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  • 1. Ahlman, Tryggve
    2nd Project on Damage Stability for RoRo Passenger ships2018Report (Other academic)
    Abstract [en]

    Ro-ro passenger ship services constitute an important part of the European maritime infrastructure, and indeed play a crucial role for Sweden in connecting seaborne transport routes to and from our neighbouring countries. Moreover, northern European countries have been leading the development of, not only the ro-ro passenger ship concept as such, but also the development of relevant safety standards for this fleet. Understandably, it is therefore crucial for the Swedish maritime sector to take part of the legislative process that covers a significant share of the Swedish maritime infrastructure. Thus, in light of the IMO deliberations on the revisions of Chapter II-1 of the SOLAS Convention in general and proposals for an increased safety standard for passenger ships in particular, a first Triple-Helix project, partly funded by the Swedish Maritime Administration, was mobilized by the Swedish Shipowners’ Association, focusing on ro-ro passenger ship safety from a holistic perspective. The conclusions and findings of this Project can be found in the Report “Damage Stability Project for RoRo Passenger Ships – Final Report” [1.]. As the draft proposals for enhanced safety standards for passenger ships materialised into firm amendments to SOLAS Chapter II-1, which have now been adopted by the Marine Safety Committee of the International Maritime Organization during its 98th session, an extension of the Damage Stability Project was granted additional funding in the beginning of 2017 and consequently the 2nd Project on Damage Stability for Ro-Ro Passenger Ships (2nd RoPax DamStab Project) was mobilised. The aim of the 2nd RoPax DamStab Project has been to review and evaluate existing as well as future ro-ro passenger ship safety regulations from a theoretical perspective, with the objectives to: 1. provide in-depth knowledge about and facilitate the understanding of existing as well as future damage stability standards, 2. facilitate understanding of ship type specific characteristics from a safety standard aspect, and 3. assess the consequences for the ro-ro passenger ship fleet. This report outlines the work and findings of the 2nd RoPax DamStab Project as performed during the year of 2017.

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    2nd Project on Damage Stability for RoRo Passenger ships
  • 2. Ahlman, Tryggve
    Incident-reporting system ForeSea. Development of a Maritime safety system. Final report2019Report (Other academic)
    Abstract [en]

    The safe operation of ships and the safe handling of cargo are core principles for shipping companies. In addition to focusing on the safety of their own operations, shipping companies take steps to protect the public health and safety in the countries they transit. Safety in shipping has improved significantly in the last decade with shipping losses declining by more than 50% since 2005. While ship owners might only work reactively with safety, the Scandinavian approach has been to establish pro-active methods of working with safety involving humans and learning from each other. SvenskSjöfart, together with the Swedish Transport Agency, has made a joint effort and created ForeSea – an information system on accidents, incidents and near misses at sea. The common incident database transparency, knowledge transfer and shared knowledge is prevailing. What distinguishes ForeSea from other systems is that the information in the database can be used for identification of safety analyzes of specific events, thus contributing to preventive maritime safety. The main goal of the ForeSea system is to reduce risks of maritime accidents, by sharing and transferring safety information between operators and management. Allowing formulation of safety analyses, assessments and safety reports. The main objective of the project has been to perform quality assurance of the system, analyze methods, ensure availability for research project and software training modules, make adaption; technical interface and system customization as well as IT improvements, training materials and dissemination. This report outlines the work and findings of the ForeSea 2.0 - Development of a Maritime safety system project as performed during the year of 2017 and 2018. Humans, especially the crews have an important role in the safe operation of ships. The crews, given the right circumstances are able to safely maneuver, navigate, maintain and operate the vessel. The crews are dependent on many factors that enable this work, from the design of the vessel and work place, the procedures, processes given by the ship management and the business approach the ship owner applies to the vessel. The introduction of more automation requires a systems perspective and will not be a straight forward development. Total autonomy as proposed by some technology developers is often neglecting the functions and roles that humans have on maritime safety and the business case for increased automation neglects the full contribution of humans onboard. Total autonomy will therefore require high-end products that are built on standardized complex systems. Controlling and monitoring these systems will set new requirements on operators to uphold situated understanding in these complex systems. Many aspects will be affected by increased automation towards smart shipping - regulations, organization, workplace, working methods, HMI, roles and skills. To cope with the foreseen changes, it is important to develop further training, skills, experience, openness in the organization and familiarization giving the future crews the right pre-conditions to succeed in the future, as well as mindful design and integration of newly automated systems In the future, the ISM code will likely have to change to improve the interaction between land organisations and crews in order to facilitate better integration of split responsibilities and split physical locations by the management system which in the long run allows for an increased land-based monitoring and control of vessels’ systems and move certain tasks to shore to lower workload onboard, which should be one of the main drivers for automation. The results from this project ensure the quality of the tools and the output and the communication via the new homepage (https://foresea.org/), folders and roll-ups ensures a smooth dissemination and spreading.

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    Incident-reporting system ForeSea. Development of a Maritime safety system. Final report
  • 3. Ahlman, Tryggve
    et al.
    Palmén, Christina
    Hüffmeier, Johannes
    Raggl, Karl-Johan
    Jakobsen, Björn
    Incident-reporting system ForeSea. Development of a Maritime safety system.2020Report (Other academic)
    Abstract [en]

    The safe operation of ships and the safe handling of cargo are core principles for shipping companies. In addition to focusing on the safety of their own operations, shipping companies take steps to protect the public health and safety in the countries they transit. Safety in shipping has improved significantly in the last decade with shipping losses declining by more than 50% since 2005. While ship owners might only work reactively with safety, the Scandinavian approach has been to establish pro-active methods of working with safety involving humans and learning from each other. SvenskSjöfart, together with the Swedish Transport Agency, has made a joint effort and created ForeSea – an information system on accidents, incidents and near misses at sea. The common incident database transparency, knowledge transfer and shared knowledge is prevailing. What distinguishes ForeSea from other systems is that the information in the database can be used for identification of safety analyzes of specific events, thus contributing to preventive maritime safety.The main goal of the ForeSea system is to reduce risks of maritime accidents, by sharing and transferring safety information between operators and management. Allowing formulation of safety analyses, assessments and safety reports. The main objective of the project has been to perform quality assurance of the system, analyze methods, ensure availability for research project and software training modules, make adaption; technical interface and system customization as well as IT improvements, training materials and dissemination. This report outlines the work and findings of the ForeSea 2.0 - Development of a Maritime safety system project as performed during the year of 2017 and 2018. Humans, especially the crews have an important role in the safe operation of ships. The crews, given the right circumstances are able to safely maneuver, navigate, maintain and operate the vessel. The crews are dependent on many factors that enable this work, from the design of the vessel and workplace, the procedures, processes given by the ship management and the business approach the ship owner applies to the vessel. The introduction of more automation requires a systems perspective and will not be a straightforward development. Total autonomy as proposed by some technology developers is often neglecting the functions and roles that humans have on maritime safety and the business case for increased automation neglects the full contribution of humans onboard. Total autonomy will therefore require high-end products that are built on standardized complex systems. Controlling and monitoring these systems will set new requirements on operators to uphold situated understanding in these complex systems. Many aspects will be affected by increased automation towards smart shipping - regulations, organization, workplace, working methods, HMI, roles and skills. To cope with the foreseen changes, it is important to develop further training, skills, experience, openness in the organization and familiarization giving the future crews the right pre-conditions to succeed in the future, as well as mindful design and integration of newly automated systems In the future, the ISM code will likely have to change to improve the interaction between land organizations and crews in order to facilitate better integration of split responsibilities and split physical locations by the management system which in the long run allows for an increased land-based monitoring and control of vessels’ systems and move certain tasks to shore to lower workload onboard, which should be one of the main drivers for automation. Based on involvement of users and new members, the project has succeeded in increasing the number of reports entered to the system each year has been increased significantly, from around 40-50 per year to above 300. The project hopes to maintain these figures in the continuous work to ensure that experience is shared, and maritime safety improved.

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    Incident-reporting system ForeSea. Development of a Maritime safety system.
  • 4.
    Blissing, Björn
    Statens väg- och transportforskningsinstitut, Körsimulering och visualisering, SIM.
    Fotgängarsimulator i Virtual Reality2018Report (Other academic)
    Abstract [sv]

    Projektet har syftat till att visa på möjligheterna för att göra studier av fotgängarbeteende genom att nyttja modern Virtual Reality-teknik. Under projektets gång har en VR-studio byggts upp på VTIs kontor i Linköping. Till denna miljö har det utvecklats mjukvara som kan användas för att studera beteendet hos fotgängare i tänkta trafiksituationer. Simulatorn är utrustad med blickmätningssystem vilket gör att det går att både mäta och interaktivt visualisera var användaren har sin uppmärksamhet i varje ögonblick. Det går att uppleva vad användaren ser i den virtuella världen ur både ett förstapersons- och tredjepersonsperspektiv. Det finns ett särskilt läge för Mixed Reality, det vill säga ett läge där en verklig videoström kombineras med den datorgenererade omgivningen. För att visa nyttan med simulatorn så har ett scenario utvecklats. I detta scenario kan en användare uppleva hur det är att interagera med olika fordon, både självkörande och andra.

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    FULLTEXT01
  • 5. Bohlén, Martin
    Cykeldäck med automatisk anpassning av dubbfunktion beroende på yttertemperatur2019Report (Other academic)
    Abstract [sv]

    Rapporten är framtagen med ekonomiska bidrag från Trafikverket, Skyltfonden. Ståndpunkter och slutsatser i rapporten reflekterar författaren och överensstämmer inte med nödvändighet med Trafikverkets ståndpunkter och slutsatser inom rapportens ämnesområden. Cyklister är sedan 2008 den grupp som skadas mest i trafiken. Halka eller försämrat väggrepp är ofta en betydelsefull faktor. Antalet cykelolyckor kan potentiellt minska genom användandet av vinterdäck för cyklar. Dubbdäck ger bra fäste på is men ökar cykelns rullmotstånd. Genom att låta dubbarna vila på ett gummimaterial med kraftig variation i hårdhet/styvhet/deformerbarhet vid olika temperaturer skulle man kunna framställa dubbade cykeldäck där metalldubbarnas kontakt med underlaget ändras beroende på temperaturen. Vid minusgrader skall således dubbarnas kontakt med underlaget vara betydligt medan det vid plusgrader skall råda mindre dubbkontakt. Projektet har utvärderat ett antal gummimaterial genom mekaniska tester (ex. hårdhet vid olika temperaturer) och konceptet har demonstrerats i ett proof-of-concept där kontakt med underlag för dubb och däck har utvärderats och friktionstester har genomförts. Temperaturberoende egenskaper för dubbade däck kan erhållas men konceptet måste utvecklas ytterligare då en lägre risk för halka vid rumstemperatur jämfört med vid minusgrader kunde påvisas för samtliga prototyper.

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    Cykeldäck med automatisk anpassning av dubbfunktion beroende på yttertemperatur
  • 6.
    de Alwis, Manudul Pahansen
    KTH, Marina system.
    Towards consonance in working conditions, health and performance aboard high-performance marine craft2020Doctoral thesis, comprehensive summary (Other academic)
    Abstract [en]

    The High-Performance Marine Craft (HPMC) is a complex man-machine system dealing with the stochastic nature of the sea. The occupants of these craft are challenged by the strenuous work environments resulting in various detrimental conditions and reducing the overall performance of the system. The sophisticated craft, designed and developed for high operational demands, are underused due to the human limitations while occupants confronting various psychophysical impairments. A balance is required between the craft and human to get the most out of the system as an ensemble. Achieving that, the knowledge is essential about the human response to the working conditions aboard HPMC which is lacking in the scientific community.

    In this context, a research program has been commenced to investigate working conditions aboard HPMC and the response of the craft occupants in terms of health and performance. The thesis presents the research as a holistic approach to integrate the exposure-response relationship into HPMC design and operation.

    An epidemiological study is designed and executed to identify and quantify the risk associated with the working conditions aboard HPMC. As the first step, two web-based questionnaire tools are developed, validated and pilot tested for cross-sectional and longitudinal investigation of health and performance in HPMC occupants. Then a sample of HPMC occupants is investigated for work-related and individual risk factors relating to their work-exposure, health and performance in a cross-sectional cohort study. The prevalence of health impairments and performance degradation is determined while estimating their association with work exposure. Following that, another sample of HPMC occupants is longitudinally examined in a prospective cohort study for their work exposure, health and performance estimating the incidence of adverse health effects and its association with the occupational exposure to shock and vibration. Finally, a method is developed for a decision support feedback system continuously updating the crew during real-time operations on the severity of expected high-intensity short-duration impacts as well as the accumulated vibration exposure aboard HPMC.

    The cross-sectional study shows that the prevalence of musculoskeletal pain (MSP) among HPMC occupants is comparatively high and that the exposure to severe conditions aboard semi-displacement and planing craft increases the risk of MSP. The latter also increases the risk of performance degradation. The longitudinal study indicates an incidence of MSP and performance degradation in HPMC occupants. It also suggests that the accumulation of occupational exposure to shock and vibration aboard HPMC is a factor increasing the risk of MSP incidence while quantifying the level of risk. The introduced method for real-time crew feedback is capable of capturing the exposure severity and informing it to the crew in a sufficiently short time.

    The research has successfully achieved the objectives. It has also highlighted the areas that need further improvements and suggested the domains that require extended investigations.

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    FULLTEXT01
  • 7. Ellis, Joanne
    et al.
    Ramne, Bengt
    Bomanson, Joakim
    Molander, Patrik
    Tunér, Martin
    Aakko-Saksa, Päivi
    Svanberg, Martin
    Rydbergh, Torbjörn
    Final report- Summary of the summeth project activities and results2018Report (Other academic)
    Abstract [en]

    SUMMETH, the Sustainable Marine Methanol project, is focussed on developing clean methanol engine and fuel solutions for smaller ships. The project is advancing the development of methanol engines, fuel system installations, and distribution systems to facilitate the uptake of sustainable methanol as a fuel for coastal and inland waterway vessels through:  developing, testing and evaluating different methanol combustion concepts for the smaller engine segment  identifying the total greenhouse gas and emissions reduction potential of sustainable methanol through market investigations  producing a case design for converting a road ferry to methanol operation  assessing the requirements for transport and distribution of sustainable methanol. The SUMMETH project consortium consists of SSPA Sweden, ScandiNAOS, Lund University, VTT Technical Research Centre of Finland, Scania AB, Marine Benchmark, Swedish Transport Administration Road Ferries, and the Swedish Maritime Technology Forum.

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    Final report- Summary of the summeth project activities and results
  • 8.
    Eslamdoost, Arash
    et al.
    Chalmers University of Technology.
    Larsson, Lars
    Brown, Matz
    A Device for Reducing the Resistance of Transom Stern Hulls2018Report (Other academic)
    Abstract [en]

    A novel idea to reduce the resistance of a transom stern hull in displacement and semi-planing modes is investigated. By placing a spoon-shaped device in the recirculating zone behind the transom the momentum of the forward moving water will be absorbed and a pushing force generated on the device. Numerical and experimental techniques are applied on a transom stern hull to optimize the shape and position of the device and to explore in detail the physics behind the gain. At a Froude number of 0.4 the maximum measured resistance reduction is 11% while the computed maximum reduction is 17%. This is for the towed case. In self propulsion with one propeller the measured power reduction is 15%. Unfortunately, the power cannot be computed with the applied propeller model, but the reduction in thrust using the device is 12%. Larger gains are possible at smaller Froude numbers, while the effect is reduced when the Froude number is higher. By splitting the thrust on two propellers even larger gains are possible. Howeeer, the device is not suitable for waterjet propulsion. All results in this report are for model scale. Larger gains are expected at full scale.

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    A Device for Reducing the Resistance of Transom Stern Hulls
  • 9. Hallander, Jan
    Correlation of acoustic emission to cavitation erosion –model tests with hull model M3405-A222020Report (Other academic)
    Abstract [en]

    The tests reported here covers acoustic emission measurements on a typical model scale set-up with a model propeller in behind condition on a hull model in the cavitation tunnel. This report is the final report from three rounds of tests. This project has shown that with an AE-sensor, a correlation between the distribution of AE peak amplitudes and the cavitation volume and intensity can be established. Thus, the method can detect potentially erosive cavitation. However, whether the cavitation implodes on the blade surface and cause erosion or if it collapses slightly off the Surface with no erosion cannot yet be distinguished. The paint test is still the best option to distinguish this. More work needs to be done on analysis of the recorded data to see if we can differentiate erosive cavitation from potentially erosive cavitation. Another question is if we can achieve similar results with sensors not mounted on the rotating shaft; either with high-frequency pressure transducers in our standard pressure transducer positions above the propeller or by accelerometers mounted on the shaft-line supports. This would simplify the set-up significantly.

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    Correlation of acoustic emission to cavitation erosion –model tests with hull model M3405-A22
  • 10. Hallander, Jan
    et al.
    Grekula, Mikael
    Correlation of acoustic emission to cavitation erosion – initial model tests2019Report (Other academic)
    Abstract [en]

    The tests reported here covers acoustic emission measurements on a typical model scale set-up with a model propeller in behind condition on a hull model in the cavitation tunnel. An AE transducer was mounted in rear end of the propeller shaft on an existing Aframax model. Two propellers were tested at several operating conditions. P2754 showed weak indication of erosion at a few bladed tips in the erosion tests. P5091 did not show any sign of erosion. The number of AE peaks at each amplitude are approximately proportional to the amount of cavitation. Even atmospheric condition, there are some, but very few, peaks up to 3.9 V amplitude. Whether these are due to sporadic cavitation incidents or some disturbance in the measurement is not clear at this moment. At the cavitating conditions, peaks up to 4.0 V amplitude are detected. All these conditions are judged to be barely erosive with just a few pit marks on a couple of blades. The question is if there would be even higher amplitudes in a highly erosive case? It is obvious that the tests must include conditions that are significantly more erosive. LR and DSME have suggested a threshold amplitude of 3.6 V for erosion based on systematic Sonotrode tests with erosion paint samples. It seems such amplitude threshold must be combined with a minimum number of incidents to be classified as erosive, otherwise non-cavitating conditions would also be classified as erosive.

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    Correlation of acoustic emission to cavitation erosion – initial model tests
  • 11. Hallander, Jan
    et al.
    Grekula, Mikael
    Correlation of acoustic emission to cavitation erosion – second round of model test2020Report (Other academic)
    Abstract [en]

    The tests reported here covers acoustic emission (AE) measurements on a typical model scale set-up with a model propeller in behind condition on a hull model in the cavitation tunnel. The existing ship model M3336-A2 equipped with stator S28 and propeller model P2754 was used for the AE measurement tests. The AE measurements were performed simultaneously with erosion paint tests and high-speed video recordings. The propeller model P2754 was used in the original cavitation tests for DSME in year 2012 and showed at that time weak indication at the blade tips after an extended 60 minutes cavitation erosion test. In the first round of tests within the current project, SSPA Report RE40178293-01-00-A, P2754 showed weak indication of erosion at a few bladed tips in the erosion tests at the tested loading conditions. Thus, the new tests confirm the 2012 results. The variation of advance ratio and cavitation number was not enough to generate much erosion in the paint tests. For the tests within this report, the PSS configuration was varied to create more intensive cavitation. Thus, we were able to produce a graduation from no erosion to severe erosion in the paint. The cases with strong erosion give a higher number of high peak-amplitudes. The atmospheric conditions with very little cavitation and no indication of erosion give lower peak-amplitudes and fewer number of peaks. The measurements show a clear correlation between the distribution of peak amplitudes and the amount of paint erosion.

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    Correlation of acoustic emission to cavitation erosion – second round of model test
  • 12. Halme, Jari
    ArTEco Final report2018Report (Other academic)
    Abstract [en]

    To study impact load prediction methods for thrusters and to develop model for large size bevel gears that enables life prediction in real operating conditions with different types of lubricants and finally to give recommendation of lubricants for environmentally acceptable lubrication.

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    ArTEco Final report
  • 13.
    Hassellöv, Ida-Maja
    et al.
    Chalmers University of Technology.
    Larsson, Kjell
    Linnaeus University.
    Simopoulou, Nefeli
    Chalmers University of Technology.
    Sundblad, Eva-Lotta
    Swedish Institute for the Marine Environment.
    Use of port State control inspection data from the Paris MoU to assess pressure from shipping on the marine environment2020Report (Other academic)
    Abstract [en]

    In this report we analyse the relation between the Port State Control (PSC) system, as implemented by Paris Memorandum of Understanding (Paris MoU), and the Marine Strategy Framework Directive (MSFD), which obligates EU member States to achieve a Good Environmental Status of their marine waters. The deficiency codes in the Paris MoU PSC THETIS list were reviewed to explore how the codes relate to, i.e. directly or indirectly affect, the marine environment. We further sorted these identified deficiency codes into different, partly overlapping, categories based on their relation to MSFD descriptors. The number of deficiencies in the different categories were thereafter used as indices to infer pressures on the marine environment from different classes of ships. The approach was applied on a PSC inspection data set of ships that operated in the Baltic Sea or Skagerrak in 2018 to investigate if the number of deficiencies in four deficiency categories differed among ship types, ships of different ages and ships from different flag states. We also analysed how deficiencies related to five different MSFD descriptors were distributed among ship classes. General cargo, container and dry bulk ships had on average more deficiencies per ship than other ship types. The youngest ships had on average fewer deficiencies per ship than older ships and ships from black and grey listed flag states had on average more deficiencies per ship than ships from white listed flag states. Ships registered in Sweden had on average fewer deficiencies per ship than average ships from white-listed flag states. The number of all deficiencies per ship was generally correlated with the number of deficiencies related to the marine environment. Thus, on a general level, the total number of registered deficiencies also reflected the relative environmental performance of different ship classes. However, on a more detailed level, when deficiencies related to specific MSFD descriptors were analysed, some deviances from this general pattern were observed. The number of ships, as well as the total travelled distance, differed greatly among the different classes of ships. The total pressure on the Baltic marine environment, will, therefore, be larger from the more common middle-aged ships than from older ships, even though older ships on average performed worse than young and middle-aged ships. Similarly, because ships from white listed flag states are much more common, the total number of deficiencies of ships registered in white listed flag states, and hence, the total pressure on the marine environment, is much higher than the total number of deficiencies of, and total pressures from, ships from black and grey listed flag states. The insight that the total pressure of a class of ships is affected not only by the average performance of the ships in that class, but also by the number of ships and the total travelled distance, does not in any way reduce the need to stop the operation of the worst performing individual ships, and by various means to improve the average performance of ships in the low performing general cargo and dry bulk ship classes. From a marine environment management perspective, it is also important to recognize that also continuous smaller improvements of the performance of the more numerous middle-aged ships and of ships registered in white listed flag states will increase the possibility to achieve Good Environmental Status of the marine environments in Europe. We conclude that although the Paris MoU scheme for Port State Controls is an important measure to prevent pollution from ships, there is no harmonization between Lighthouse 2020 8 (59) the work of Paris MoU and the marine environmental management in the EU including the implementation of MSFD. At least eight of the eleven descriptors of the MSFD are influenced by shipping but at least three of them cannot be evaluated by the present scheme for PSC. It is possible, according to our view, to develop the present PSC system to also include control measures that focus on these three descriptors, that is, on the effect on biodiversity, sea-floor integrity and on the production of underwater noise. It is also important to investigate ways to add or modify deficiency codes that would capture the chemical composition of waste streams and remnant chemicals after tank cleanings. An additional development of the PSC system could be to also investigate the behaviour of ships during the period between PSC inspections, e.g. through the use of logged AIS-data. The proposed system development would likely require both new financial resources and competencies.

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    Use of port State control inspection data from the Paris MoU to assess pressure from shipping on the marine environment
  • 14.
    Hjort, Mattias
    et al.
    Statens väg- och transportforskningsinstitut, Fordonsteknik och simulering, FTS.
    Bruzelius, Fredrik
    Statens väg- och transportforskningsinstitut, Fordonsteknik och simulering, FTS.
    Andersson, Håkan
    Statens väg- och transportforskningsinstitut, Krocksäkerhet, KRO.
    Krafft, Maria
    Folksam.
    Ydenius, Anders
    Folksam.
    Rizzi, Matteo
    Vectura.
    Jämförelse av vinter och sommardäck på barmark sommartid: tester, riskanalys och djupstudier2015Report (Other academic)
    Abstract [en]

    In Sweden non-studded winter tyres has become increasingly popular during the winter season. Since it is allowed to use non-studded winter tyres also during summer time, a large number of drivers choose to do that. The purpose of this study has been to investigate the difference in road grip between winter- and summer tyres summer time, and to assess possible effects on traffic safety. A field test was carried out where road grip was measured on dry and wet asphalt pavement with different types of tyres. The results showed that the winter tyres (non-studded of Nordic type) led to 15–20 per cent longer braking distances compared to summer tyres. Accident risk analyses were performed for three types of accidents: rear end collision, frontal collision and collision with pedestrian. The study indicated that using winter tyres leads to an increase in accident risk for all three accident types. At low collision speeds the absolute increase in risk is small, maybe just a few percent, but the relative increase may be large, sometimes up to 100 per cent. In-depth studies of fatal accidents indicated a 3 per cent increase of risk from using winter tyres summertime, compared to summer tyres. However, this result was not statistically significant.

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    FULLTEXT01
  • 15.
    Hultqvist, Bengt-Åke
    Statens väg- och transportforskningsinstitut, Väg- och banteknik, VBA.
    Mätning av bränsleförbrukning på asfalt och betongbeläggning norr om Uppsala: mätningar med personbil och lastbil2013Report (Other academic)
    Abstract [en]

    In order to increase knowledge of how fuel consumption corresponds to pavement type, the Swedish Road and Transport Research Institute was consulted to investigate the difference between an asphalt and a concrete pavement. Measurements were made north of Uppsala, Sweden, where a highway stretch includes both of the pavements. The study involved both light and heavy goods vehicles. In June 2008, results from a previous study showed a significant fuel consumption difference for light vehicles driven on bituminous and concrete road surfaces. Fuel consumption was 1.1 percent lower on the concrete surfacing (Jonsson och Hultqvist, 2008). The aim of the current study was to determine if this difference remained, in June 2010, after two more years of traffic and operation. The investigation was also expanded to determine any effect on heavy goods vehicle fuel consumption. If there is noticeable difference in vehicle fuel consumption on the two pavement types, the difference can be used during life cycle cost calculations and help determine the choice of pavement material.

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    FULLTEXT01
  • 16.
    Hultqvist, Bengt-Åke
    Statens väg- och transportforskningsinstitut, Väg- och banteknik, VBA.
    Mätning av bränsleförbrukning på asfalt och betongbeläggning norr om Uppsala: mätningar med personbil och lastbil2013Report (Other academic)
    Abstract [en]

    In order to increase knowledge of how fuel consumption corresponds to pavement type, the Swedish Road and Transport Research Institute was consulted to investigate the difference between an asphalt and a concrete pavement. Measurements were made north of Uppsala, Sweden, where a highway stretch includes both of the pavements. The study involved both light and heavy goods vehicles. In June 2008, results from a previous study showed a significant fuel consumption difference for light vehicles driven on bituminous and concrete road surfaces. Fuel consumption was 1.1per cent lower on the concrete surfacing (Jonsson och Hultqvist, 2008). The aim of the current study was to determine if this difference remained, in June 2010, after two more years of traffic and operation. The investigation was also expanded to determine any effect on heavy goods vehicle fuel consumption. If there is noticeable difference in vehicle fuel consumption on the two pavement types, the difference can be used during life cycle cost calculations and help determine the choice of pavement material.

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    FULLTEXT01
  • 17.
    Janhäll, Sara
    et al.
    Statens väg- och transportforskningsinstitut, Miljö, MILJÖ.
    Carlson, Annelie
    Statens väg- och transportforskningsinstitut, Miljö, MILJÖ.
    Möjligheter till minskade koldioxidutsläpp genom trafikledning: en förstudie2017Report (Other academic)
    Abstract [en]

    Traffic management can affect the emissions of greenhouse gases, mainly through traffic exhaust emissions, but, to some extent, also since efficient traffic management can delay or avoid new investment in transportation infrastructure by streamlining the use of the existing structure.

    This project compiles existing literature evaluating the effects of traffic managements on climate gas emissions, i.e. how the management can alter traffic flows and how road users adapt to the information and how these changed traffic flows are reflected on emissions of climate gases. Some difficulties have been revealed, and further studies are recommended.

    Quantifying and evaluating the effects of climate gas emissions is heavily dependent on the emission models and assumptions used. Some development in this area is proposed, especially in driving behavior related to congestion situations. There is also a large habituation regarding road user effort to find and use traffic information which leads to increased opportunities for activities that affect emissions. Also, changes in behavior and technological advances should be taken into account if older investigations are used for decision making.

    The authors see great opportunities for VO traffic management and traffic information to reduce climate gas emissions from traffic by a conscious climate mitigation.

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    FULLTEXT01
  • 18.
    Kharrazi, Sogol
    et al.
    Statens väg- och transportforskningsinstitut, Fordonsteknik och simulering, FTS.
    Karlsson, Robert
    Trafikverket.
    Performance based standards for vehicle combinations with weight and/or dimensions exceeding the specified limits in the Directive 96/53/EC: a pre-study for CEDR2015Report (Other academic)
    Abstract [en]

    This report includes the gathered information in a CEDR pre-study, with the objective to list the relevant safety, manoeuvrability, infrastructure and environment related criteria for longer and/or heavier vehicles. Furthermore, research areas that should be further investigated for development of a harmonized performance based standards for assessing longer and/or heavier vehicles access to a road network, are identified.

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    FULLTEXT01
  • 19.
    Kim, Keunjae
    et al.
    SSPA Sweden AB.
    Leer-Andersen, Michael
    SSPA Sweden AB.
    Werner, Sofia
    SSPA Sweden AB.
    Hydrodynamic Design of Propulsion Devices taking into ac-count Full Scale Roughness Effects2020Conference paper (Other academic)
    Abstract [en]

    This paper addresses the effects of hull roughness on pro-pulsion performance of ships and demonstrates the importance of taking full scale roughness effects into account when designing propulsion devices. The investigation of the hull roughness effect was performed numerically using SHIPFLOW with the built in roughness model based on the assumption that hull surface roughness is uniformly distributed and can be characterized by the equivalent sand roughness.

    The ship investigated is a SSPA VLCC with three typical energy saving devices (ESDs), which include a duct, a standard pre-swirl stator (PSS) and two SSPA generic ESDs (GKDM and GKDF). As an initial validation study, numerical simulation and model tests were carried out for the bare hull with two surface conditions: smooth and rough surface. The results from numerical simulation were validated against towing tank tests and clearly indicates a gradual change of flow characteristics/propulsion performances with hull roughness growth: thickening of boundary layer, increase of resistance and propulsion properties (T, Q and RPM). Following the model scale study, full scale simulations have been performed. The results from full scale simulations confirm the trend in increase of EHP and DHP as roughness grows, but even much faster in full scale compared to model scale.  

    This paper will further focus on combined hull roughness and scale effects in the design of propeller/ESD and prediction of the performance of a ship. A quite interesting finding is that the roughness is not always affecting in negative direction. The propeller can be operating in more favorable conditions with higher angle of attack due to the thickening of the boundary layer with the increase of hull roughness. This can directly lead to the improvement of propulsive efficiency and in turn result in further power reduction with the use of ESDs.     

    This paper will discuss additional steps needed to take into account of hull roughness in design optimization process of propeller and ESDs and present design methodology for the successful development of propellers and ESDs performing well in actual operational conditions.

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    fulltext
  • 20. Kjellberg, Martin
    et al.
    Gerhardt, Fredrik
    Performance prediction of ships in waves – meeting today’s requirements on model tests2019Report (Other academic)
    Abstract [en]

    This report summarises work carried out at SSPA Sweden AB in order to further develop testing and evaluation techniques for seakeeping tests with ship models in waves. In the context of environmental aspects and the introduction of the Energy Efficiency Design Index (EEDI) the topic of “added resistance in waves”, has recently received a lot of attention. Here “added resistance” refers to a concept describing that a ship, which sails in waves, will experience an additional resistance component. In order to minimise the extra fuel consumption associated with this increase in resistance a large number of energy-saving ideas are currently being explored across the shipbuilding industry. Common measures include small changes to hull from design, such as bow or bulb modifications. In order to experimentally assess the differences in added resistance created by such small changes to an original/parent hull it is necessary to have modern, high-accuracy testing and evaluation techniques. The aim of the project summarised here was to develop such methods and techniques. Research and development was carried out in four separate “Work Packages” WP1-WP4. WP1 looks at creating tightly controlled laboratory conditions for seakeeping tests. More specifically it deals with the question of how to generate harmonic water waves of a very high quality (constant height and length). WP2 deals with post-processing of experimental results and how to correct for unwanted small variations in test speed that almost always occur in “real life”. WP3 is about verification & validation of the ideas and methods developed in WP1&2 WP4 finally summarises efforts that were made to document and disseminate results and findings.

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    Performance prediction of ships in waves – meeting today’s requirements on model tests
  • 21.
    Kronholm, Thomas
    et al.
    Sveriges lantbruksuniversitet, Institutionen för skogens biomaterial och teknologi.
    Edlund, Björn
    Sveriges lantbruksuniversitet, Institutionen för skogens biomaterial och teknologi.
    Häggström, Carola
    Sveriges lantbruksuniversitet, Institutionen för skogens biomaterial och teknologi.
    Nordfjell, Tomas
    Sveriges lantbruksuniversitet, Institutionen för skogens biomaterial och teknologi.
    Lundqvist, Peter
    Sveriges lantbruksuniversitet, Institutionen för människa och samhälle.
    Implementering av skyddsbågar på fyrhjulingar: En utvärdering av användares erfarenheter av ett vältskydd2022Report (Other academic)
    Abstract [sv]

    Intresset för fyrhjulingar har ökat under de senaste åren och fyrhjulingen är idag ett frekvent använt arbets- och nöjesfordon i Sverige. Enbart under år 2021 registrerades 12 000 nya fyrhjulingar i Sverige.  Med en mer utbredd användning av fyrhjulingar så har också antalet allvarliga olyckor och dödsfall i samband med fyrhjulingskörning ökat.

    Trafikverket, försäkringsbolag, skogsföretag, forskare och en del branschorganisationer har under de senaste åren därför initierat flera projekt och insatser i syfte att öka säkerheten och minska antalet omkomna och skadade fyrhjulingsanvändare. En säkerhetshöjande åtgärd som återkommande lyfts fram i forskningen är att utrusta fyrhjulingen med ett vältskydd, en så kallad skyddsbåge, som skyddar föraren vid vältningsolyckor. Vid en vältningsolycka riskerar föraren att hamna i kläm under maskinen, men med ett vältskydd som hindrar maskinen från att rulla runt så minskar denna risk betydligt. I vissa länder, t.ex. Australien, finns idag krav på att fyrhjulingar skall vara utrustade med någon typ av vältskydd.

    Det övergripande syftet med detta projekt har varit att kartlägga och beskriva erfarenheterna från en stor grupp med användare av fyrhjuling med vältskydd och därigenom öka säkerheten och det allmänna medvetandet om nyttan med vältskydd på fyrhjulingar. För kunna samla in erfarenheter från fyrhjulingsanvändare med vältskydd så importerades vältskydd av märket Quadbar från Australien och distribuerades till 50 personer som hade anmält intresse att montera ett vältskydd på sin fyrhjuling och därefter dela med sig av sina synpunkter och erfarenheter. normala fall fyrhjulingen på allmän väg. 

    Deltagarna var generellt nöjda med den vältskydd de hade haft, vilket framgår av att en stor andel uttryckte att det var troligt eller mycket troligt att de skulle rekommendera Quadbar till sina bekanta. Resultaten visar också att deltagarnas säkerhetskänsla ökade med vältskyddet monterad på fyrhjulingen. Detta gällde både för deras egen och för andra förares säkerhet. Deras trygghetskänsla ökade över tid.

    En av studiens slutsatser är att vältskyddet generellt verkar ha fungerat bra för de flesta av deltagarna, och användningen av vältskydd kan öka både den upplevda och den faktiska säkerheten vid fyrhjulingsanvändning. Deltagarnas positiva inställning till att rekommendera vältskyddet till bekanta kan antas bidra till ett ökat intresse hos fler att införskaffa denna eller liknande vältskydd. Projektet har också synliggjort vad som särskilt behöver utvecklas för att just Quadbar ska bli ännu bättre lämpad för fyrhjulingsanvändare som främst nyttjar den i skogsbruket.             

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  • 22. Lavaine, Pierre
    Optimering av rullningslagers funktioner för axlar i en trusters växellåda2019Report (Other academic)
    Abstract [sv]

    Detta projekt är en del i MARTEC ArTEco projekt som genomfördes under 2015-2017. Främsta målet med ArTEco är att skapa eller förnya expertis för produktutveckling i arktiskt bruk och förstärka Europas ledande position gällande forskning om framdrivning av fartyg i arktisk miljö och produkter för att uppnå detta. Med hjälp av resultatet från ArTEco projektet vill man uppnå en omvälvande genomslag av forskningen på industrin så att de industriella deltagarna kan skapa dem allra bästa produkter, med hjälp av resultatet från detta projekt. Största utmaningen är att bemöta behovet för trustrar som når 10 års livslängd utan att behöva öppnas och målet med SKFs delprojekt som redovisas här är att skapa grundinformation för nästa generations metoder för att dimensionera trustrar för arktisk operation, genom att: · Utveckla en robust och tillförlitlig sensorteknologi kopplade till lagren, samt relaterade analysmetoder för att i realtid § övervaka effekten av trusterns driftparametrar på lagren, § bedöma om trustern arbetar under mekaniskt säkra driftsförhållanden, § förutsäga lagrens kondition och resterande livslängd, · Skapa en detaljerad förståelse för hur lagren faktiskt belastas och arbetar i ett termiskt komplicerat trustersystem, för att kunna ta fram mer kompakta produkter utan att kompromissa med tillförlitlighet. Ett lastmätningssystem baserat på fiberoptisk teknologi har integrerats i tre lager monterade i trustern som användes som provbädd inom ArTEco projektet. Tack vare ett kontrollerat system för att belasta trustern har lastmätningssystemet kunnat bevisa dess goda förmåga att fånga de faktiska driftsförhållanden för lagren, temperatur, rotationshastighet, och mest relevant av allt, lastrelaterade värden: nivå, riktning, och spridning inom lagret. Under komplexa driftsförhållanden har lastmätningsystemet bevisat sin styrka genom att identifiera lastförhållanden mellan lagerradena som inte tas hänsyn till vid dimensionering. Tack vare det kan man nu ha bättre insyn i lagrens verklighet och bättre förstå hur lagerarrangemanget påverkas av trustern värmeutveckling för att konstruera ett mer robust system. Till sist, har man undersökt hur samma lastmätningssystemet skulle eventuellt bidra med ytterligare information utifrån tillståndsövervaknings perspektivet. Detta blir dock ett helt nytt utvecklingsspår i sig.

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    Optimering av rullningslagers funktioner för axlar i en trusters växellåda
  • 23. Li, Da-Qing
    et al.
    Shiri, Abolfazl
    Shallow water effects – CFD calculations of ship-induced bottom shear stress and increased resistance on ships2017Report (Other academic)
    Abstract [en]

    In the project a literature study [1] was first carried out to collect the state-of-the-art numerical modelling techniques using CFD methods. This was followed by a validation study where CFD results for an LNG vessel were compared with SSPA’s model test data. As a result, a modelling strategy and numerical schemes were proposed for the present work. Systematic simulations were then carried out for targeted ships at full scale, with variation of a few key parameters defined in a simulation matrix. The report presents the main findings from the computational results carried out so far for the first targeted vessel, Tanker-1. The study clearly indicates that the seabed is subjected to a higher bottom shear stress (BBS) when the following parameter changes: at a higher ship speed, a fuller ship with higher block coefficient, or at a lower water depth h/T. The maximum BBS occurs underneath the fore shoulder of ship. The current study demonstrates that it is feasible to predict the bottom shear stress and shallow water ship resistance with the proposed CFD methodology. The increase of resistance and the characteristic distribution of bottom shear stress are fully in line with the theoretical expectations. Though the absolute accuracy level of the method is subjected to questions, for engineering applications this level of accuracy may still be enough. The full scale computation with VOF module takes substantially long time. Nevertheless, considering the relatively low cost of using CFD tool with the costly on-site measurement of BSS, the CFD method offers a relatively efficient tool to predict these quantities. Future work should include the propeller effect and the effect of bottom roughness, for each studied ship. Furthermore, the CFD calculation for the rest of 7 vessels defined in the simulation matrix should be continued and completed before a sufficient database is acquired for regression analysis.

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    Shallow water effects – CFD calculations of ship-induced bottom shear stress and increased resistance on ships
  • 24. Li, Zhiyuan
    Propeller Performance Enhancement for Ice-going Ships2019Report (Other academic)
    Abstract [en]

    Maritime traffic has increased in the Baltic Sea as well in the Arctic Sea in recent years. As the climate becomes warmer this trend is expected to continue. It is expected that more ships designed for open-water operations will enter ice-infested waters and propeller damages due to ice-propeller interactions become inevitable. Upgrading the propeller ice class should however be avoided because it is at the cost of the propulsion efficiency. In this pre-study project, we aimed to improve a propeller’s ice performance while keeping its open-water profile through implementing laser surface treatment on the propeller blades. Numerical simulations and experiments were carried out. It was found that laser cladding treatment has great potential to improve the propeller performance.

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    Propeller Performance Enhancement for Ice-going Ships
  • 25.
    Lidestam, Björn
    et al.
    Statens väg- och transportforskningsinstitut, Förare och fordon, FOF.
    Åkerstedt, Zandra
    Linköpings universitet.
    Prytz, Erik
    Linköpings universitet.
    Akutvård under ambulansfärd: naturalistiska data från simulerade typsituationervid körning på testbana2018Report (Other academic)
    Abstract [en]

    A pilot project with three substudies (a literature survey, a workshop, and a field experiment at test track) is reported. The intent is to develop realistic and prototypical driving scenarios with associated patient-care tasks, for use in ambulance-simulator studies and training of ambulance personnel, in a future project. The goals were to survey the current knowledge and to collect relevant data on vehicle dynamics and behaviour during simulated emergency scenarios. Prior research has foremost studied the quality of CPR (cardiopulmonary resuscitation) during transport and shown that it is difficult to perform high-quality CPR depending on the transport procedure, vehicle type, and the design of the care space. From the workshop, care interventions were chosen for the subsequent field experiment; based on frequency and difficulty. Factors that affect the care interventions during transport were categorised as motion related, design related, road surface status, and cooperation. The field experiment at a test track showed that workload and difficulty in performing the care interventions were rated higher when the transport entailed more and faster speed changes and turns. Motion-related factors was the highest-rated category with regard to effect on care interventions.

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  • 26. Lindborg, Johan
    Svensk VDES Testbädd Fas IV Slutrapport2017Report (Other academic)
    Abstract [sv]

    Projektet ”Svensk VDES Testbädd fas IV” är en fortsättning i en serie projekt som löpande har följt och drivit på utvecklingen av en ny marin digital kommunikationsstandard kallad VDES. Under 2017 har Saab i samarbete med Sjöfartsverket och med del-finansiering från Trafikverkets FoImedel arbetat vidare med standardisering, utredningar och utveckling av VDES. Målet har varit att nå en stabil VDES standard till slutet på året enligt den plan som fastslagits av organisationen IALA under 2016, samt att starta de första VDES fält-testerna i Sverige i samarbete med STM-projektet. Rapporten presenterar VDES standardens utveckling under året som har gått, redovisar resultaten av de utredningar som gjorts på VDES tekniker i samband med standardens utveckling, samt redogör planerna för att skapa ett fast testområde för VDES i Göteborgstrakten. Fokus har under året fortsatt varit på terrestriell kommunikation, då satellit-tekniken fortfarande är alltför omogen. Processen för standardiseringen av SAT-VDES uppfattas nu som mer politiskt styrd än tekniskt, och möjligheten att påverka densamma i dagsläget får anses vara begränsad. SAT-VDES kommer att bli en viktig del av VDES systemets framgång, men den delen av systemet bedöms behöva ha ett antal extra år på sig för att mogna. Vid årets sista IALA möte, fastställdes en ny tidsplan för VDES standardiseringen med en fördröjd publicering av en ny ITU standard för VDES. Detta för att låta ITU fokusera på frågor kring SAT-VDES inför mötet WRC-19. En IALA rekommendation skall istället publiceras innan årsskiftet, för att låta arbete med skrivandet av utrustningsstandard inom IEC fortlöpa enligt ursprunglig tidplan. I symbios med STM-projektet som drivs av svenska sjöfartsverket, planeras för fälttester för VDES i Göteborgsområdet. Utrustning skall finnas på plats under december, och kommer som första applikation 41058 utbyte av ruttinformation med STM-utrustade fartyg i området.

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    Svensk VDES Testbädd Fas IV Slutrapport
  • 27.
    Linder, Astrid
    et al.
    Statens väg- och transportforskningsinstitut, Trafiksäkerhet och trafiksystem, TST.
    Silvano, Ary P.
    Statens väg- och transportforskningsinstitut, Trafiksäkerhet och trafiksystem, TST.
    Sörensen, Gunilla
    Statens väg- och transportforskningsinstitut, Trafiksäkerhet och trafiksystem, TST.
    Pettersson, Tommy
    Statens väg- och transportforskningsinstitut, Krocksäkerhet, KRO.
    Stabilitet på cykel med och utan ABS: en pilotstudie2018Report (Other academic)
    Abstract [sv]

    Projektet, som är en pilotstudie, syftade till att undersöka effekten av låsningsfria bromsar, ABS, på cykel. Fråga som projektet syftade till att besvara: Kan cyklars stabilitet under inbromsning förbättras av låsningsfri broms (ABS) på framhjulet? Frågan söks besvaras genom utformning och genomförande av bromsprov av cykel med och utan ABS. Cykelolyckor är bland de vanligaste orsakerna till trafikskador i Sverige, ofta med svåra skador och medicinsk invaliditet som följd. Närmare hälften av alla svårare trafikskador har uppstått på grund av cykelolyckor. ABS-bromsar har visats reducera risken för skada för motorcyklister genom ökad stabilitet och därmed minskad risk för omkullkörning i samband med bromsning. Däremot finns begränsad kunskap om effekten för cyklister. Två Crescentcyklar med sluten ram (herrcykel) testades: en konventionell, bakhjulsdriven modell med v-broms (fäljbroms) på framhjulet och en framhjulsdriven modell med el-assistans och navbroms i framhjulet. Med den konventionella cykeln utfördes två typer av tester, med och utan ABS-bromsar. ABS-bromsen var av modellen SABS V1. På el-cykeln med navbroms justerades bromsverkan så att framhjulet ej låstes, jämfört med full bromsverkan. En Hybrid II krockdocka, 50-percentil man, användes som cyklist i proven. Proven utfördes vid hastigheterna 17 och 20 km/h. Cyklarna bromsades maximalt på framhjulet. Friktionen var ungefär 0,7–0,8. Resultaten visade att ABS på cykelns framhjul gör att framhjulet inte låses vid full inbromsning och bakhjulet behåller kontakten med underlaget. Vid prov med v-broms eller navbroms med full broms-verkan blev bromssträckan cirka 2 meter, men framhjulet låstes vid full broms och bakhjulet lyfte från underlaget. Det innebar att cykeln då endast balanserade på framhjulet. Prov med ABS-broms på v-bromsen och justerad bromsverkan på navbromsen resulterade däremot i inbromsning utan låsning av framhjulet. Bromssträckan var i dessa prov cirka 4 meter. Resultaten var liknande för de båda cyklarna.

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  • 28. Lundh, Ivar
    Slutrapport: Bio-Met CO2-neutral metanol för sjöfart2019Report (Other academic)
    Abstract [sv]

    Projektet hade som mål att bidra till att visa på ett alternativ för sjöfarten för att kunna närma sig det uppsatta svenska klimatmålet till 2030, om att minska utsläppen av fossila växthusgaser från transporter med 70%. Detta genom att tillsammans med den tänkta bränsleleverantören och transportkunden arbeta fram ett detaljerat förslag till ombyggnad av ett fartyg till att kunna drivas med Bio-metanol. Idag finns en begränsad tillverkning av bio-baserade drivmedel som utan uppblandning kan användas inom transportsektorn, och i princip inget drivmedel för sjöfarten. Den Bio-metanol som är tänkt att användas inom en fortsättning av projektet kommer att framställs ur vad som idag är en oförädlad restprodukt från skogsindustrin. En särskild anläggning för detta byggs av Södra Skogsägarna (Södra) i Mönsterås och är i skrivandets stund klar till ungefär 70%1. Samtidigt har aldrig ett mindre lastfartyg byggts om till drift med metanol någonstans i världen, trots att det är en relativt begränsad ombyggnad. Eftersom detta är ett pilotprojekt inom området har också de miljöfördelar som uppkommer noga beräknats, och kommer, när ett sådant fartyg är i drift, att beläggas med mätningar ombord. Vid de beräkningar som gjorts, dels kring själva tillverkningsfasen och användningen av Bio-metanolen ombord, har det visat sig att detta ser ut att kunna bli Östersjöns klimatvänligaste fartyg. Samtidigt hade projektet inte kunnat genomföras om det inte vore för att det redan fanns en sedan länge etablerad relation mellan Ivar Lundh AB (ILSP AB är ett delägt dotterbolag till Ivar Lundh & Co AB) och Södra. Båda parter har ett intresse av att kunna minska miljöbelastningen i allmänhet från sjöfarten och utsläppen av växthusgaser i synnerhet. För båda parter är det av intresse att kunna framtidssäkra sin verksamhet och finna nya alternativa lösningar. Det överskott på råmetanol som idag uppkommer i massaprocessen hos Södra kan här finna en extern användning när kvalitén förbättrats och produkten kommer att lämpa sig väl som fartygsbränsle. Den gängse användningen inom industrin för råmetanolen är annars att den bränns för att generera elektricitet med ett energiutbyte kring 30%. När den nu istället renas och får en annan användning där energin istället tas ut ur en dieselmotor, med ett energiutbyte kring 45%, så utgör detta samtidigt en högst väsentlig energieffektivisering. I tillägg så är det nya bränslet enkelt lagringsbart, möjligt att transportera, och kan ha flera användningar, bl a sjöfart, där det ännu inte finns bra alternativ till flytande bränslen. Inom bara svensk massaindustri kan tillgången på råmetanol uppskattas till 60 – 70 000 ton2. Inte nog med allt detta, utan resultatet är en produkt från svensk skogsindustri och är ett CO2 neutralt bio-bränsle. Via en kombination av kontakter inom sjöfarten i projektgruppen har också den stora osäkerheten i projektet kunnat överbryggas: att hitta ett lämpligt fartyg att kunna konvertera. Ett fartyg som svarar mot den detaljerade kravspecifikation som transportköparen ställer upp, ett fartyg som finns till försäljning, och dessutom till ett pris som gör att det finns möjlighet att skapa en rimlig affär för alla parter av ett övertagande. Ett lämpligt fartyg är funnet, hon är inspekterad av extern inspektör, hon har befunnits duglig för Södras behov. Dessutom har fem personer ur projektgruppen varit ombord, när hon låg i allmän uppfattning. ILSP AB har idag förköpsrätt till fartyget och en etablerad kontakt med dess svenska ägare. Något som t o m är ett steg längre än vad som var förhoppningen i ansökan och vad som beskrevs i projektplanen. Hon är ett fartyg om 5,000 dwt, och kan lasta ungefär 4,000 m3 rundvirke för transport till främst Mönsterås från olika hamnar i Baltikum. I enlighet med vad som beskrevs i ansökan finns det nu en väl utarbetad plan för att kunna genomföra en konvertering ett fartyg, vad som behöver bytas, vilka nya rör som måste dras, vilka pumpar som tillkommer, vad i utrustning som måste uppgraderas, hur tankarna för diesel ska göra om och utökas för metanol, samt en plan för hur hanteringen på land ska ske på enklaste sätt för tankning. Därtill, eftersom hennes maskin- och lastrumsarrangemang skulle kunna tillåta ett byte av motor, som sällan sker på fartyg, har även denna möjlighet beskrivits. Ett motorbyte går längre än vad som förutsågs i ansökan, men även det har beskrivits både ur ett ekonomiskt såväl som miljömässigt perspektiv. Ett motorbyte visar sig, inte oväntat, vara miljömässigt bättre, men samtidigt ekonomisk svårt att motivera när fartyget kan antas ha en kortare återstående livslängd än 20 år, även om motorn då skulle ha ett mindre restvärde. Inför det slutliga beslutet om köp kommer en jämförelse att göras med ett yngre fartyg som är mera standardiserat för den tänkta användningen. Det arbetet pågår för att kunna ha två alternativ att jämföra mellan vid ett köp för 20 – 30 miljoner, eller mer - vilket är standard i branschen. I enlighet med vad som beskrevs i ansökan, och listas ovan, finns alla nödvändiga underlag för att kunna begära in offerter från 3 – 4 skeppsvarv för att göra en ombyggnad. Projektgruppen har visat sig fungera helt klanderfritt under perioden. Var och en har hållit sina löften om interna leveranser och samtliga är ense om att det vore inspirerande att kunna ta resultaten vidare till en ny nivå, och att få se ett fartyg segla med Bio-metanol i tankarna. I kombination med HVO istället för diesel ser hon ut att generera mycket låga utsläpp och blir det fartyg på Östersjön som idag anlöper svensk hamn med minst utsläpp (se Tabell 1).

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    Slutrapport: Bio-Met CO2-neutral metanol för sjöfart
  • 29.
    Michaelsen, Tony
    Stena Line.
    Final Report ESS plug-in hybrid STENA JUTLANDICA2018Report (Other academic)
    Abstract [en]

    The objective for the RD project is to develop and to demonstrate the plug-in hybrid energy storage system on an existing Ropax vessel. The demonstration was done on STENA JUTLANDICA, a Ropax trading between Gothenburg and Frederikshavn in Denmark. STENA JUTLANDICA carries 1500 passengers and has a capacity of about 120 freight units or 550 cars. The research was to develop three main functions of the system: 1. Operate bowthruster in port using batteries 2. Peakshaver at transit for consumers onboard 3. Increase safety in narrow waters; stand-by for auxiliary engines to prevent black-out All above functions have been demonstrated in the project. The design required a big power demand to the bowthruster (3MW) which required lots of cables and cooling demand. Also, the safety aspect has been an issue and therefore the batteries was installed in a container on open deck to minimize the risk of fire suppression if we get a termal runaway in the batteries. A HAZID has proven that the design is robust and safe. The HAZID was hosted by the classification society: LR. The preliminary result shows that we will reduce the CO2 footprint with about 1500 tonnes per year. That is equivalent to the CO2 emissions from about 600 cars at 15000 km per year. The ESS was designed by Callenberg and Stena. Callenberg delivered and installed the container.

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    Final Report ESS plug-in hybrid STENA JUTLANDICA
  • 30. Nisbet, Jonny
    Dynamic design of Ships2019Report (Other academic)
    Abstract [en]

    The project has been a joint research and development of methods for dynamic designs of ship to increase the knowledge about how dynamic loads on ships affects the structural response. The project is a cooperation between Chalmers University of Technology (CTH), The Royal Institute of Technology (KTH), SSPA Sweden AB and Stena Teknik AB. Stena Teknik AB have been supporting the project with drawings and structural properties of the concept ship Stena Electra, as well as contributed with their experience as a shipowner. A segmented lightweight ship model made of carbon fibre, divinycell and aluminium was designed and built. Dynamics structural loads, forces and moments, as well as deflections of the ship could be measured, making it possible to assess the impact of waves on the ship structure. The structural properties of the model, such as stiffness, mass distribution and structural damping met the targets of the full-scale ship. Model test have been performed in order to evaluate the model concept and to compare with corresponding numerical simulations. Numerical analysis of hydrodynamics and structure have been performed and compared with the model tests. A quasi-static hydrodynamic numerical approach was utilized.

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    Dynamic design of Ships
  • 31.
    Niska, Anna
    et al.
    Statens väg- och transportforskningsinstitut, Drift och underhåll, DOU.
    Blomqvist, Göran
    Statens väg- och transportforskningsinstitut, Miljö, MILJÖ.
    Hjort, Mattias
    Statens väg- och transportforskningsinstitut, Förare och fordon, FOF.
    Cykelvägars friktion: mätningar i fält i jämförelse med cykeldäcks friktion på olika underlag i VTI:s däckprovningsanläggning2018Report (Other academic)
    Abstract [en]

    Skidding is a common cause for cyclists getting seriously injured in traffic. Neither requirements nor prescribed friction measurement methods for cycleways have been based on the performance of bicycles. There is therefore a need for increased knowledge regarding the friction characteristics of bicycle tyres and the traction between a bicycle tyre and the road surface under different conditions. In this project we have compiled measurements with VTI's portable friction tester, PFT, on cycleways with a variety of road conditions. To relate the PFT friction values to the friction of bicycle tyres, we have also made comparative measurements with bicycle tyres in VTI's stationary tyre testing facility. These show a very good match between the PFT friction values and the maximum lateral friction available for a bicycle tyre. This means that the PFT friction values recorded on cycleways can also be said to represent the friction that a bicycle tyre would perform on the same surface. Our friction measurements on cycleways show that the skid resistance is affected by the road condition, the road surface material, as well as road markings and manhole-covers. Ice and snow cause a significantly lower friction level than at bare conditions. Differences in road conditions mean that different types of cycling infrastructure and different winter maintenance methods result in different friction levels. This means that there may be large variations in friction along one and the same cycle route. The surprise effect and thus the accident risk can then be great. Not only snow, ice and grit, but also leaves, clay and other dirt on the surface might lead to a reduced skid resistance. For the safety of cyclists, it is important to inform about where a slippery condition can occur and to adjust anti-icing actions, road design and construction according to that knowledge.

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    FULLTEXT01
  • 32. Ramne, B.
    et al.
    Bomanson, J.
    Molander, P.
    Ellis, J.
    Errestad, E.
    Klintenberg, H.
    GreenPilot – Pilot Boat with Minimal Environmental Impact2018Report (Other academic)
    Abstract [en]

    The GreenPilot project was carried out to demonstrate the emissions reductions and environmental performance improvements that could be achieved by converting a small vessel to run on methanol fuel. Reducing emissions is a priority for all vessel sizes, as emissions regulations are becoming stricter and concern about greenhouse gases and global warming continues to grow. Within Sweden, the government has announced its ambition to convert all state-owned vessels to fossil-free operation and is investigating 2030 and 2045 as possible deadlines. Methanol produced from renewable feedstock is a possible solution for some of the vessels. By physically converting a Swedish pilot boat to run on methanol, the project demonstrated he feasibility of methanol as a fuel solution for small vessels. Work included converting and testing three different engines to run on methanol, two of which were installed and operated on the converted pilot boat. Emissions measurements showed good reductions as compared to conventional fuel oil. Fossil-free methanol produced from pulp mill black liquor in a Swedish pilot plant was used in some of the laboratory and on board tests. The project also investigated other solutions for reducing environmental impacts of the pilot boats, including the use of solar cells, batteries, and fuel cells.

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    GreenPilot – Pilot Boat with Minimal Environmental Impact
  • 33. Santén, Vendela
    et al.
    Svanberg, Martin
    Rogersson, Sara
    Andersson, Axel
    Kartläggning av svensk kustsjöfart genom AIS-data2017Report (Other academic)
    Abstract [sv]

    Bakgrunden till denna förstudie är det nationella intresset för att öka andelen transporter med sjöfart, vilket är en viktig strategi för att uppnå mer energieffektiva transporter och därigenom minska transporternas utsläpp av växthusgaser. AIS-data sänds ut av alla fartyg större än 300 GT, och är en möjlig datakälla till att bättre förstå vad som karaktäriserar dagens nationella kustsjöfart. AIS-data har en potential att ge mer detaljerad information om fartygens rörelser än dagens nationella statistik. Det finns många internationella exempel på AIS-dataanalyser i tidigare studier, men ingen som beskriver den svenska kustsjöfarten. Denna förstudie fokuserar på att (1) beskriva hur AIS-data kan användas för att beskriva svensk kustsjöfart, samt (2) beskriva dagens nationella kustsjöfart med hjälp av AIS-data. Vidare ges förslag på vägen framåt, d.v.s. hur man kan använda AIS-data för olika typer av trafikanalyser och hur detta kan bidra till kunskap om hur svensk kustsjöfart kan öka.

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    Kartläggning av svensk kustsjöfart genom AIS-data
  • 34. Siwe, Ulf
    et al.
    Tingström, Emelie Persson
    Setterberg, Per
    Sea Traffic Management validation project Final Report2019Report (Other academic)
    Abstract [en]

    Every day thousands of ships carry millions of tons of cargo worldwide. In complex logistics chains, minor decisions may easily have major consequences. The shipping industry suffers from a lack of shared data between ships and ports, which could lead to monetary loss when ships are delayed, fuel burned and suboptimal routes are chosen. Operations in the maritime industry are characterized by infrequent interaction among an extensive number of actors. In many other industries, close partnerships have stimulated systems integration and general standardization of information exchange. In shipping, however, this has yet to happen. Sea Traffic Management, STM, is part of the solution! STM establishes a global maritime digital infrastructure where standard messages can be sent and received. Interoperability is achieved by specifying not only WHAT format the data should have but also HOW the exchange should be done. When actors follow this design principle they can connect seamlessly even on their first encounter. Shipping is often a series of first-occasion encounters, as ships visit new terminals and ports most of the time. Data exchange among port actors can cut waiting times during port calls and assist in achieving just-in-time arrivals. In STM, information owners select the partners with whom they wish share data, thus avoiding business sensitivity issues. The goal of the STM Validation Project was to develop and validate the infrastructure and the services using it, and to verify the functions and benefits. The benefits predicted in the previous projects defining and designing the STM concept include: common situational awareness among ships and shore actors, reduced administrative burden, green steaming and just-in-time operations. The STM Validation project set up three test-beds. One test-bed was located in Northern Europe and another in the Mediterranean Sea. Apart from these operational test-beds, the European Maritime Simulator Network (EMSN) was used to validate complex cases involving many ships. EMSN tests using 30 manned bridges supplied data on the behaviour of mariners and to compile their feedback on STM. The test-beds were supported by the development of a maritime digital infrastructure. The validation of the port functions took place in parallel with current operations, whereas the ships and shore centres implemented services, many of which will remain operational after the project. Examples of functions and services include winter navigation services in the Northern Baltic Sea, enhanced monitoring in the Strait of Gibraltar, port arrival synchronization in Limassol, Search and Rescue (SAR) and ship-to-ship route exchange among 311 ships wherever they meet around the world.

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    Sea Traffic Management validation project Final Report
  • 35.
    Sjörs Dahlman, Anna
    et al.
    Statens väg- och transportforskningsinstitut, Trafikanttillstånd, TIL.
    Anund, Anna
    Statens väg- och transportforskningsinstitut, Trafikanttillstånd, TIL.
    Utvärdering av trötthetsvarningssystem i buss2020Report (Other academic)
    Abstract [en]

    Previous studies have shown that it is common for bus drivers in public transport to struggle to stay awake several times a month. Several systems for detecting fatigue in drivers are currently available, but how these types of systems affect and are perceived by bus drivers is not known. The purpose of the study was to evaluate a fatigue warning system for use in long-distance buses. The study comprises two sub-studies; a survey and an on-road evaluation of the fatigue warning system. The survey showed that the factors that were considered the most tiring were driving at night, irregular working and sleeping hours and spread-over shifts/long time since a break. 29% of the drivers stated that they had to fight to stay awake when driving a bus 2–4 times/month or more. The on-road study showed that self-rated sleepiness was slightly lower when the fatigue warning system was active. The logs of fatigue events from the fatigue warning system and the drivers' reports of received warnings did not match their perceived fatigue. The drivers were generally positive about the fatigue warning system but emphasized that the system needs to be more reliable.

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    FULLTEXT01
  • 36. Swahn, Joakim
    et al.
    Carlsson, Henrik
    ASEK/Samgods IVV-fartyg - Framtagande av kalkylvärden för IVV-fartyg2018Report (Other academic)
    Abstract [sv]

    I december 2014 trädde nya regler i kraft angående inlandssjöfart (IVV) i Sverige. Utifrån detta har det uppstått ett behov att inkludera långsiktigt stabila kalkylvärden för IVV-fartyg i analysmetod och samhällsekonomiska kalkylvärden för transportsektorn, hädanefter kallat ASEK samt i Samgods. Dessa fartygstyper och kalkylparametrar finns idag representerade i Samgods, men inte i ASEK. I Samgods finns inlandssjöfart representerat som en egen fartygstyp med ett eget transportnät (Trafikverket, 2016c). Samtidigt konstateras i Samgods-rapportens sammanfattning att kalkylvärden för inlandssjöfarten är osäkra då ingen trafik bedrivs. Det är en tydlig skillnad mellan IVV- och vanliga ”havsgående” fartyg, så kallade IMO1-fartyg, både regel- och konstruktionsmässigt. Det gäller bland annat hur fartyg skall vara konstruerade gällande stabilitet, brandskydd samt utrustade gällande livräddning, eldsläckning, radioutrustning, hur last hanteras samt hur resan planeras och leds. IVV-fartyg som endast ska trafikera inre vattenvägar där våghöjderna är låga har inte samma krav på skrov och konstruktion för att klara hårt väder eller höga vågor. IVV-fartyg antas även vara så pass nära land att de kan räkna med hjälp från räddningstjänst ifall brand sker. IMO-fartyg måste kunna släcka själva. Därmed blir kraven på självhjälpsförmåga lägre vad gäller exempelvis bemanning och utrustning. IVV-fartyg trafikerar dock vatten som kan vara mycket smalt och strömt vilket ställer höga krav på motorstyrka och manövrerbarhet. Även bränslet skiljer sig från IMO-fartyg genom att IVV-fartyg använder samma diesel som lastbilar, och inte t.ex. MDO2 eller MGO3 som IMO-fartyg. Vidare är IMO-fartyg konstruerade för segling över stora öppna vatten, och har därför en konstruktion och skrovform anpassad efter detta. Fartygen har generellt stora svängradier. IVV-fartyg är konstruerade för transportuppdrag på floder, delvis smala, trånga och grunda sådana. Dessa fartyg har därför lägre djupgående samt ökad styrförmåga genom s.k. ”bow thrusters” vilket är propellrar framtill på fartyget som väsentlig ökar styrförmågan. Det är bl.a. ovanstående krav och egenskaper som gör att IVV-fartyg skiljer sig från oceangående fartyg och därigenom även har ett eget regelverk. Skillnader i kravbild och konstruktion mellan IMO- och IVV-fartyg förklarar i sin tur skillnader i kostnadsparametrarnas värden. Det huvudsakliga syftet med detta projekt är att beräkna samt rekommendera kalkylvärden avseende IVV-fartyg för ASEK och Samgods vilka så långt som möjligt är korrekta, relevanta och på ett rättvisande sätt återspeglar kostnadsstrukturen för dessa fartyg. Idag finns rekommendationer till kalkylvärden och -parametrar avseende IVV-fartyg i Samgods framtagna av WSP (WSP, 2015b). Dock saknas IVV-fartyg helt i ASEK:s underlag. Rekommendationerna framtagna av WSP gjordes på kort tid, varför det förelåg en önskan från Trafikverket att antingen verifiera dessa värden, alternativt föreslå justeringar/alternativa värden. Dessa kalkylvärden och parametrar behövs för att säkerställa att godsanalyser samt samhällsekonomiska analyser genomförs enligt Trafikverkets övergripande riktlinjer, dvs. är transparenta och med likvärdiga parametrar. Vidare med detta att kalkyler med IVV-fartyg blir jämförbara med kalkyler för andra transportlösningar. Här finns samtidigt ett latent problem. ASEK föreskriver t.ex. vissa enhetliga räntesatser, och avskrivningstider. Dessa kan avvika från de som tillämpas kommersiellt. Valet av transportmedel bestäms av de kommersiella villkoren. Detta kan medföra att Samgodsprognoser som vilar på ASEK-förutsättningar kan bli missvisande. Föreliggande rapport redovisar och presenterar ett antal kalkylparametrar för IVV på ett sätt som gör detta transportslag jämförbart med andra. De parametrar som ingått i uppdraget är: • Distansberoende kostnader • Tidsberoende kostnader • Lastnings- och lossningskostnader • Lastnings- och lossningstider • Positioneringskostnader • Operativa hastigheter Projektet är indelat i två delprojekt varav den första delen var att undersöka tillgången till sådana underlagsdata som behövs för att beräkna fram de ovan angivna kalkylparametrarna. Detta delprojekt har avrapporterats 2017-02-23 i rapporten ASEK-Samgods-värden inlandssjöfart (M4Traffic, 2017). Den andra delen av projektet, som redovisas i denna rapport, är framtagningen och beräkningen av dessa kalkylparametrar. Generellt gäller 2017 års prisnivå om inget annat anges i texten.

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    ASEK/Samgods IVV-fartyg - Framtagande av kalkylvärden för IVV-fartyg
  • 37. Werner, Sofia
    Towing tank test of a hull with roughness: Within research project RÅHET, towing tank tests for were performed at SSPA for a flat plate and a hull with increased roughness2020Report (Other academic)
    Abstract [sv]

    Model tests were conducted within research project RÅHET, financed by Trafikverket. The purpose of the test was to compare the 2D and 3D effect of roughness by testing a flat plate as well as a hull with the same roughness.

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    Towing tank test of a hull with roughness
  • 38. Werner, Sofia
    et al.
    Finsgård, Christian
    Ytråhetens påverkan på propellerdesign och smart fartygsunderhåll2020Report (Other academic)
    Abstract [sv]

    Ett fartygs skrovyta påverkas under sin livstid av beväxning, underhållsarbete och skador. Detta påverkar motståndet genom vattnet och därigenom bränsleförbrukningen. I denna studie demonstreras hur numerisk modellering av ytråheten kan användas för att lösa praktiska frågeställningar kring fartygsdesign och fartygsunderhåll. Det visas att det är möjligt att med hjälp av numeriska flödesberäkningar (CFD) peka ut de områden på ett fartyg där underhållsarbete gör mest nytta. Därvid kan underhållsarbetet göras mer kostnadseffektivt vilket förväntas leda till lägre bränsleförbrukning. Man belyser även vikten av att inkludera ytråhet i simuleringarna vid design och utvärdering av propeller och Energy Saving Device. Att designa för verklig driftförhållande förväntas leda till lägre bränsleförbrukning och högre konkurrenskraft, både för redare och underleverantörer av t.ex propellrar. Sammantaget förväntas projektet bidra till att minska sjöfartens klimatpåverkan Kunskapsluckor rörande modellering av ytråhet i numeriska flödesberäkningar (CFD) för fartyg har uppmärksammats. Det är av stor vikt att forskningen fortsätter att studera dessa frågor och förbättrar de numeriska metoderna, för att man med tillförlitlighet ska kunna inkludera ytråhet i fartygsdesign, propellerdesign, optimering av underhållsarbete och andra tillämningar. Detta är viktiga steg mot att minska sjöfartens energianvändning.

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    Ytråhetens påverkan på propellerdesign och smart fartygsunderhåll
  • 39.
    Ögren, Mikael
    et al.
    Statens väg- och transportforskningsinstitut, Miljö och trafikanalys, MTA.
    Jerson, Tomas
    WSP Akustik, Göteborg.
    Indata till bullerberäkningsmetoder för motorvagn X602010Report (Other academic)
    Abstract [sv]

    This report contains measurements on noise emission from the Swedish multiple unit denoted X60. The meaurements have been analyzed and used to prepare input data for the Nordic noise calculation methods for railway traffic noise NMT96 and Nord2000. The result shows that in a typical case the A-weighted noise emission per meter train is approximately 6 dB lower for X60 compared to the high speed train X2. Measurements were also carried out for the multiple unit X40, but unfortunately the spread was too large and the number of data points to small to create valid input data for the methods. More extensive research is needed, and until better data is available it is recommended to use X2 input data as an approximation of X40 noise emission.

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    FULLTEXT01
  • 40.
    Praktiska tester med autonom säkerhet2018Report (Other academic)
    Abstract [sv]

    Inledning Detta är slutrapporten för projektet ”Praktiska försök med autonom säkerhet”, FUD TRV 2017/62459. Projektet genomförs av RISE Viktoria, Saab Kockums, Sjöfartsverket och Stena Rederi. Projektet syftar till att definiera konceptet autonom säkerhet med stöd av praktiska försök ombord på ett större fartyg. Projektet kopplar ihop teknikutveckling genomförd hos Saab med operativ erfarenheten från Stena. Projektet koordineras av RISE som har erfarenhet att leda likande projekt inom autonoma fordon. Sjöfartsverket är också en viktig partner som idag leder ”Sea Traffic Management Validation” (STM) projektet. Detta projekt finansieras av Trafikverket. Bakgrund Den hållbara utvecklingen inom transportsektorn i Sverige idag har stort fokus på hjulbundna transporter. Sjöfarten har stor potential till att bidra till ett hållbarare samhälle och dess framtida behov av säkra och effektiva transporter. Arbete görs nu internationellt och i Sverige för att dra nytta av digitalisering och automation inom transportsektorn. I Lighthouse förstudie rörande ” Autonom säkerhet för fartyg - digitaliseringens möjligheter för ökad säkerhet”, (LIGHT, 2016), identifierades flera möjligheter för svenskt näringsliv och akademier att ta tätpositioner inom området digitalisering och automatisering av sjöfart. Ett svenskt initiativ för smarta fartyg som bygger på svenska styrkor bedöms som mycket viktigt för att höja säkerheten ombord och att höja kompetensen inom det svenska maritima klustret. Nyttan går i tre riktningar; till de som arbetar ombord, myndigheter samt svensk industri och redarverksamhet som leder säkerheten framåt. Projektbeskrivning Målet med projektet är att genomföra praktiska försök med autonom säkerhet ombord på ett representativt handelsfartyg för att ge kunskap om hur konceptet kan implementeras på bemannade fartyg. Inom andra transportgrenar pågår idag ett stort arbete med att avlasta operatören i den operativa miljön så att han/hon kan fokusera på problemlösning på högre taktisk/strategisk nivå. Även i en krissituation, borde basala operationer kunna hanteras mer automatiserat och operatören kan då fokusera på att analysera de taktiska och strategiska konsekvenser de kommande besluten kan få. Genom dessa praktiska tester har projektet gett kunskap om hur autonom säkerhet kan implementeras på bemannade fartyg som ett nytt beslutsstödsystem på bryggan. Projektet organiseras i tre arbetspaket: • Projektledning • Tester • Utvärdering

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    Praktiska tester med autonom säkerhet
  • 41.
    Robust Registries – Design Scenarios for digital maritime infrastructure2018Report (Other academic)
    Abstract [en]

    Maritime transport knows no boundaries and accounts for about 80% of the traded volume of goods globally (UNCTAD, 2017). A complex web comprising producers, shippers, carriers, forwarders, authorities and terminal operators form international conveyor belts. However, contrary to this mesh of physical connections, the exchange of information is still often bound to siloed bilateral. Digitalization will play a significant role in transforming maritime voyages in many ways; such as IMO’s e- navigation initiative aimed at improving the safety of voyages (IMO, 2014). However, a shift towards interconnected systems through a platform take a fundamental change in industry practice. For example, allowing information to be pulled from service developers means that some control of development is relinquished in favor for a greater market of services and customers. In a platform based industry, more focus will be placed on a more fine grained control of information flow and modernizing the mitigation of cyber-attacks. To power the changes, new business models are necessary, which has to reflect the interdependencies between different stakeholders. Multiple dimensions and perspectives need to be accounted for to help pave the way for more efficient, safe and environmentally friendly transportation.

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    Robust Registries – Design Scenarios for digital maritime infrastructure
  • 42.
    SafeTE final report2007Report (Other academic)
    Abstract [en]

    This report describes the results from the SafeTE project, conducted between 2004 and 2006 by Volvo Technology and Swedish National Transport Research Institute (VTI). The objective of the project was to develop and validate a detailed protocol for the evaluation of in-vehicle information systems (IVIS) with respect to their safety of use while driving.

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