Examensarbeten för kandidatexamen // Bachelor Theses
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- PostAirlines´ work with pricing and relationship management in belly cargo operations(2015) Austrheim, Sondre; Dagander, Niklas; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyAirlines sell cargo space in the belly of their airplanes to earn extra revenue on passenger flights. Because the airplanes will fly with or without this cargo, belly cargo can be characterized as a by-product of passenger aviation. Pricing and relationship management are important factors in the area of marketing for most companies. There are many different pricing strategies to choose from to maximize profit on a service. Relationships with customer and suppliers can have many different features, depending on the situation. This thesis investigates how airlines work with pricing strategies and relationship management in their belly cargo business. A qualitative method has been used to produce a thorough analyse of the airlines’ work. Both primary data, in the form of interviews, and secondary data, in the form of relevant theory, are analysed in this thesis. The four interviews are all with European airlines that have chosen to be anonymous. The results show that the airlines work in different ways with pricing and relationship management. Three airlines work with cost plus based pricing while a fourth airline claims that it uses a competition based pricing strategy. The complexity of the airlines’ relationships is not the same. Some claim that their relationships are complex with a high need of information exchange and one airline claims that it has no complex relationships. None of the airlines have a relationship manager in their organization, but its tasks are included in the other employees’ work.
- PostAllianser – Hur fungerar det i praktiken? En fallstudie som undersöker hur allianssamarbeten fungerar i praktiken.(2017) Fellnäs, Malin; Sandström, Elin; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyOcean alliances are a way for shipping companies to utilize economies of scale and also a way to increase their range and frequency. Through operational cooperation shipping companies improve their chances of survival in a market where overcapacity has forced down prices to a level that barely covers their expenses. As commercial cooperation is prohibited the shipping companies have to adapt to the rules set by the three world leading antitrust guardians; the US Federal Maritime commission, the EU commission and the Chinese ministry of commerce. The purpose of this Bachelors’ thesis is to examine how cooperation within the container industry works in practice, which is done by an exposition of the process of entry into alliances and their operational work. In addition it will be described how the surveillance of alliances work, and which factors are needed to make an alliance successful. The study is based on a qualitative research method where a case study sets the framework. The result of the study is obtained through interviews with three respondents from two of the main global alliances. The result shows that both alliances within this study cooperate in a similar way in practice. When working together the operational organisation is a vital part and it contributes to a joint operational identity. This is proved important due to the otherwise competitive business between shipping companies. Consequently the report shows that all of the shipping companies value the relation within the alliance. This is proved by “chemistry” being one of the criteria’s the respondents’ state as important when choosing collaboration partners. A discussion is held whether the shipping companies are governed hard enough by authorities. It is established that alliances are hard to control due to the problems in guaranteeing that they are following existing legislation. Todays monitoring of shipping companies is based on trust of them being in line with the legislation. This has two outcomes; it is easy for a dishonest party to cheat and this is also negatively affecting the ones following the rules.
- PostAlternativa leveranslösningar för digital mathandel(2016) Jacobsson, Joakim; Svensson, Aron; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyThis thesis discusses alternative delivery solution for the e-grocery business in Sweden. In the background we give an outline of the business and the logistical aspects that is regarded by the e-grocers. Furthermore, distributional layouts that can be adhered to by the e-grocers are presented based in earlier theoretical research that has been carried out in the field. With regards to the purpose of this thesis, we ask the question of what delivery solutions that can be used by the e-grocers in order to increase the order flexibility for the customer, and how these relate to the supply chain. The approach to answer these question rests on interviews and literature review of earlier research. The results show that there indeed are several delivery solutions that can be used, but that the implementation of these are driven by factors such as the size of the customer base, population density and costs.
- PostAnalys beträffande en framtida implementering av ett bunkringsfartyg till den planerade LNG-terminalen i Göteborgs Hamn(2016) Carlek, Johan; Persson, Johan; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyThis report is a detailed study on the possibility and the need for an implementation of a LNG bunker vessel connected to the prospective future LNG terminal in the Port of Gothenburg as part of efforts to increase the terminal's attractiveness and accessibility to its customers. The reports aim is to highlight what type of ownership structure that would be best suited for a future implementation of a LNG bunker vessel in the terminal operators point of view. The analysis were conducted in the form of a literature review combined with interviews with people linked to the current terminal construction, the Port of Gothenburg, and analysts of the LNG market. The interviews were conducted with representatives from these segments to give the reader a clearer and more comprehensive overview of the future need of a LNG bunker vessel and the development of the LNG market. Estimated costs have also been produced to more clearly demonstrate and justify the choice of ownership structure and to give a rough idea of what a project of this magnitude could cost the involved parties. There may be a need for an LNG bunkering vessels to the planned LNG terminal in the Port of Gothenburg if the development of vessels using LNG as its main power source increases at the same rate as in the current situation. The investment and operations of the prospective bunker vessel is associated with massive costs but an implementation could make the Port of Gothenburg a very attractive and strategically important hub for effective bunkering operations for ships that use LNG as main fuel source. To be able to secure an implementation as cost efficient and well organized as possible, a carefully selected ship-owner with deep knowledge of the subject and the implementation processes needs to cooperate with the terminal operator in such way that the ship-owner develops the vessel along with the terminal operators preferences and then time charter the LNG bunker vessel to the terminal operator.
- PostÄr företag inom Västra Götalandsregionen villiga att satsa på en infrastruktur via vattenvägar? - En studie kring utvecklingen av inlandssjöfart(2017) Delemark, Mattias; Marmheden, Niklas; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyThis bachelor thesis is based on the business industry and its view on inland waterways as a part of the infrastructure within the region of Västra Götaland (hereinafter referred to as VGR). When it comes to transporting goods within national boarders, inland shipping in Sweden is used to a much lesser extent compared to both road and railway. There are countries in central Europe that use inland waterways as a complement to additional infrastructure with seemingly good results. In order to handle the constant increase of general transportation of goods on a global level, Sweden is required to use all available resources in an efficient way connected to every means of inland transportation. Therefore, it is interesting to research whether or not there exists a genuine interest among the local companies in using a functioning inland shipping network for transportation along river Göta Älv and Lake Vänern. In line with this, investigating what the industry’s point of view is concerning the usage of inland shipping as a part of the logistical network, as well as what practical arrangements the region itself would have to solve in order to commit the companies to future investments is also a matter of interest. Through a case study with in-person semi structured interviews, the authors of this report examined different companies’ interest and commitment regarding the development of inland shipping. Furthermore, through an interview with Kristina Jonäng who is a representative for the political party "Centerpartiet" in VGR, the approach from the region of Västra Götaland concerning this means of transportation and its future relevance was analysed. The result of the case study offers the conclusion that there is an almost exclusively positive approach towards the usage of inland shipping among the interviewed companies. The major obstacle mentioned was connected to an inadequate infrastructure and increased lead time. However, an extensive majority of the respondents would consider using inland waterways if it was a fully functional alternative for transporting goods. A large number of companies also mentioned that through an extended use of inland shipping, this could help in reaching internally set environmental goals.
- PostÄr Sydamerika den nya marknaden för biomassa?(2018) Friberg, Henrick; Eliasson, Marcus; Chalmers tekniska högskola / Institutionen för mekanik och maritima vetenskaper; Chalmers University of Technology / Department of Mechanics and Maritime SciencesMed EU:s och FN:s hårdare krav som ställs på att dagens energi ska vara hållbar har gett upphov till att hitta något bränsle för att ersätta fossila energikällor. Bioenergi i form av träflis och träpellets har slagit igenom i framför allt Nordeuropa och ansetts som ett lämpligt biobränsle att utvinna energi och värme från. Rapporten undersöker hur framtiden kommer att se ut för träflis och träpellets, hittills har stora energibolag redan gjort stora investeringar i ombyggnationer samt nybyggnationer för att kunna elda med träflis och träpellets. Rapportens undersöker även huruvida det finns en marknad för träflis och träpellets i Sydamerika istället för att köpa från den befintliga marknaden i Östersjöområdet samt vilken fartygsstorlek som skulle vara aktuell för att utföra transporten från Sydamerika till Sverige. För att besvara frågeställning gjordes en fallstudie baserad på semistrukturerade intervjuer där intervjuobjekten valdes utifrån vilken yrkesbefattning som var jämbördiga med varandra för att generera ett resultat som avspeglar verkligheten. Resultatet från intervjuerna visade på en ökad efterfrågan i framtiden och att det i dagsläget inte var aktuellt att importera biomassa från Sydamerika, utan fyra av de fem respondenterna tror att som det ser ut i dagsläget räcker tillgången på träflis och träpellets. Vad gäller valet av fartygstyp blev resultatet att ett så stort fartyg som möjligt skulle vara lämpligast att använda sig av sett till att kunna dra nytta av skalekonomi. Enligt rapportens intervjuobjekt skall fartygen vara i storleksspannet från Supramax, Ultramax och upp till Panamax.
- PostAtt driva transporter med elektricitet från solenergi - En studie som fokuserar på laddning av HCT-fordon mellan Viared och Göteborgs Hamn(2021) Andersson, Kasper; Simonsson, Alexander; Chalmers tekniska högskola / Institutionen för mekanik och maritima vetenskaper; Severin, Robert; Ringsberg, HenrikDagens globaliserade värld har lett till ett ökat behov av transporter i världen och så även i Sverige. Transportsektorn släpper ut stora mängder växthusgaser och i Sverige står enbart transportsektorn för cirka en tredjedel av Sveriges totala koldioxidutsläpp. Att hitta nya lösningar för att utföra mer klimatsmarta transporter är därför av största vikt. Solenergi är en typ av förnyelsebar energi som har utvecklats mycket under de senaste åren. Syftet med detta arbete är att undersöka om transporterna mellan Viareds företagscenter i Borås och APM Terminals i Göteborg kan ske med eldrivna HCT-fordon med energi utvunnen från solceller. I dagsläget (2021) transporteras cirka 200 containers i veckan mellan dessa terminaler. Arbetet är utfört i Göteborg och frågor som behandlas är hur mycket energi dessa transport kräver, hur mycket det skulle kosta att installera solpaneler på taken i Viared samt hur mycket energi det skulle ge. Resultatet visar att det är möjligt att utvinna tillräckligt med energi för att utföra ovan nämnda transporter enbart från solceller. Problem skulle kunna uppstå är under vintermånaderna då solceller knappt kan generera någon energi. Ytan som undersöktes är inte i proportion till att enbart driva dessa transporter jämfört med vad solpanelerna kan producera vilket leder till att det blir ett stort överskott genererad elektricitet. Det största frågetecknet för möjligheten att genomföra byggandet av solceller på så stor yta (870 000 m2) är den stora investeringen som krävs och vem eller vilka som ska betala för detta. Djupare tekniska aspekter inom solceller, eldrivna fordon samt hur elektriciteten ska förflyttas har utelämnats.
- PostAutonoma fartyg och ansvaret av mjukvara(2018) Nyberg, Agnes; Voss, Sofie; Chalmers tekniska högskola / Institutionen för mekanik och maritima vetenskaper; Chalmers University of Technology / Department of Mechanics and Maritime SciencesFör varje år som går tar tekniken en allt större plats i samhället. Flertalet funktioner som tidigare var styrda av människan är idag styrd av en allt mer sofistikerad teknologi. Något som har utvecklats under en längre tid och som är aktuellt idag är autonom teknologi. Framför allt inom bilindustrin där autonoma funktioner såsom farthållare, parkeringsstöd och automatisk inbromsning länge funnits som hjälpmedel. Förhoppningen är i framtiden att autonoma funktioner såsom dessa ska kunna kombineras och med hjälp av artificiell intelligens självständigt framföra fordonet. Dessa förhoppningar finns inte enbart inom bilindustrin utan även inom sjöfarten där fartyg i framtiden förväntas framdrivas utan mänsklig besättning. Redaren för ett fartyg har traditionellt sett ett omfattande ansvar för de skador som orsakas av dess fartyg. Det uppstår dock en fråga om redaren kan anses ha samma utökade ansvar för ett autonomt fartyg om skadan har orsakats av ett mjukvarufel i den autonoma mjukvaran. Syftet med rapporten är därför att undersöka hur produktansvaret för mjukvaran bör regleras mellan redaren och mjukvaruutvecklaren. Rapporten syftar även till att undersöka om klassningssällskapens klassning av mjukvaran har någon inverkan på ansvarsfördelningen. Oberoende om ansvaret faller på redaren eller ej kommer övergången till autonoma fartyg bidra till en förändrad riskbild för både redaren och dess försäkringsgivare, därför undersöks även hur denna förändring av risk kan komma att påverka försäkringsgivarna. För att besvara rapportens tre frågeställningar har lagstiftning, förarbeten, praxis, villkor, juridisk doktrin samt litteratur använts. En analys av dessa informationskällor har kommit fram till att det bör vara avtalet mellan redaren och mjukvaruutvecklaren som reglerar ansvaret för mjukvarans felande. Tolkningen av rådande lagstiftning har däremot kommit fram till att redaren bör beläggas med ett större ansvar än mjukvaruutvecklaren.
- PostAutonoma fartyg – En studie med fokus på ekonomiska konsekvenser(2016) Brattén Fransson, Marcus; Thuresson, Tim; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyThe study is performed with the purpose to connect the economic consequences from the MUNIN project and DNV GL’s financial analyzes with the present costs for a conventional vessel. The idea is to observe if unmanned autonomous vessels has the possibility to reduce costs for a shipping company or if it contributes with additional costs. This due to the reason that shipping companies within the container- and bulk segment have difficulties to present profit. The two separate research projects are compared to gain a perception of their amplitude. The progress with autonomy and its technical systems within the shipping industry is compared with competitive industries where several projects within the subject are in progress. According to financial analyzes for ReVolt and the MUNIN project the implementation of autonomous systems is a profitable business. Calculations from the MUNIN-project shows that they will save 7 million USD during a period of 25 years when the vessel is operated with heavy fuel oil and ReVolt achieves a saving of 48 million USD under a period of 30 years. In the scenario when the MUNIN vessel is operated with marine diesel oil, the result will exceed the cost for a conventional vessel with 29.7 million USD. Communication costs, for sending data between the vessel and a shore control centre, has been produced and applied to the financial assays and it has changed the outcome significantly. The 48 million USD cost savings for ReVolt is reduced to 32 million USD due to current fuel prices and with communication- and personnel costs for the SCC the total costs for ReVolt will exceed the conventional vessel with 3.95 million USD. The communication costs for the MUNIN vessel is not allowed to exceed 280.000 USD per year if the implementation of autonomous systems shall be profitable. The scenario of communication costs for the MUNIN vessel is a great assumption but compared to their own calculation, which is not included in their financial analysis, the outcome is positive. Despite this, the communication costs per year exceed 280.000 USD per year and can thereby be found that the economic outcome for the MUNIN projects autonomous vessel will be less profitable than the conventional vessel. A positive fact that speaks for these two concepts is that it is the communication costs that has a negative effect on the result. Communication costs will decrease with time due to the fact of the technical development and therefore a potential within this segment exists.
- PostBarlastvattenkonventionen 2017 – Implementeringens påverkan på två av världens största containerrederier(2018) Börjesson, Amanda; Brandeby, Kristin; Chalmers tekniska högskola / Institutionen för mekanik och maritima vetenskaper; Chalmers University of Technology / Department of Mechanics and Maritime SciencesI takt med den ökade handeln mellan kontinenterna och dess behov av fartygstransporter har även användandet och spridningen av barlastvattnet världen över stigit. Med barlastvattnet följer även främmande arter av marina växter och djur som sprids i nya ekosystem när tankarna töms och kan där skapa stora problem. För att förhindra spridningen ratificerade IMO den 8 september 2017 barlastvattenkonventionen. Konvention syftar till att minska sjöfartens påverkan på havsmiljön via sitt barlastvatten genom att skapa nya rutiner gällande utsläpp och hantering av vattnet. För att möta de nya kraven behöver fartyg installera reningssystem ombord eller på annat sätt rena barlastvattnet. Syftet med den här rapporten är att ta reda på hur världens största containerrederier implementerat dessa regler samt om de anser att den nya konventionen kan bidra till att främja miljön. Med hjälp av enkäter som skickats ut till två av världens största containerrederier, i lastkapacitet räknat, framkom det hur två stora aktörer i branschen agerar och uppfattar barlastvattenkonventionen. Resultaten visar att de tillfrågade containerrederierna anser att konventionen är viktig och nödvändig för att skapa en förändring samt att de tror att den på lång sikt kommer att påverka miljön positivt. De bekräftar dock en del problem som konventionens införande har medfört, såsom en ökad arbetsbelastning och en ekonomisk påverkan. En faktor som framkommit och visat sig ha stor betydelse är konflikten mellan IMO:s och USCG:s regelverk, vilka skiljer sig åt och skapar problem för de stora containerrederier som trafikerar både USA och andra delar av världen. Exempelvis är inte alla av IMO godkända system accepterade i USA vilket försvårar implementeringen för de berörda rederierna.
- PostBasindustrins transporter via sjöfart och järnväg - En undersökning av beredskapen vid avbrott i norra Sverige(2013) Dahlgren, Fredrik; Forsberg, Mattias; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyLarge volumes of cargo are frequently being transported between the northern and southern parts of Sweden both by railroad and sea vessels. If these transport flows suffer disruptions or interruptions there are no alternative paths with the same capacity to which the goods can be reallocated. This indicates a possible vulnerability in the transport-links that may create problems for companies if they have to redirect large flows through other transportation systems. This study has been limited to the heavy industries north of Umeå and the main issue is to examine the flexibility of the transportation infrastructure and how it deal with various disturbances or interruptions. This study also takes into consideration the consequences of disruptions for the heavy industries and it examines how previously interruption has been managed. Furthermore, experienced logisticians have been interviewed, and their answers provide the foundation of the findings in this report. The study shows that heavy industries are exposed to a risk of interruption that in turn may result in increased costs for the affected industry. As soon as affected companies are informed of an interruption in the transportation system they take action. Depending on the level of supply they turn to the spot market to solve their immediate transportation need. Thus, an interruption in the system means that many companies are looking to find alternative transport capacity and a high demand will result in a lack of supply in available cargo carriers. Keeping a constant transport capacity available to enable flexibility in times of excess demand would be a very expensive solution, this because large resources are tied up for long periods of time without being utilized. However, having to reduce production or, in a worst-case scenario, having to completely shut down production, due to lack of transportation capacity would also incur great costs for the heavy industries in the north.
- PostBunkerservice ur en hamns konkurrensperspektiv - En fallstudie i Göteborgs närområde(2015) Rodhe, Madeléne; Eriksson, David; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyFor a port to be able to compete it needs to offer more than a berth. Bunkering is such a service. Bunkers are a major cost for shipping companies, because of this the selection of bunkering port is an important decision. The availability of bunker on the global market is abundant and the competitiveness between ports and suppliers are fierce. The purpose of this report is to determine the underlying factors of a shipping company’s choice of bunkering port, as well as to present suggestions on how the Port of Gothenburg can develop their competitiveness in bunkering services. This study focuses on two questions: How is the competitiveness among bunkering ports surrounding the Gothenburg region? How can the port of Gothenburg work to develop a competitive bunker port? The report is based on a case study with interviews with several stakeholders within the bunker market in the Gothenburg region. The case study is based on earlier research about the competitiveness on the bunker market as well as port selection criteria. Statistic data for the Gothenburg region trade has also been collected. The authors find that the port of Gothenburg is a competitive port, additionally the port possesses good possibilities to increase its competitiveness as a bunker port, mainly because of its geographical position and the closeness to refineries. The port is however lacking some bunkering services infrastructure to actually compete with the largest bunkering ports in the world. The most important competitive factor is the price of bunker, in which the port of Gothenburg is not in a leading position, although there is a good availability and quality in the bunkering services offered in the port. The authors find that an increase of internal competition would raise the total competitiveness as a bunker port.
- PostBunkring av fartyg med LNG - Kommer det vara lönsamt att utföra med ett bunkerfartyg i Göteborg - Skagenområdet?(2014) Hast, Henrik; Åsegård, Stefan; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyStricter environmental requirements for shipping have led to vessel operators are regarding LNG as an alternative marine fuel. LNG has been pointed out as the most environmental friendly marine fuel and will meet the more strict requirements on sulfur emissions. For LNG to be an option, it is supposed that there is a supply chain to the end user. This study intends to investigate whether it will be profitable to use a bunkering vessel for delivery of LNG to the marine end users in Gothenburg - Skaw area. A case study was used as the method for answering the research issue. Primary data were collected through semi-structured interviews from informants who possess considerable knowledge of the subject and represent different parts of the market. Furthermore, secondary data from official reports were used to analyze primary data through triangulation. The study indicates that it will be profitable to deliver LNG by ship to marine customers. It requires more vessels using LNG as a marine fuel to increase the demand and raise the utilization rate for the bunkering vessel to become profitable. The development of vessels of which propulsion is based on LNG and thus demand for LNG will increase in line with the requirements of sulfur emissions are tightened globally. However, to predict when it will be profitable is not possible.
- PostCan increased health requirements for seafarers decrease exposure to illness claims? - A cost benefit analysis of The Swedish Club’s pre-engagement medical examination service.(2015) Waserbrot, Marcus; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyThe P&I Clubs have seen a significant increase in the cost of illness claims related to cases where seafarers have been contracted and deployed with undiscovered pre-existing medical conditions. As a preventive measure to this issue, The Swedish Club (TSC) offer the service to perform enhanced pre-engagement medical examinations (PEME) at any of the TSC accredited clinics in Manila to members before employing Philippine crew members. This thesis investigates how the implementation of a PEME program affects The Swedish Club’s and the member’s exposure to costs related to illness claims by analysing statistics from performed TSC PEMEs and historical illness claims. In addition, members of The Swedish Club have been interviewed to create an understanding on how the club’s members value this service. The results show that the TSC PEME service offers a significant exposure reduction to The Swedish Club and the members who choose to use the service. Based on the cost benefit analysis, The Swedish Club and the participating members have reduced their exposure to illness claims, after additional expenses, by up to approximately USD 1.200.000. Moreover, the interviews showed that all parties have a positive attitude towards the purpose of implementing an enhanced PEME. However, there are differences in the opinions and in the experiences from TSC PEME or other enhanced PEMEs amongst the interviewed members.
- PostCan mass flow meters solve the problem with discrepancies in bunker deliveries?(2014) Hjertén Grahm, Elsa; Winther Olsson, Linnea; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyThe price on bunkers has risen steadily over the past years, and this post is now the far highest operational cost for shipping companies. It is therefore important that the bunkers delivered are the right amount, and that the shipping company can trust it to be correct every time. Unfortunately, because of both deliberate and unintended errors it is common with volume discrepancies. Many actors are involved in the process of selling and buying bunkers, and it is rare that the relation between the physical bunker supplier and the shipping company is direct. Between them are brokers and traders, who are also seeking profit in the deal. There are several ways to measure bunkers, and they all have benefits and disadvantages. Common for all methods is that they rely on manual calculations or measurements, which makes the risk for human error big. Recently, however a new way of measuring bunkers have made its way in to the market, the Coriolis Mass Flow Meter. This flow meter measures the mass directly, instead of volume and is more difficult to tamper with. The method used for this study was a qualitative method with semi-structured interviews. The selected respondents are actors within the bunker market, and chosen to represent different points of view from seller to buyer. The result of the study proves that the mass flow meter is not the single solution, neither is any other option, but several actions taken together can resolve this issue. This report is written in English.
- PostCitylogistik - En kvalitativ studie över åkeriers inställning till att samarbeta inom citylogistik(2017) Hellström, Elin; Oksjö, Melanie; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyLarge cities around the world are facing a substantial urbanization, increased demand and consumption and therefore the supply of goods in cities is facing major challenges that require a developed city logistics. City logistics aims to streamline transport in city centers and thus improve aspects such as environment, congestion and noise in order to accommodate a living attractive city. One of the problems today is that existing cities are not optimally built for the increased distribution as the increased number of inhabitants as well as consumption demand, which imposes changes on logistics itself. One way to improve logistics in cities is through collaborations where operators can consolidate goods in order to reduce traffic, emissions and congestion. The purpose of the study is to investigate whether there is an interest at the haulier industry to form cooperations for distribution in the city center of Gothenburg. It is investigated through a qualitative study based on a literature search, supplemented with interviews and observations with operators who are currently working with distribution in the center of Gothenburg. To support the process of the essay there are four questions that aim to answer the purpose of the study, where the main question is whether there is a willingness among the operators to participate in changes, for an improved distribution in the center of Gothenburg. The study results in the need for changes in distribution in Gothenburg today and that there is an interest from the operators to participate in changes. However, they consider that there are many obstacles before cooperation can be implemented. The conclusion is, however, that if looking at the forthcoming logistic trends that are considered to be realized in the near future, consolidation and different forms of cooperation are one of the solutions for a more efficient city logistics. This report is written in Swedish.
- PostCOSCOs investering i Piraeus koppling till OBOR och påverkan på konkurrerande rederier(2018) Magnusson Nyrén, Jesper; Jakobsson, Jesper; Chalmers tekniska högskola / Institutionen för mekanik och maritima vetenskaper; Chalmers University of Technology / Department of Mechanics and Maritime Sciences
- PostCOVID-19-pandemins påverkan på ansvaret för sjömäns rätt till repatriering(2021) Hultman, Oscar; Lundberg, Isabella; Chalmers tekniska högskola / Institutionen för mekanik och maritima vetenskaper; Olindersson, Fredrik; Eriksson, DanielCOVID-19-pandemin har skapat en problematik ute på haven. Viljan hos nationer att minska smittspridningen har satt sjömäns rättigheter i kläm. Kuststater väljer att nyttja sin suveränitet över sina havsområden genom att stänga ner sina hamnar och neka utländska fartyg anlöp. Nedstängningen av hamnarna leder således till att det blir det omöjligt för besättningen ombord att repatriera enligt den internationella överenskommelsen MLC. MLC redogör för sjömäns rätt till kostnadsfri repatriering, vilken förkroppsligas i kollektivavtal som ITF-IMEC och POEA SEC. För att åtnjuta rätten till repatriering kräver varje sjöman en koppling till sin arbetsgivare vilket uttrycks som fartygsägaren, eller den i fartygsägarens ställe. Sammankoppling sker genom ett anställningskontrakt (SEA) och genom detta avtal blir fartygsägaren ansvarig för sjömännens repatriering. Men genom ansvarsfördelande avtal som SHIPMAN 2009 kan ansvaret för repatriering övergå från fartygsägaren till en Ship manager vilket är tillsynes oproblematiskt. Genom kontraktsrättsliga undantags principer som force majeure och frustration kan COVID-19-restriktioner ligga till grund för att SHIPMAN 2009-kontraktet hävs och repatrieringsansvaret för både fartygsägare och manager upphör. Således står ingen ansvarig för sjömännens repatriering men genom de minikrav som är satta av MLC innebär den ansvarslöshet som skapats genom hävning av SHIPMAN 2009-kontraktet att de facto ägaren återigen står ansvarig för sjömännens repatriering. Att ge sjömän undantagstillstånd genom implementeringen av Green Lanes kan man motverka dessa problem eftersom repatriering inte längre blir omöjlig.
- PostDen Norska banan-importen - En fallstudie av förseningar inom linjesjöfart(2016) Meding, Karin; Risell, Erik; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyThis report focuses on how delays are handled by a specific container shipping company on their Rotterdam-loop with import of bananas into port of Oslo. The company has a banana-importer in Oslo that imports around 810-1240 tons of bananas per week. Bananas are an extremely time-sensitive fruit, which means that if a delay occurs the bananas can get damaged or die. The bananas are shipped in refrigerated-containers under a low temperature to be able to transport them over long distances. The bananas come with an oceanvessel to the port of Rotterdam where they are transshipped to a feedervessel that takes them to port of Oslo. The report's focus on how the shipping company handles delays, and how the delays affect the relationship between the shipping company and their banana-importer. Collection of information has largely been done through interviews from the container shipping company, banana-importer and observation in port of Oslo including interviews with port representatives. It has also used literature to get a credible theory and to compare the theory with the results. The banana-importer forwards their bananas to its customers and relies on the shipping company that they can deliver bananas to the port Oslo in time. The shipping company has used several measures to reduce the delay time by removing one or two terminals in Rotterdam port, leave goods in the port of Rotterdam to reduce loading and unloading time or transport the banana refrigerated-containers through a third party feeder. The feedervessel always awaits the oceanvessel when it is delayed to port. Most of those interviewed from the shipping company agreed that they would need an overall role that has more knowledge and experience on specific routes to help the company's employees to understand everyone's work is important and that they should not only focus on their own work. In order to optimize the shipping company, they need to collaborate and communicate better.
- PostDen vilande offshoreflottan - En studie över orsaker till och effekter av fartygsuppläggning inom den norska offshorebranschen(2017) Brattåsen, Nicole; Yahyaei Fard, Melissa; Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik; Chalmers University of Technology / Department of Shipping and Marine TechnologyDue to large oil supply and stagnating demand the oil price significantly decreased in 2014, leaving many actors in the offshore industry with a hard time finding profitability in their business. Among these actors are the many ship-owners who operate so called offshore supply vessels (OSV: s). These vessels are used to supply the offshore installations of the oil companies and assist with services such as anchor handling, tugging and repair & maintenance. The activity of the offshore installations in Norway has, since the oil price collapse, decreased to the extent that many of the vessels owned by Norwegian ship-owners no longer have enough work to cover their operating expenses. Ship-owners have therefore chosen to put vessels in lay-up. A lay-up means that a ship is temporarily taken out of service for a longer period, awaiting increased rates on the market. The thesis has studied the causes behind the laid up OSV-fleet in Norway, which effects the lay-ups have had on the concerned market and what expectations the industry has on the future. The ship-owners and shipbrokers active in the Norwegian offshore industry interviewed for this thesis have given a unanimous view of the current market situation as a supply-and-demand issue. Too many vessels in combination with too many ship-owners have contributed to a very high competition which has led to low rates on the spot market and difficulties finding long-term contracts. Out of the about 600 vessels in the Norwegian OSV-fleet, about150 have been laid up. The lay-ups have had a positive, but small, effect on the tough situation that the ship-owners are in, but there is a long way left until the market is in balance again. Moreover, bankruptcy and consolidation among ship-owners have occurred and are expected to continue. There are different opinions regarding whether a further increased oil price or not is what is needed for the ship-owners to regain profitability. None the less, there is a common opinion amongst the ship-owners that the oil companies’ activities must increase is the market is to be stabilised.