does not match the praise it gets. One of the most prominent reasons for this is the lack of knowledge of VBP by executives, which therefore calls for further research in multiple industries. This study therefore studies VBP in the setting of the maritime industry, investigating challenges and opportunities for OEMs. It provides complementary findings to current literature of VBP and the maritime industry, as well as practical implications. The study was done as a single case study at a large OEM in the maritime industry, where data was collected through semi-structured interviews. The study presents a number of identified challenges and opportunities VBP holds for an OEM in the maritime industry. The primary challenges are linked to value determination and communication, complicated stakeholder relationships, risk taking as well as cultural and organizational challenges. As for opportunities, VBP is also seen as a way to create references and therefore increase the rate of adoption, create a lock-in effect as well as create financial benefits. In general, VBP is a good fit for the maritime industry, seen to the characteristics of the industry and VBP as a concept. It does however look to be less challenging, and more beneficial, to implement in the aftermarket and services departments, but still requires a unified strategy between the new sales and aftermarket departments.

This study investigates the relationship between Organizational Behavior (OB), IT-business strategic alignment (ITBSA), and Firm Performance (FP) within the context of the Jordanian maritime industry. Through a survey conducted among companies in the industry, data were collected to assess the constructs of OB, ITBSA, and FP. The analysis of the data revealed significant findings supporting the positive impact of OB on FP, suggesting that effective organizational behavior practices contribute to improved firm performance. Furthermore, the study found that OB positively influences ITBSA, indicating that a strong organizational behavior framework promotes the alignment between IT and business strategies. Additionally, the results demonstrate that ITBSA directly affects FP, emphasizing the importance of strategic alignment in driving favorable performance outcomes. The study also identified that ITBSA acts as a mediator between OB and FP, underscoring its role in facilitating the relationship between organizational behavior and firm performance. These findings offer valuable insights into the dynamics of the Jordanian maritime industry and emphasize the significance of fostering a conducive organizational behavior environment and aligning IT with business strategies. The implications of these findings for both theory and practice are discussed, along with suggestions for future research directions to further enhance our understanding of the relationships between OB, ITBSA, and FP in the maritime industry context.

The main goal of the thesis is to develop an automated anomaly detection system for vessel data to enhance monitoring and reporting of vessels' energy management. The thesis is driven by existing research in the field to find common anomalies in maritime sensors and get motivation to select an appropriate machine learning model that can be used as an anomaly detector without much human intervention. To achieve the aim of an autonomous machine learning-based anomaly detector for vessel data, the data is pre-processed with feature selection, and popular unsupervised anomaly detection algorithms like Isolation Forest (iForest), k-nearest neighbours (KNN), and the Local Outlier Factor (LOF) are tested with a dataset with synthetic anomalies. The models are trained with clean data (data without anomalies) and tested with synthetic anomalies closer to real-world anomalies. Different types of anomalies are manipulated for testing purposes. A linear regression model has been tried and has exhibited overfitting phenomena. The acceptable performances needed for anomaly detection are achieved by eXtreme Gradient Boosting (XGBoost) with proper thresholding for the residuals from the prediction. Thus, a model for an autonomous anomaly detection system is proposed.

The main goal of the thesis is to develop an automated anomaly detection system for vessel data to enhance monitoring and reporting of vessels' energy management. The thesis is driven by existing research in the field to find common anomalies in maritime sensors and get motivation to select an appropriate machine learning model that can be used as an anomaly detector without much human intervention. To achieve the aim of an autonomous machine learning-based anomaly detector for vessel data, the data is pre-processed with feature selection, and popular unsupervised anomaly detection algorithms like Isolation Forest (iForest), k-nearest neighbours (KNN), and the Local Outlier Factor (LOF) are tested with a dataset with synthetic anomalies. The models are trained with clean data (data without anomalies) and tested with synthetic anomalies closer to real-world anomalies. Different types of anomalies are manipulated for testing purposes. A linear regression model has been tried and has exhibited overfitting phenomena. The acceptable performances needed for anomaly detection are achieved by eXtreme Gradient Boosting (XGBoost) with proper thresholding for the residuals from the prediction. Thus, a model for an autonomous anomaly detection system is proposed.

While traditional manufacturing companies are increasingly expanding their services portfolio, they are not experiencing the expected financial returns. As companies become better in understanding customer needs, as well as customers becoming more mature in buying services however, more advanced revenue approaches could be used, such as value-based pricing (VBP). In the literature of pricing, VBP has been acknowledged as the best pricing approach to use. However, the adoption of the approach does not match the praise it gets. One of the most prominent reasons for this is the lack of knowledge of VBP by executives, which therefore calls for further research in multiple industries. This study therefore studies VBP in the setting of the maritime industry, investigating challenges and opportunities for OEMs. It provides complementary findings to current literature of VBP and the maritime industry, as well as practical implications. The study was done as a single case study at a large OEM in the maritime industry, where data was collected through semi-structured interviews. The study presents a number of identified challenges and opportunities VBP holds for an OEM in the maritime industry. The primary challenges are linked to value determination and communication, complicated stakeholder relationships, risk taking as well as cultural and organizational challenges. As for opportunities, VBP is also seen as a way to create references and therefore increase the rate of adoption, create a lock-in effect as well as create financial benefits. In general, VBP is a good fit for the maritime industry, seen to the characteristics of the industry and VBP as a concept. It does however look to be less challenging, and more beneficial, to implement in the aftermarket and services departments, but still requires a unified strategy between the new sales and aftermarket departments.

The marine fisheries are one of the vital occupations in the southern parts of India. This industry is considered to be the foundation of revenue generation for these states. Kerala, being located at the southernmost part of India, is promoting this industry with support from inter-state migrant labourers. The inter-state migrants working in Kerala’s maritime industry are from northern and southern India. As a result of higher salaries and improved working conditions in this unskilled sector, people from the North and Eastern parts of the country have started to migrate to Kerala. Indeed, the continual cash flow in this sector makes it lucrative and invites a large influx of migrant labour to this region. These inter-state migrant labourers work for more than eight hours and spend 10 to 15 days at sea while fishing. They have to stay with heavy pieces of equipment at sea away from shore. This heart-wrenching situation deteriorates their health. They come across various kinds of professional injuries while fishing. Some of these fishermen and fisherwomen encounter long-term effects from those injuries. On the other hand, catering to their health needs seems challenging due to the lack of adequate medical facilities for migrant labourers. Following the increase in migratory flow, Kerala’s health system has faced several institutional impediments. The lack of identification of migrant labourers cripples the entire process of providing access to a better healthcare system to them. As a result, inter-state migrant labourers in the marine industry are facing various health-related challenges due to the nature of this profession and the apathy of state machinery. Therefore, this study seeks to explore the health issues affecting the inter-state migrant labourers in Kerala’s marine sector through a mixed-method research design.

The marine fisheries are one of the vital occupations in the southern parts of India. This industry is considered to be the foundation of revenue generation for these states. Kerala, being located at the southernmost part of India, is promoting this industry with support from inter-state migrant labourers. The inter-state migrants working in Kerala’s maritime industry are from northern and southern India. As a result of higher salaries and improved working conditions in this unskilled sector, people from the North and Eastern parts of the country have started to migrate to Kerala. Indeed, the continual cash flow in this sector makes it lucrative and invites a large influx of migrant labour to this region. These inter-state migrant labourers work for more than eight hours and spend 10 to 15 days at sea while fishing. They have to stay with heavy pieces of equipment at sea away from shore. This heart-wrenching situation deteriorates their health. They come across various kinds of professional injuries while fishing. Some of these fishermen and fisherwomen encounter long-term effects from those injuries. On the other hand, catering to their health needs seems challenging due to the lack of adequate medical facilities for migrant labourers. Following the increase in migratory flow, Kerala’s health system has faced several institutional impediments. The lack of identification of migrant labourers cripples the entire process of providing access to a better healthcare system to them. As a result, inter-state migrant labourers in the marine industry are facing various health-related challenges due to the nature of this profession and the apathy of state machinery. Therefore, this study seeks to explore the health issues affecting the inter-state migrant labourers in Kerala’s marine sector through a mixed-method research design.

Energy efficiency and ship safety are two important aspects of maritime transportation that are essential for economic efficiency, the environment and maritime safety. Ship safety ensures the protection of crew, cargo and the environment. Energy-efficient technologies in shipping contribute to economic efficiency and lower fuel costs, as well as reduce greenhouse gas emissions and, most importantly, increase ship maneuverability, reducing the likelihood of getting into accidents, while the choice of energy-efficient materials and optimization of the structure and hull increase the ship's resistance to adverse conditions. This article explores the relationship between energy efficiency and ship safety. The main objective of the study is to assess the impact of ship energy efficiency on safety in the context of operation. The study applies a methodology to establish the relationship between independent variables, such as energy efficiency, ship's technical condition and crew training, and the dependent variable, ship's operational safety. The article presents the results of the analysis of the company's fleet data, where energy efficiency and safety indicators evaluate each vessel. Using a multiple linear regression model, the coefficients of influence of each independent variable on ship safety were determined. These regression coefficients allow us to assess the contribution of each factor to the overall safety of the ship and identify the most significant factors. The results of the study indicate a significant impact of ship energy efficiency on operational safety. Vessels with higher energy efficiency indicators have a high level of operational safety. This allows shipowners and ship operators to take measures to improve the energy efficiency of their fleet in order to increase safety and efficiency of operation. The results of this study can be useful for ship owners, ship operators, as well as for representatives of maritime organizations and regulatory

The increase in global temperature, as a result of greenhouse gas emissions, continues to be a major concern that has led to a deep interest in the implementation of hydrogen as a source of electric power generation; therefore, hydrogen fuel cell technologies have been developed and are available on the market to mitigate CO2 emissions generated by the use of fossil fuels. This document describes the methodology used for the design of an electric propulsion system with energy supply from a hydrogen fuel cell in a Light Cabotage and Logistic Support Vessel - BALC-L. The current design of the vessel has a conventional propulsion with two diesel engines of 224 bkW each and two diesel generators 99 ekW each, as the basis for the proposed analysis of an electric propulsion system energized through a hydrogen fuel cell system. As a result, a change in the operational profile of the vessel and a reduction in the CO2 emissions that it would generate throughout its useful life cycle are identified. The research described in this document is a starting point for the implementation of these technologies in the maritime and fluvial industry in Colombia., El aumento de la temperatura global, como consecuencia de las emisiones de gases de efecto invernadero, sigue siendo una de las principales preocupaciones que ha provocado un profundo interés en la implementación del hidrógeno como fuente de generación de energía eléctrica, por lo que en el mercado se han desarrollado y están disponibles tecnologías de celdas de combustible de hidrógeno para mitigar las emisiones de CO2 generadas por el uso de combustibles fósiles. En este artículo, se describe la metodología empleada para el diseño de un sistema de propulsión eléctrica con suministro de energía a partir de una celda de combustible de hidrógeno en un Buque de Apoyo Logístico y de Cabotaje Liviano - BALC-L. El diseño actual del buque cuenta con una propulsión convencional con dos motores diésel de 224 bkW cada uno y dos generadores diésel de 99 ekW cada uno, como base para la propuesta de un análisis de un sistema de propulsión eléctrica energizado a través de un sistema de celdas de combustible de hidrógeno. Como resultado, se propone un cambio en el perfil operativo del buque y una reducción de las emisiones de CO2 a lo largo de su ciclo de vida útil. La investigación descrita en este documento es un punto de partida para la implementación de estas tecnologías en la industria marítima y fluvial en Colombia.

The maritime industry plays a significant role in the trade of goods worldwide. According to statistical data, about 80% of world trade by volume and over 70% by value is transported by sea. This highlights the key importance of the maritime industry as the backbone of international trade, but also contributes significantly to greenhouse gas (GHG) emissions. Challenges in reducing emissions stem from the industry's heavy reliance on fossil fuels, especially heavy fuel oil, which emits significant amounts of carbon dioxide (CO2) and other pollutants. This research provides an overview of International Maritime Organization (IMO) Greenhouse Gas (GHG) regulations, which play a crucial role in reducing emissions, and their implications for the design and operation of cargo ships. The IMO has initiated a policy to decarbonize ships by introducing energy efficiency regulations, with short-term goals that progressively strengthen requirements. The IMO has also announced ambitious medium and long-term targets, which aim to reduce CO2 emissions from transport for a 40% by 2030 and a 70% reduction by 2050 compared to 2008 levels. To achieve these goals, the maritime industry implemented operational and technical measures. Operational measures, such as slow steaming, resulted in a significant reduction in power. Technical measures have also been implemented, including energy-saving devices and the use of liquefied natural gas (LNG) as fuel. However, these measures alone are not sufficient to achieve significant emission reductions. Therefore, the future is the application of alternative fuels for propulsion purposes, capable of reducing GHG emissions by up to 100%. However, these technologies are still under development, expensive, and face safety and scalability challenges. The findings contribute to the understanding of the implications of the IMO GHG regulations on the design and operation of cargo ships and highlights the need for alternative fuels to achieve significant e

Maritime sectors have been notorious for their slow paced innovation efforts and although it is an efficient sector, it has big impact on the environment just because of the size of the industry (M. Rahim, et al. 2016). There is a lot of activity on the seas, changes in this sector could make a big difference when making our world become more sustainable. However, the sustainable field is a field that is faced with wicked problems. There are always many stakeholders involved and their interests and expectations on these matters can vary wildly. Conversations are important to bring alignment and understanding across stakeholders (Whitemore, 2013). These conversations involve the political and social sciences to investigate. A list of stakeholders was drafted and they were assessed on the grounds of their discourses. A discourse is “a way of shared, structured ways of speaking, thinking, interpreting and representing things in the world.” (Guardado, 2018, p 72) The following RQ was formulated: How can different stakeholders regarding the sustainable transition of the maritime industry be assessed using the discourses of Dryzek? With a basis of Q-methodology, a list of statements was created that, based on Dryzek’s discourse theory, is then used to judge the respondents on their environmental beliefs. Also the sustainability reports of selected companies where investigated. It was possible to identify the main themes that could count on agreement/disagreement and controversy. Nature and the existence of limits to our activities where rated highly, while the way to solve it remained controversial. People are more imaginative than their company’s current policies indicate. People see the limitations to the systems that surround them. The willingness of the employees is there, or there is a lack between the strategy of the board and the values of the employees. Further action is required to bridge the gap. It is indeed possible to asses different, Clean shipping project, Management of Technology (MoT)

In management practise and research, the university-maritime industry collaborations (UMICs) have grown in significance. This trend is reinforced by the necessity for innovation in the current industry environment and the desire of policymakers to commercialise knowledge from academia. Much less is known about these collaborations, although significant research efforts have been made to identify the success factors for these collaborations. Therefore, the aim of this study is to identify and explore the key factors that strengthen UMICs and propose a framework to enhance collaboration, so that a research agenda for the future will be developed based on an assessment of the existing literature. This study adopted a method of systematic literature review using published and unpublished theoretical literature to conduct analysis using five research databases in order to propose a framework aimed at identifying the key factors to strengthen UMICs. The findings of this study concluded that effective communication, trust, and adequate fund resources are essential for UMICs to succeed. Open communication channels, mutual trust, and shared vision can help build strong partnerships, while adequate funding can support research and development of new technologies, practices, and solutions. Based on previous research, none of them treated combined fund resources, effective communication, and trust as an independent variables towards UMICs relationship specifically. Hence, this study fills the gap by proposing a framework to test the relationship between fund resources, effective communication, and trust towards UMICs. Thus, the proposed framework can be used as a benchmark to strengthen UMICs in the future. This study also will encourage the managers in the maritime industry to drive innovation, establish strategic collaborations, actively involve stakeholders, and foster innovation and economic growth in the maritime industry to strengthen UMICs. The existing limited body of k

In management practise and research, the university-maritime industry collaborations (UMICs) have grown in significance. This trend is reinforced by the necessity for innovation in the current industry environment and the desire of policymakers to commercialise knowledge from academia. Much less is known about these collaborations, although significant research efforts have been made to identify the success factors for these collaborations. Therefore, the aim of this study is to identify and explore the key factors that strengthen UMICs and propose a framework to enhance collaboration, so that a research agenda for the future will be developed based on an assessment of the existing literature. This study adopted a method of systematic literature review using published and unpublished theoretical literature to conduct analysis using five research databases in order to propose a framework aimed at identifying the key factors to strengthen UMICs. The findings of this study concluded that effective communication, trust, and adequate fund resources are essential for UMICs to succeed. Open communication channels, mutual trust, and shared vision can help build strong partnerships, while adequate funding can support research and development of new technologies, practices, and solutions. Based on previous research, none of them treated combined fund resources, effective communication, and trust as an independent variables towards UMICs relationship specifically. Hence, this study fills the gap by proposing a framework to test the relationship between fund resources, effective communication, and trust towards UMICs. Thus, the proposed framework can be used as a benchmark to strengthen UMICs in the future. This study also will encourage the managers in the maritime industry to drive innovation, establish strategic collaborations, actively involve stakeholders, and foster innovation and economic growth in the maritime industry to strengthen UMICs. The existing limited body of k

The following research paper examines the impact of varying environmental regulation stringency on the landscape of green technological innovation in the maritime industry from 2006-2020. Additionally, the paper explores the potential indirect effect of these innovations, induced by stringency levels, on industry competitiveness. The research is grounded in a theoretical framework primarily drawing from institutional theory and Porter’s theory of competitive advantage. The analysis encompasses data from 22 countries across the Organization for Economic Cooperation and Development (OECD), with the additional inclusion of countries such as China, Russia, and India. This wide-ranging dataset allows for a comprehensive examination of the relationships between stringency, innovation, and competitiveness in the maritime industry. This study adopts a quantitative approach, employing random-effects logistic regressions, random effects/fixed effects panel regressions and mediation analyses. Overall, this study finds that stringency does not seem to differentiate between the types of innovation. Moreover, this study concludes that stringency has a positive, significant relationship with the total number of green innovations, and there is a mediation effect present when examining the relationship between stringency and competitiveness.

This research analyses the potential of Electrical Signature Analysis (ESA) as a means for condition monitoring of mechanical defects of induction motor driven thruster assemblies in the maritime industry. This is done by measuring the three phase current and voltage of three thrusters, with different health conditions, of a marine vessel sailing at different speeds. In this data, the mechanical behaviour of the machines is detected by plotting the frequency spectra of various electrical parameters, such as complex current and torque. After successfully identifying mechanical behaviour and defects, a suggested approach for the implementation of ESA as a means for condition monitoring is presented., Mechanical Engineering | Multi-Machine Engineering

The article highlights three technical revolutions that have fundamentally changed the maritime transport industry, the most recent of which is known as digitalization. The definition of “digitalization” is given and the most appropriate definition of the concept for the maritime industry is chosen. Cases from the world practice of the implementation of digitalization elements, namely in various main and additional types of maritime transport activities, are studied. The innovativeness of Ukrainian enterprises according to the Global Innovation Index is reviewed. The analysis of the advantages and disadvantages of the process of implementing elements of digitalization in the infrastructure of the Ukrainian maritime industry, namely, into such an auxiliary component as training and crew management is the process of training and certification of seafarers in accordance with International Maritime Organization (IMO) standards and requirements, is conducted. The prospects for further research are highlighted.

BACKGROUND: Social support from colleagues is a key resource for employees and organizations, with beneficial effects on performance, employee well-being and resilience. Although the importance of social support is well-known, the factors that help to build and maintain social support are not equally well understood. OBJECTIVE: This study analyzes the impact of workgroup characteristics (i.e., workgroup composition regarding national diversity and tenure; workload) and the COVID-19 pandemic on employees' perceptions of instrumental and emotional support, and examines the mediating role of informal interactions. METHODS: The study is based on responses from 382 seafarers to a cross-sectional online survey. Hypotheses were tested using OLS regression and mediation analysis using PROCESS. RESULTS: Workgroup composition regarding national diversity had indirect effects on social support through informal interactions around social foci (here: joint leisure activities). High workload and pressure from the COVID-19 pandemic reduced interactions around social foci, thus contributing to the erosion of perceived social support. CONCLUSIONS: The findings provide insights on the development of social support, suggesting that informal interactions provide an important mechanism for the development of social support at work. From a theoretical perspective, this highlights the value of a relational perspective on the development of social support, a perspective that is based on the insight that social support is embedded in social relationships. From a practical point of view, this indicates that organizations can proactively foster the development of social support through practices that shape workgroup characteristics and social foci.

Purpose Workplace bullying has severe negative consequences for the well-being of targeted employees. Previous research suggests that social support may buffer against such adverse effects. However, it remains unclear if different forms of support have equally strong effects and if support buffers equally effectively against different outcomes. Further, little is known about social support as a mitigating factor in remote occupational groups such as seafarers. This study examines the buffering effects of four forms of support (instrumental and emotional peer support, company support, non-work support) on three aspects of employee well-being (depression, anxiety, and exhaustion) among seafarers. Methods Responses to a cross-sectional online survey from a convenience sample of 414 seafarers on international commercial vessels were analyzed using moderated regression analyses with PROCESS. Results Exposure to workplace bullying behavior increased seafarers’ depression, anxiety and exhaustion. Instrumental peer support and non-work support buffered the negative impact of bullying on depression. The impact of bullying on exhaustion was buffered by company support. The impact of bullying on anxiety was not buffered by any of the four forms of support. Conclusion Extending previous research, the findings suggest that the interaction between workplace bullying and support depends not only on the source of support, but also on the type of support and the outcome considered. While support from colleagues on board was important for seafarers, company and non-work support must not be overlooked. Interventions should, therefore, encourage the development of peer support and ensure access to shore-based support for workers in remote locations.

BACKGROUND: Social support from colleagues is a key resource for employees and organizations, with beneficial effects on performance, employee well-being and resilience. Although the importance of social support is well-known, the factors that help to build and maintain social support are not equally well understood. OBJECTIVE: This study analyzes the impact of workgroup characteristics (i.e., workgroup composition regarding national diversity and tenure; workload) and the COVID-19 pandemic on employees' perceptions of instrumental and emotional support, and examines the mediating role of informal interactions. METHODS: The study is based on responses from 382 seafarers to a cross-sectional online survey. Hypotheses were tested using OLS regression and mediation analysis using PROCESS. RESULTS: Workgroup composition regarding national diversity had indirect effects on social support through informal interactions around social foci (here: joint leisure activities). High workload and pressure from the COVID-19 pandemic reduced interactions around social foci, thus contributing to the erosion of perceived social support. CONCLUSIONS: The findings provide insights on the development of social support, suggesting that informal interactions provide an important mechanism for the development of social support at work. From a theoretical perspective, this highlights the value of a relational perspective on the development of social support, a perspective that is based on the insight that social support is embedded in social relationships. From a practical point of view, this indicates that organizations can proactively foster the development of social support through practices that shape workgroup characteristics and social foci.

Purpose Workplace bullying has severe negative consequences for the well-being of targeted employees. Previous research suggests that social support may buffer against such adverse effects. However, it remains unclear if different forms of support have equally strong effects and if support buffers equally effectively against different outcomes. Further, little is known about social support as a mitigating factor in remote occupational groups such as seafarers. This study examines the buffering effects of four forms of support (instrumental and emotional peer support, company support, non-work support) on three aspects of employee well-being (depression, anxiety, and exhaustion) among seafarers. Methods Responses to a cross-sectional online survey from a convenience sample of 414 seafarers on international commercial vessels were analyzed using moderated regression analyses with PROCESS. Results Exposure to workplace bullying behavior increased seafarers’ depression, anxiety and exhaustion. Instrumental peer support and non-work support buffered the negative impact of bullying on depression. The impact of bullying on exhaustion was buffered by company support. The impact of bullying on anxiety was not buffered by any of the four forms of support. Conclusion Extending previous research, the findings suggest that the interaction between workplace bullying and support depends not only on the source of support, but also on the type of support and the outcome considered. While support from colleagues on board was important for seafarers, company and non-work support must not be overlooked. Interventions should, therefore, encourage the development of peer support and ensure access to shore-based support for workers in remote locations.

BACKGROUND: Social support from colleagues is a key resource for employees and organizations, with beneficial effects on performance, employee well-being and resilience. Although the importance of social support is well-known, the factors that help to build and maintain social support are not equally well understood. OBJECTIVE: This study analyzes the impact of workgroup characteristics (i.e., workgroup composition regarding national diversity and tenure; workload) and the COVID-19 pandemic on employees' perceptions of instrumental and emotional support, and examines the mediating role of informal interactions. METHODS: The study is based on responses from 382 seafarers to a cross-sectional online survey. Hypotheses were tested using OLS regression and mediation analysis using PROCESS. RESULTS: Workgroup composition regarding national diversity had indirect effects on social support through informal interactions around social foci (here: joint leisure activities). High workload and pressure from the COVID-19 pandemic reduced interactions around social foci, thus contributing to the erosion of perceived social support. CONCLUSIONS: The findings provide insights on the development of social support, suggesting that informal interactions provide an important mechanism for the development of social support at work. From a theoretical perspective, this highlights the value of a relational perspective on the development of social support, a perspective that is based on the insight that social support is embedded in social relationships. From a practical point of view, this indicates that organizations can proactively foster the development of social support through practices that shape workgroup characteristics and social foci.

Purpose Workplace bullying has severe negative consequences for the well-being of targeted employees. Previous research suggests that social support may buffer against such adverse effects. However, it remains unclear if different forms of support have equally strong effects and if support buffers equally effectively against different outcomes. Further, little is known about social support as a mitigating factor in remote occupational groups such as seafarers. This study examines the buffering effects of four forms of support (instrumental and emotional peer support, company support, non-work support) on three aspects of employee well-being (depression, anxiety, and exhaustion) among seafarers. Methods Responses to a cross-sectional online survey from a convenience sample of 414 seafarers on international commercial vessels were analyzed using moderated regression analyses with PROCESS. Results Exposure to workplace bullying behavior increased seafarers’ depression, anxiety and exhaustion. Instrumental peer support and non-work support buffered the negative impact of bullying on depression. The impact of bullying on exhaustion was buffered by company support. The impact of bullying on anxiety was not buffered by any of the four forms of support. Conclusion Extending previous research, the findings suggest that the interaction between workplace bullying and support depends not only on the source of support, but also on the type of support and the outcome considered. While support from colleagues on board was important for seafarers, company and non-work support must not be overlooked. Interventions should, therefore, encourage the development of peer support and ensure access to shore-based support for workers in remote locations.

BACKGROUND: Social support from colleagues is a key resource for employees and organizations, with beneficial effects on performance, employee well-being and resilience. Although the importance of social support is well-known, the factors that help to build and maintain social support are not equally well understood. OBJECTIVE: This study analyzes the impact of workgroup characteristics (i.e., workgroup composition regarding national diversity and tenure; workload) and the COVID-19 pandemic on employees' perceptions of instrumental and emotional support, and examines the mediating role of informal interactions. METHODS: The study is based on responses from 382 seafarers to a cross-sectional online survey. Hypotheses were tested using OLS regression and mediation analysis using PROCESS. RESULTS: Workgroup composition regarding national diversity had indirect effects on social support through informal interactions around social foci (here: joint leisure activities). High workload and pressure from the COVID-19 pandemic reduced interactions around social foci, thus contributing to the erosion of perceived social support. CONCLUSIONS: The findings provide insights on the development of social support, suggesting that informal interactions provide an important mechanism for the development of social support at work. From a theoretical perspective, this highlights the value of a relational perspective on the development of social support, a perspective that is based on the insight that social support is embedded in social relationships. From a practical point of view, this indicates that organizations can proactively foster the development of social support through practices that shape workgroup characteristics and social foci.

Purpose Workplace bullying has severe negative consequences for the well-being of targeted employees. Previous research suggests that social support may buffer against such adverse effects. However, it remains unclear if different forms of support have equally strong effects and if support buffers equally effectively against different outcomes. Further, little is known about social support as a mitigating factor in remote occupational groups such as seafarers. This study examines the buffering effects of four forms of support (instrumental and emotional peer support, company support, non-work support) on three aspects of employee well-being (depression, anxiety, and exhaustion) among seafarers. Methods Responses to a cross-sectional online survey from a convenience sample of 414 seafarers on international commercial vessels were analyzed using moderated regression analyses with PROCESS. Results Exposure to workplace bullying behavior increased seafarers’ depression, anxiety and exhaustion. Instrumental peer support and non-work support buffered the negative impact of bullying on depression. The impact of bullying on exhaustion was buffered by company support. The impact of bullying on anxiety was not buffered by any of the four forms of support. Conclusion Extending previous research, the findings suggest that the interaction between workplace bullying and support depends not only on the source of support, but also on the type of support and the outcome considered. While support from colleagues on board was important for seafarers, company and non-work support must not be overlooked. Interventions should, therefore, encourage the development of peer support and ensure access to shore-based support for workers in remote locations.

The maritime industry is at a crossway. Decarbonization of this sector is an essential part of efforts towards climate change mitigation. Especially the long-distance operations are challenging to decarbonize as electrification is not an option there. Therefore, more and more alternative fuels are being considered to decarbonize the shipping industry. There are options such as PtX, biofuels, blue fuel (ammonia), and electro fuels. However, the choice of the fuel for the future requires an in-depth analysis of different costs, sustainability factors, and biomass availability. This study answers the question of the least cost fueling option given restrictions in greenhouse gas emissions (GHG) and biomass availability. We use an open-source linear least-cost optimization model, which utilizes data on biomass availability, shipping demand, vessel expenditure, and fuel price to propose fuel transition roadmaps for the maritime industry. The necessary input data are from the MarE-Fuel project and literature. The future fuel mix will be analyzed, including sustainable maritime fuels, which are essential to decarbonize the maritime industry in the long term. The considered fueling options in this model are electrofuels (methanol and ammonia), biofuels (Refined Pyrolysis Oil, LBG), e-biofuel (Bio-emethanol), blue fuel, lower emission fossil fuels (LNG and VLSFO), and classical fossil fuels (HFO). The potential of these new fuels will be critically assessed by including the GHG emissions of the production process of these fuels. This work aims to identify the main issues the industry is facing at present up until 2050 and provides an outlook on challenges and opportunities towards climate mitigation that the maritime industry might be developing in the future. We find a diversified picture of a decarbonized maritime future. The future fuel mix is expected to be highly dependent on advancing technologies, ramping up fuel-production facilities, biomass avail

BACKGROUND: Social support from colleagues is a key resource for employees and organizations, with beneficial effects on performance, employee well-being and resilience. Although the importance of social support is well-known, the factors that help to build and maintain social support are not equally well understood. OBJECTIVE: This study analyzes the impact of workgroup characteristics (i.e., workgroup composition regarding national diversity and tenure; workload) and the COVID-19 pandemic on employees' perceptions of instrumental and emotional support, and examines the mediating role of informal interactions. METHODS: The study is based on responses from 382 seafarers to a cross-sectional online survey. Hypotheses were tested using OLS regression and mediation analysis using PROCESS. RESULTS: Workgroup composition regarding national diversity had indirect effects on social support through informal interactions around social foci (here: joint leisure activities). High workload and pressure from the COVID-19 pandemic reduced interactions around social foci, thus contributing to the erosion of perceived social support. CONCLUSIONS: The findings provide insights on the development of social support, suggesting that informal interactions provide an important mechanism for the development of social support at work. From a theoretical perspective, this highlights the value of a relational perspective on the development of social support, a perspective that is based on the insight that social support is embedded in social relationships. From a practical point of view, this indicates that organizations can proactively foster the development of social support through practices that shape workgroup characteristics and social foci.

Purpose Workplace bullying has severe negative consequences for the well-being of targeted employees. Previous research suggests that social support may buffer against such adverse effects. However, it remains unclear if different forms of support have equally strong effects and if support buffers equally effectively against different outcomes. Further, little is known about social support as a mitigating factor in remote occupational groups such as seafarers. This study examines the buffering effects of four forms of support (instrumental and emotional peer support, company support, non-work support) on three aspects of employee well-being (depression, anxiety, and exhaustion) among seafarers. Methods Responses to a cross-sectional online survey from a convenience sample of 414 seafarers on international commercial vessels were analyzed using moderated regression analyses with PROCESS. Results Exposure to workplace bullying behavior increased seafarers’ depression, anxiety and exhaustion. Instrumental peer support and non-work support buffered the negative impact of bullying on depression. The impact of bullying on exhaustion was buffered by company support. The impact of bullying on anxiety was not buffered by any of the four forms of support. Conclusion Extending previous research, the findings suggest that the interaction between workplace bullying and support depends not only on the source of support, but also on the type of support and the outcome considered. While support from colleagues on board was important for seafarers, company and non-work support must not be overlooked. Interventions should, therefore, encourage the development of peer support and ensure access to shore-based support for workers in remote locations.

Organisations worldwide are decreasing their Greenhouse Gas emissions. The maritime industry is also contributing to this and trying to reduce its emissions but has done this inadequately. Reasons for this are that the required decrease in emissions varies widely between different vessels, many workboats are currently avoiding emissions regulations, and research is lagging in this area. On the other hand, many new datasets are becoming available. This research aims to show how companies can use operational data to increase the operational efficiency of workboats and decrease emissions. The main question of this research is, how can operational data be used to improve the operational efficiency of workboat operations? This question is answered using the data Onboard collects and will use Business process management (BPM) tools to analyse the data. Few papers write about BPM in the maritime industry, and even less about workboats and BPM. The novelty of this study relies on the operational data-based approach, using BPM to increase the operational efficiency of workboats. The newly collected data collected by Onboard is from workboats. The collected data includes location, time, distance, speed, and fuel consumption. The collected data is time series data. When the crew selects an activity, the time series data until the next activity starts as part of that activity, and all activities are grouped into voyages. To the voyages and activities, the crew can add logbook data. BPM strategies are reviewed to find a way to use the operational data and optimise the workboats’ operations. The BPM strategies are compared on the use of data, how it matches with the operational workboat data, how the focus of the BPM strategies aligns with the research, and what literature states about the methods in comparable situations. The best fitting strategy to optimise a workboat operation turned out to be Lean Six Sigma (LSS). LSS can contain many tools and has a DMAIC struct, Marine Technology

Durante años, la industria marítima ha utilizado los conocidos como Bill of Lading o conocimientos de embarque en un formato físico. Los conocimientos físicos traen consigo bastantes inconvenientes: por un lado, se pueden romper o falsificar; es necesario enviarlos en formato papel entre los poseedores de la carga, generando un gasto para las empresas; o la recepción de una mercancía puede verse afectada si existe algún retraso en algún punto de la cadena logística por la que este conocimiento se envía. En vista de estos y más inconvenientes que presenta el formato físico de conocimientos de embarque; diversas compañías están empezando a implementar plataformas digitales desde las que gestionar este tipo de documentos, implementando a su vez la novedosa tecnología Blockchain para mejorar la seguridad y salvaguardar la integridad del mismo de forma digital. En este trabajo, se realizará una pequeña introducción a la tecnología Blockchain y a cómo ésta puede beneficiar a la industria del transporte marítimo., Urteetan zehar, itsas-merkataritzako industriak Bill of Lading edo ontziratze-ezagutzak formatu fisikoan erabili ditu. Ontziratze-ezagutza fisiko hauek eragozpen ugari dakartzate berekin: alde batetik, apurtu edo faltsutu egin daitezke; merkantziaren jabe ezberdinen artean fisikoki bidali behar dira, enpresentzako gastua sortuz; edo salgai baten jasotzea atzeratu egin daiteke, baldin eta ezagutza hori bidaltzeko erabiltzen den kate logistikoaren punturen batean atzerapenen bat badago. Ontziratze-ezagutzen formatu fisikoak dituen eragozpen hauek eta beste eragozpen ugari ikustia, hainbat konpainia mota honetako dokumentuak kudeatzeko plataforma digitalak ezartzen hasi dira, eta, aldi berean, Blockchain teknologia berria inplementatzen, segurtasuna hobetzeko eta haren osotasuna modu digitalean zaintzeko. Lan honetan, Blockchain teknologiari buruzko sarrera txiki bat egingo da, eta teknologia horrek itsas garraioaren industriari nola mesede egin diezaiokeen azalduko da., Ever since maritime commercial trades started existing, there has been a document of utmost importance. This document is known as the Bill of Lading, and gives possession of a certain cargo to its holder. Traditionally, this document has always been presented as a physical paper, a method that carries some embedded problems to it; such as loss of the document, risk of accidental destruction or forgery to say a few. Not only that, but it also requires being shipped from one place to another, costing companies money, and with the chance of a certain cargo being put on hold should there have been any incidents during the shipping of the document resulting in a delay. Taking these and other factors into account, there are currently some companies developing digital platforms so as to upgrade these documents into a digital format. At the same time, said platforms are implementing some blockchain solutions with the aim of improving security and its integrity. This project intends to bring a short explanation on how blockchain technology works and how it could benefit the maritime industry.

Container liner shipping organisations facilitate trade between all regions globally by deploying vessels in a network with a corresponding sailing schedule. Since the container shipping network is part of a larger network, it is favourable for the continuation of the supply chain to maintain this schedule. Although the importance of the continuation is recognised, the industry is not known for a high degree of schedule reliability. This is due to the presence of regular and irregular uncertainties in the network. It is found that more than 90% of these uncertainties find their origin in the port area. By deploying the LSS methodology, the causes and effects of port uncertainties are further analysed. It is found that the port uncertainties lead to transportation waste at sea in the form of fuel costs and emissions. The shipping sector is held accountable for approximately 3% of the global carbon dioxide emissions. A Dynamic Arrival Time (DAT) design is proposed to recover a schedule after a delay takes place to avoid waiting times and arrive JIT in the port. This differentiates from the current state where a First Come First Serve policy is maintained. An Agent-Based Discrete Event Simulation model in Anylogic is proposed to test the effects of a DAT implementation in a Short Sea Shipping (SSS) network that is subject to regular and irregular port uncertainties. It is found that a fuel and emissions reduction of up to 6.1% is achieved when a DAT is implemented under irregular uncertainties in the network. If the DAT incorporation is tested for regular uncertainties, the effect is equal to a 0.5% reduction in fuel and emissions. Furthermore, it is found that the design leads to a decrease in the port turnaround time due to improved arrival predictability. This improved predictability enables the shipping line (or agent) to recover the schedule and avoid drastic fuel increase during the departure transit. This study's findings are important for the policy-making for, Marine Technology | Ship Design, Production and Operations

This study aims to develop a decision support tool which enables shipowners to select the most appropriate alternative fuel technology to comply with possible different imposed emission regulations while ensuring optimal business performance. In this context, most appropriate is defined as a fuel alternative which minimises required freight rate (RFR) while maximising overall performance on technological, environmental and other criteria. A decision support tool was devised combining a decision model based on the simple multi-attribute rating technique (SMART) with a financial model based on discounted cash-flow (DCF). Additionally, an optimisation model was implemented to optimise for minimal required freight rate through slow steaming. The decision tool provides shipowners with a quantified impact on their current business if they do not transition to alternative fuels under a 'market based measure' (MBM) regulatory scenario, as well as best-alternatives if their current fuels do not meet regulations under an 'emission cap' (EC) scenario. The decision tool is evaluated under optimistic, average and pessimistic scenarios in 2020, 2030 and 2050. Under an emission cap scenario, the results showed an overall preference for Fischer-Tropsch diesel (FTD) as the most promising alternative maritime fuel both in terms of SMART performance and required freight rate, followed by upgraded bio-oil (UBO). Nevertheless, the average difference in required freight rate of alternative fuels compared to HFO remains substantial, at 43% and 38% higher for Fischer-Tropsch diesel under a 'no regulation' scenario and 'market based measures' scenario, respectively. It is therefore evident that without regulatory intervention, heavy fuel oil is expected to retain dominance based on cost. Even under a market based measure (MBM) scenario, the average required freight rate of HFO increases only by 3.4% overall. For LNG, market-based measures lead to an average increase in RFR of 4.1%. These re, Marine Technology | Ship Design

Durante años, la industria marítima ha utilizado los conocidos como Bill of Lading o conocimientos de embarque en un formato físico. Los conocimientos físicos traen consigo bastantes inconvenientes: por un lado, se pueden romper o falsificar; es necesario enviarlos en formato papel entre los poseedores de la carga, generando un gasto para las empresas; o la recepción de una mercancía puede verse afectada si existe algún retraso en algún punto de la cadena logística por la que este conocimiento se envía. En vista de estos y más inconvenientes que presenta el formato físico de conocimientos de embarque; diversas compañías están empezando a implementar plataformas digitales desde las que gestionar este tipo de documentos, implementando a su vez la novedosa tecnología Blockchain para mejorar la seguridad y salvaguardar la integridad del mismo de forma digital. En este trabajo, se realizará una pequeña introducción a la tecnología Blockchain y a cómo ésta puede beneficiar a la industria del transporte marítimo., Urteetan zehar, itsas-merkataritzako industriak Bill of Lading edo ontziratze-ezagutzak formatu fisikoan erabili ditu. Ontziratze-ezagutza fisiko hauek eragozpen ugari dakartzate berekin: alde batetik, apurtu edo faltsutu egin daitezke; merkantziaren jabe ezberdinen artean fisikoki bidali behar dira, enpresentzako gastua sortuz; edo salgai baten jasotzea atzeratu egin daiteke, baldin eta ezagutza hori bidaltzeko erabiltzen den kate logistikoaren punturen batean atzerapenen bat badago. Ontziratze-ezagutzen formatu fisikoak dituen eragozpen hauek eta beste eragozpen ugari ikustia, hainbat konpainia mota honetako dokumentuak kudeatzeko plataforma digitalak ezartzen hasi dira, eta, aldi berean, Blockchain teknologia berria inplementatzen, segurtasuna hobetzeko eta haren osotasuna modu digitalean zaintzeko. Lan honetan, Blockchain teknologiari buruzko sarrera txiki bat egingo da, eta teknologia horrek itsas garraioaren industriari nola mesede egin diezaiokeen azalduko da., Ever since maritime commercial trades started existing, there has been a document of utmost importance. This document is known as the Bill of Lading, and gives possession of a certain cargo to its holder. Traditionally, this document has always been presented as a physical paper, a method that carries some embedded problems to it; such as loss of the document, risk of accidental destruction or forgery to say a few. Not only that, but it also requires being shipped from one place to another, costing companies money, and with the chance of a certain cargo being put on hold should there have been any incidents during the shipping of the document resulting in a delay. Taking these and other factors into account, there are currently some companies developing digital platforms so as to upgrade these documents into a digital format. At the same time, said platforms are implementing some blockchain solutions with the aim of improving security and its integrity. This project intends to bring a short explanation on how blockchain technology works and how it could benefit the maritime industry.

The purpose of this study is to compare the life-cycle cost and environmental impact of the existing fuel-based propulsion system, on public commuter ferries in Stockholm, with a battery based propulsion system. The study is divided into multiple layers. First, the operating characteristics of the route Line 80 within Stockholm’s waterborne public transportation (WPT) are collected, such as fuel consumption, propulsion power output, speed, voyage time and propulsion system configuration. Second, based on the energy demand of the route, important parameters related to the existing fuel-based propulsion system and the battery-based propulsion system are accounted for and modeled. Third, Life Cycle Assessment (LCA) and the cost assessment methods are applied to examine the effectiveness of the electrification of commuter ferries on a financial and environmental scale. With the help of the software GaBi 2020, GREET 2020, and other literature studies, the environmental impacts at the construction, use and end-of-life (EOL) phase are evaluated. There are in total 8 scenarios considered, 4 for the fuel-based and 4 for the battery-based propulsion system. The environmental performance of these 8 scenarios are discussed in terms of Globalwarmingpotential(GWP), Acidificationpotential(AP), Eutrophicationpotential(EP) and Photo-chemical ozone creation potential (POCP). Themostpollutingphaseistheusephase for all scenarios. Propulsion system powered by diesel (scenario 1) is considered as a reference for comparative analysis of 7 other scenarios. The best performing system is the one powered by batteries with the assumption of an electricity mix based on hydro, wind and nuclear power, which is scenario 7 and 8 with a net reduction of GWP by more than 98%, AP by 90%, EP by 96%, and the POCP by 96%. If we consider the current Swedish electricity mix (scenario 5 and 6), the decrease in GWP, AP, EP and POCP are 90%, 80%, 82% and 91% respectively. Alternative fuels also present promis, Syftet med denna studie är att jämföra livscykelkostnaden och miljöpåverkan av de befintliga framdrivningssystemen på pendelbåtarna inom Stockholms kollektivtrafik, med batteridrivna system på motsvarande båtar. De befintliga framdrivningssystemen drivs av olika typer av diesel. Studien är uppdelad i flera steg. Först samlas driftsegenskaperna in, såsom bränsleförbrukning, framdrivningseffekt, hastighet, färdtidochframdrivningssystemetsuppbyggnad, etc, på linje 80, som är en del av Stockholms vattenburna kollektivtrafik. För det andra undersöks det befintliga framdrivningssystemet som drivs av diesel eller alternativa bränslen som RME eller HVO och fullt batteridrivna system utifrån energibehovet. För det tredje tillämpas metoderna för kostnadsanalys och livscykelanalys (LCA) för att undersöka hur elektrifieringen av pendelbåtar påverkar ekonomin och miljön. Med hjälp av programmet GaBi 2020, GREET 2020 och andra litteraturstudier utvärderas miljöpåverkan av faserna tillverkning, användning och avfallshantering. Det är totalt 8 scenarier som övervägs, 4 för bränslebaserade och 4 för batteri baserade framdrivningssystem. Hur bra dessa 8 scenarier presterar miljömässigt diskuteras i termer av växthuseffekt (GWP), försurning (AP), övergödning (EP) och marknära ozon (POCP). Den fasen med mest utsläpp, för alla scenarier, är användningsfasen. Framdrivningssystemet som drivs av diesel (scenario 1) används som referens att jämföra de övriga 7 scenarierna mot. Det system som presterar bästa är det som drivs av batterier, med antagandet att elmixen är baserad på vatten-, vind-och kärnkraft, detta motsvarar scenario 7 och 8 med en reduktion av GWP på mer än 98%, AP med 90%, EP med 96% och POCP med 96%. Om vi tittar på den aktuella svenska elmixen (scenario 5 och 6) så är minskningen av GWP, AP, EP och POCP 90%, 80%, 82% respektive 91%. Alternativa bränslen ger också lovande resultat för GWP jämfört med diesel (där råvarans ursprung skapar mest negativa effekter) men bidraget

The purpose of this study is to compare the life-cycle cost and environmental impact of the existing fuel-based propulsion system, on public commuter ferries in Stockholm, with a battery based propulsion system. The study is divided into multiple layers. First, the operating characteristics of the route Line 80 within Stockholm’s waterborne public transportation (WPT) are collected, such as fuel consumption, propulsion power output, speed, voyage time and propulsion system configuration. Second, based on the energy demand of the route, important parameters related to the existing fuel-based propulsion system and the battery-based propulsion system are accounted for and modeled. Third, Life Cycle Assessment (LCA) and the cost assessment methods are applied to examine the effectiveness of the electrification of commuter ferries on a financial and environmental scale. With the help of the software GaBi 2020, GREET 2020, and other literature studies, the environmental impacts at the construction, use and end-of-life (EOL) phase are evaluated. There are in total 8 scenarios considered, 4 for the fuel-based and 4 for the battery-based propulsion system. The environmental performance of these 8 scenarios are discussed in terms of Globalwarmingpotential(GWP), Acidificationpotential(AP), Eutrophicationpotential(EP) and Photo-chemical ozone creation potential (POCP). Themostpollutingphaseistheusephase for all scenarios. Propulsion system powered by diesel (scenario 1) is considered as a reference for comparative analysis of 7 other scenarios. The best performing system is the one powered by batteries with the assumption of an electricity mix based on hydro, wind and nuclear power, which is scenario 7 and 8 with a net reduction of GWP by more than 98%, AP by 90%, EP by 96%, and the POCP by 96%. If we consider the current Swedish electricity mix (scenario 5 and 6), the decrease in GWP, AP, EP and POCP are 90%, 80%, 82% and 91% respectively. Alternative fuels also present promis, Syftet med denna studie är att jämföra livscykelkostnaden och miljöpåverkan av de befintliga framdrivningssystemen på pendelbåtarna inom Stockholms kollektivtrafik, med batteridrivna system på motsvarande båtar. De befintliga framdrivningssystemen drivs av olika typer av diesel. Studien är uppdelad i flera steg. Först samlas driftsegenskaperna in, såsom bränsleförbrukning, framdrivningseffekt, hastighet, färdtidochframdrivningssystemetsuppbyggnad, etc, på linje 80, som är en del av Stockholms vattenburna kollektivtrafik. För det andra undersöks det befintliga framdrivningssystemet som drivs av diesel eller alternativa bränslen som RME eller HVO och fullt batteridrivna system utifrån energibehovet. För det tredje tillämpas metoderna för kostnadsanalys och livscykelanalys (LCA) för att undersöka hur elektrifieringen av pendelbåtar påverkar ekonomin och miljön. Med hjälp av programmet GaBi 2020, GREET 2020 och andra litteraturstudier utvärderas miljöpåverkan av faserna tillverkning, användning och avfallshantering. Det är totalt 8 scenarier som övervägs, 4 för bränslebaserade och 4 för batteri baserade framdrivningssystem. Hur bra dessa 8 scenarier presterar miljömässigt diskuteras i termer av växthuseffekt (GWP), försurning (AP), övergödning (EP) och marknära ozon (POCP). Den fasen med mest utsläpp, för alla scenarier, är användningsfasen. Framdrivningssystemet som drivs av diesel (scenario 1) används som referens att jämföra de övriga 7 scenarierna mot. Det system som presterar bästa är det som drivs av batterier, med antagandet att elmixen är baserad på vatten-, vind-och kärnkraft, detta motsvarar scenario 7 och 8 med en reduktion av GWP på mer än 98%, AP med 90%, EP med 96% och POCP med 96%. Om vi tittar på den aktuella svenska elmixen (scenario 5 och 6) så är minskningen av GWP, AP, EP och POCP 90%, 80%, 82% respektive 91%. Alternativa bränslen ger också lovande resultat för GWP jämfört med diesel (där råvarans ursprung skapar mest negativa effekter) men bidraget

Durante años, la industria marítima ha utilizado los conocidos como Bill of Lading o conocimientos de embarque en un formato físico. Los conocimientos físicos traen consigo bastantes inconvenientes: por un lado, se pueden romper o falsificar; es necesario enviarlos en formato papel entre los poseedores de la carga, generando un gasto para las empresas; o la recepción de una mercancía puede verse afectada si existe algún retraso en algún punto de la cadena logística por la que este conocimiento se envía. En vista de estos y más inconvenientes que presenta el formato físico de conocimientos de embarque; diversas compañías están empezando a implementar plataformas digitales desde las que gestionar este tipo de documentos, implementando a su vez la novedosa tecnología Blockchain para mejorar la seguridad y salvaguardar la integridad del mismo de forma digital. En este trabajo, se realizará una pequeña introducción a la tecnología Blockchain y a cómo ésta puede beneficiar a la industria del transporte marítimo., Urteetan zehar, itsas-merkataritzako industriak Bill of Lading edo ontziratze-ezagutzak formatu fisikoan erabili ditu. Ontziratze-ezagutza fisiko hauek eragozpen ugari dakartzate berekin: alde batetik, apurtu edo faltsutu egin daitezke; merkantziaren jabe ezberdinen artean fisikoki bidali behar dira, enpresentzako gastua sortuz; edo salgai baten jasotzea atzeratu egin daiteke, baldin eta ezagutza hori bidaltzeko erabiltzen den kate logistikoaren punturen batean atzerapenen bat badago. Ontziratze-ezagutzen formatu fisikoak dituen eragozpen hauek eta beste eragozpen ugari ikustia, hainbat konpainia mota honetako dokumentuak kudeatzeko plataforma digitalak ezartzen hasi dira, eta, aldi berean, Blockchain teknologia berria inplementatzen, segurtasuna hobetzeko eta haren osotasuna modu digitalean zaintzeko. Lan honetan, Blockchain teknologiari buruzko sarrera txiki bat egingo da, eta teknologia horrek itsas garraioaren industriari nola mesede egin diezaiokeen azalduko da., Ever since maritime commercial trades started existing, there has been a document of utmost importance. This document is known as the Bill of Lading, and gives possession of a certain cargo to its holder. Traditionally, this document has always been presented as a physical paper, a method that carries some embedded problems to it; such as loss of the document, risk of accidental destruction or forgery to say a few. Not only that, but it also requires being shipped from one place to another, costing companies money, and with the chance of a certain cargo being put on hold should there have been any incidents during the shipping of the document resulting in a delay. Taking these and other factors into account, there are currently some companies developing digital platforms so as to upgrade these documents into a digital format. At the same time, said platforms are implementing some blockchain solutions with the aim of improving security and its integrity. This project intends to bring a short explanation on how blockchain technology works and how it could benefit the maritime industry.

Container liner shipping organisations facilitate trade between all regions globally by deploying vessels in a network with a corresponding sailing schedule. Since the container shipping network is part of a larger network, it is favourable for the continuation of the supply chain to maintain this schedule. Although the importance of the continuation is recognised, the industry is not known for a high degree of schedule reliability. This is due to the presence of regular and irregular uncertainties in the network. It is found that more than 90% of these uncertainties find their origin in the port area. By deploying the LSS methodology, the causes and effects of port uncertainties are further analysed. It is found that the port uncertainties lead to transportation waste at sea in the form of fuel costs and emissions. The shipping sector is held accountable for approximately 3% of the global carbon dioxide emissions. A Dynamic Arrival Time (DAT) design is proposed to recover a schedule after a delay takes place to avoid waiting times and arrive JIT in the port. This differentiates from the current state where a First Come First Serve policy is maintained. An Agent-Based Discrete Event Simulation model in Anylogic is proposed to test the effects of a DAT implementation in a Short Sea Shipping (SSS) network that is subject to regular and irregular port uncertainties. It is found that a fuel and emissions reduction of up to 6.1% is achieved when a DAT is implemented under irregular uncertainties in the network. If the DAT incorporation is tested for regular uncertainties, the effect is equal to a 0.5% reduction in fuel and emissions. Furthermore, it is found that the design leads to a decrease in the port turnaround time due to improved arrival predictability. This improved predictability enables the shipping line (or agent) to recover the schedule and avoid drastic fuel increase during the departure transit. This study's findings are important for the policy-making for, Marine Technology | Ship Design, Production and Operations

This study aims to develop a decision support tool which enables shipowners to select the most appropriate alternative fuel technology to comply with possible different imposed emission regulations while ensuring optimal business performance. In this context, most appropriate is defined as a fuel alternative which minimises required freight rate (RFR) while maximising overall performance on technological, environmental and other criteria. A decision support tool was devised combining a decision model based on the simple multi-attribute rating technique (SMART) with a financial model based on discounted cash-flow (DCF). Additionally, an optimisation model was implemented to optimise for minimal required freight rate through slow steaming. The decision tool provides shipowners with a quantified impact on their current business if they do not transition to alternative fuels under a 'market based measure' (MBM) regulatory scenario, as well as best-alternatives if their current fuels do not meet regulations under an 'emission cap' (EC) scenario. The decision tool is evaluated under optimistic, average and pessimistic scenarios in 2020, 2030 and 2050. Under an emission cap scenario, the results showed an overall preference for Fischer-Tropsch diesel (FTD) as the most promising alternative maritime fuel both in terms of SMART performance and required freight rate, followed by upgraded bio-oil (UBO). Nevertheless, the average difference in required freight rate of alternative fuels compared to HFO remains substantial, at 43% and 38% higher for Fischer-Tropsch diesel under a 'no regulation' scenario and 'market based measures' scenario, respectively. It is therefore evident that without regulatory intervention, heavy fuel oil is expected to retain dominance based on cost. Even under a market based measure (MBM) scenario, the average required freight rate of HFO increases only by 3.4% overall. For LNG, market-based measures lead to an average increase in RFR of 4.1%. These re, Marine Technology | Ship Design

For additive manufacturing (AM) products such as structural and machinery components, the quality should be verified. In maritime industry, this task is performed by classification societies who are acting as independent third party and certifying such components. In the case of, eg, cast-steel products, standards are available, which specify sampling procedures, properties, and destructive and nondestructive test methods as well as relevant material requirements for design purposes. For AM products, currently only few supportive standards are available. In tough market situation products must be cost-efficient. Therefore, mandatory verification of products can only be enforced for vital applications. Unified, meaningful sampling and testing scopes are needed for application at different manufacturing locations and for evaluation by “no AM expert” staff. The impact of manufacturing defects in the AM process on the integrity on the AM product has to be evaluated. Contract partners may, or have to ask for evidence for the integritiy of AM products by certificates issued by third-party institutions. DNV GL as a classification society has set up procedures for initial qualification and certification of AM products. This paper focusses on inspection and certification of AM maritime products and fit-for-purpose assessment.

The topic of this article is to present an analysis of relationship between maritime surcharges (fuel surcharge) and development of the economy (represented by bunker prices development). Pricing in the maritime industry is turbulent. Ship-owners or ship operators and shippers are subject to fluctuations in prices. These fluctuations affect the financial opportunities of companies because they determine cash flows and have a significant affect planning. According to conducted researches, the freight charges depend mainly on fixed factors, while surcharges are time-sensitive. Therefore, the article is focused on the development of fuel surcharges in the last five years (from fourth quarter of 2015 to first quarter of 2019) and points to the need to clearly identify their development in relation to the development of the economy. Methodology of the article uses statistical methods related to the analysis of time series. Conclusions of the article can offer several measures for future researchers., Tématem tohoto článku je představit analýzu vztahu mezi námořními příplatky (palivový příplatek) a vývojem ekonomiky (představovaným vývojem cen paliva). Ceny v námořním průmyslu jsou turbulentní. Majitelé lodí nebo provozovatelé lodí a přepravci podléhají kolísání cen. Tyto výkyvy ovlivňují finanční příležitosti společností, protože určují peněžní toky a mají významný vliv na plánování. Podle provedených průzkumů náklady na dopravu závisí hlavně na pevných faktorech, zatímco příplatky jsou časově citlivé. Článek se proto zaměřuje na vývoj palivových příplatků za posledních pět let (od čtvrtého čtvrtletí 2015 do prvního čtvrtletí 2019) a poukazuje na nutnost jasně identifikovat jejich vývoj ve vztahu k vývoji ekonomiky. Metodika článku využívá statistické metody související s analýzou časových řad. Závěry článku mohou nabídnout několik opatření pro budoucí výzkumné pracovníky.

Sustainability thinking and environmental questions are often in the center of news today. Our planet is changing and us humans need to change our lifestyle in order to avoid potentially devastating events. New laws and regulations, along with new sustainability goals, are constantly arriving around the world. Within the maritime industry, multiple emission goals have recently been implemented which puts a lot of pressure on shipping companies around the world. This thesis introduces a new sales-tool, The Ecolometer, which purpose is to support sales-processes within Volvo Penta. The tool uses a Product Environmental Footprint methodology to quantify different environmental impact categories based on the Nine Planetary Boundaries model. Based on the Planetary Boundaries model, some focus categories have been selected which has been set as requirements for the new tool. The tool have been validated and tested on some cases, where different propulsion systems where investigated. The results shows that the method and tool is useful and applicable to the intended purpose. The tool provides an efficient and easy way to quantify and optimize environmental impact throughout the lifecycle of a vessel, while in the meantime making sustainability thinking accessible, and popular within the industry. The thesis also shows how necessary it is for Volvo Penta the implement this tool, in order to ensure that their sustainability investments is going in the right direction., Miljöfrågor ligger ofta i fokus i dagens debatt, och att tänka miljövänligt och hållbart blir allt mer ett socialt krav. Vår planet förändras, och vi människor måste göra stora förändringar i hur vi lever för att undvika att potentiella katastrofer uppstår. Nya lagar, regler och hållbarhetsmål är konstant uppsatta runt om i världen för hur vi ska leva. Inom den maritima industrin sattes nyligen stora mål upp i hur mycket utsläpp som tillåts för fartyg runt vilket sätter stor press på företag inom branschen runt om i världen. Denna uppsats introducerar ett nytt försäljningsverktyg, Ecolometern, vars syfte är att hjälpa och assistera Volvo Pentas säljprocesser. Verktyget använder sig av en Product Environmental Footprint metodologi för att kvantifiera miljöpåverkan utifrån olika kategorier i Nine Planetary Boundaries modellen. Baserat på modellen, har ett antal kategorier valts ut, som agerar kriterier för det nya verktyget. Verktyget har även blivit validerat och testa mot ett antal case, där olika drivlinor har blivit analyserade. Resultatet visar att metoden och verktyget är användbart för det uppsatta syftet. Verktyget ger ett effektivt men enkelt sätt att visa och optimera miljöpåverkan sett till hela livscykeln av ett fartyg, samtidigt som det gör hållbarhetstänk mer tillgängligt och populärt inom industrin. Uppsatsen visar också på nödvändigheten för Volvo Penta att implementera detta verktyg, för att försäkra sig om att deras hållbarhetssatsningar verkligen går åt rätt håll.

Increased competition and lower margins on products cause many traditional manufacturing companies to resort to services to increase revenues and differentiate themselves from competitors. A challenge manufacturing companies and their sellers face within this change lie within understanding what their customers value in the contexts of service and how to convey these values into superior value propositions. This research intends to increase understanding in what the difference is in the perception of value between sellers and their customers and what the implications for these differences are. This is done by the means of a case study with a setting in the maritime industry. Empirical data was collected through eight interviews, of which four was with the case company’s sellers, three was with customers to the case company and one was with an external industrial service manager. From the interviews the following conclusions could be drawn. Firstly, the findings indicate that the sellers and the customers had similar perception of what value is, where both sides emphasized on the importance of economical and functional values. Secondly, the findings indicate that the implication of the differences on the perception of value lies in that the sellers mostly focuses on the value that the services could provide to the customers while the customers regarded the value in relation to sacrifices. An implication of this is that the sellers might believe that the customers gain more value from their services than the customers believes they do. This misperception of customer perceived value could lead to challenges in selling services and the loss of customers to competitors that offers a better trade-off between benefits and sacrifices., Ökad konkurrens och minskade marginaler på produkter får många traditionella tillverkningsföretag att söka sig till tjänster för att på så sätt öka sina intäkter och särskilja sig ifrån sina konkurrenter. En utmaning som tillverkningsföretag möter inom denna förändring ligger i att förstå vad deras kunder värderar i tjänstesammanhang och hur de kan förmedla dessa värden i överlägset värdeförslag. Denna forskning har för avsikt att öka förståelsen för vad skillnaden är i uppfattningen av värde mellan säljpersonal och dess kunder och hur skillnaderna kan påverka genomförandet av förslag till servicevärden. Detta undersöktes i en fallstudie på ett företag inom den maritima industrin. Empiriskt data samlades in via åtta semistrukturerade intervjuer var av fyra med säljare på samarbetsföretaget, tre med kunder till samarbetsföretag och en med en utomstående industriell servicechef. Från intervjuerna kunde följande slutsatser dras. För det första indikerar resultaten att skillnaden i uppfattning av värde mellan säljarna och kunderna är likartad och att det största fokuset ligger på den funktionella och ekonomiska dimensionen. För det andra indikerar resultaten att implikationerna av skillnaderna på uppfattningen av värde ligger i att säljarna mestadels fokuserar på det värde som tjänsterna kan erbjuda kunderna medan kunderna betraktade värdet i förhållande till de uppoffringar eller kostnader som medföljer. En implikation av detta är att säljarna leds till att tro att kunderna får mer värde av tjänsterna än kunderna uppfattar att de får. Denna missuppfattning av kundupplevt värde kan leda till utmaningar när det gäller att sälja tjänster och bortfall av kunder till konkurrenter som ger bättre avvägning mellan fördelar och uppoffringar.

In this study, various scenarios were developed that correspond to estimations of future biomass availability and biofuel demand from the maritime industry. These marine biofuel demand scenarios were based on the Greenhouse Gas (GHG) reduction targets of the Renewable Energy Directive II (RED II) and the International Maritime Organization (IMO). A multi-objective Mixed Integer Linear Programming (MILP) model was developed which is used to optimize the Well-to-Tank (WtT) phases of each studied scenario. This resulted in an overview of the most feasible use of feedstocks, deployment of new conversion technologies, and trade flows between regions. Additionally, the results provided insight into the costs and emission reduction potential of marine biofuels. By analyzing the results from this study, improved insight into the potential of drop-in biofuels to reaching the proposed emission reduction targets for the maritime sector was developed. A tradeoff between costs and emissions was found to result in potential GHG reductions between 68%-95% compared to Heavy Fuel Oil (HFO) for 800-2300 EU/ton. More specifically, 80% GHG reduction compared to HFO can be achieved at fuel costs of between 900-1050 EU/ton over the studied time period. The potential of drop-in biofuels to serve the shipping industry is currently limited due to the availability of oils and fats. Depending on the supply scenario, this entails maximum blending ratios of only 0.6-6%. However, when new conversion technologies are introduced, enough biomass becomes available to serve the shipping industry, even with the increasing use of competing sectors. Hence, the potential of drop-in biofuels to reduce emissions from shipping is significant. Nevertheless, to achieve the proposed GHG emission reduction targets enormous investments in new bio-refineries are required. Therefore, the focus should be on policy mechanisms that, on the one hand, achieve rapid development of new conversion technologies, and on the, MIIP Biofuels, Marine Technology | Marine Engineering

Stream processing has taken a prominent position in the software engineering industry. Many applications, from a small to large scale, embrace this paradigm to deal with the difficulties of responding to events that happen asynchronously: programmers define "operators" that perform small, independent tasks on individual events. These operators are then connected to form a (usually asyclic) network of tasks performed on one or multiple streams. While very useful as can be witnessed by the vast amount of stream processing tools available to the industry, one problem remains difficult to tackle in this model: state. When comparing support for stateful operations in matured stream-processing systems, one will find that none of the systems agree on how state should be modeled. Some systems outright ignore state, while others provide ever different APIs to manage it. In this thesis, we present a small but versatile model that combines traditional stream processing with stateful operations from relational algebra, providing one uni- fied way of thinking about streams and state. To substantiate the models practicality, we present an end-to-end implementation of a real-world case study for Europe’s largest shipping container port, along with a performance analysis. Moreover, we assert that this model is not just tied to one specific stream-processing solution, but can be implemented with ease on any actor-based platform., Computer Science | Software Technology

Sustainability thinking and environmental questions are often in the center of news today. Our planet is changing and us humans need to change our lifestyle in order to avoid potentially devastating events. New laws and regulations, along with new sustainability goals, are constantly arriving around the world. Within the maritime industry, multiple emission goals have recently been implemented which puts a lot of pressure on shipping companies around the world. This thesis introduces a new sales-tool, The Ecolometer, which purpose is to support sales-processes within Volvo Penta. The tool uses a Product Environmental Footprint methodology to quantify different environmental impact categories based on the Nine Planetary Boundaries model. Based on the Planetary Boundaries model, some focus categories have been selected which has been set as requirements for the new tool. The tool have been validated and tested on some cases, where different propulsion systems where investigated. The results shows that the method and tool is useful and applicable to the intended purpose. The tool provides an efficient and easy way to quantify and optimize environmental impact throughout the lifecycle of a vessel, while in the meantime making sustainability thinking accessible, and popular within the industry. The thesis also shows how necessary it is for Volvo Penta the implement this tool, in order to ensure that their sustainability investments is going in the right direction., Miljöfrågor ligger ofta i fokus i dagens debatt, och att tänka miljövänligt och hållbart blir allt mer ett socialt krav. Vår planet förändras, och vi människor måste göra stora förändringar i hur vi lever för att undvika att potentiella katastrofer uppstår. Nya lagar, regler och hållbarhetsmål är konstant uppsatta runt om i världen för hur vi ska leva. Inom den maritima industrin sattes nyligen stora mål upp i hur mycket utsläpp som tillåts för fartyg runt vilket sätter stor press på företag inom branschen runt om i världen. Denna uppsats introducerar ett nytt försäljningsverktyg, Ecolometern, vars syfte är att hjälpa och assistera Volvo Pentas säljprocesser. Verktyget använder sig av en Product Environmental Footprint metodologi för att kvantifiera miljöpåverkan utifrån olika kategorier i Nine Planetary Boundaries modellen. Baserat på modellen, har ett antal kategorier valts ut, som agerar kriterier för det nya verktyget. Verktyget har även blivit validerat och testa mot ett antal case, där olika drivlinor har blivit analyserade. Resultatet visar att metoden och verktyget är användbart för det uppsatta syftet. Verktyget ger ett effektivt men enkelt sätt att visa och optimera miljöpåverkan sett till hela livscykeln av ett fartyg, samtidigt som det gör hållbarhetstänk mer tillgängligt och populärt inom industrin. Uppsatsen visar också på nödvändigheten för Volvo Penta att implementera detta verktyg, för att försäkra sig om att deras hållbarhetssatsningar verkligen går åt rätt håll.