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class="title-container"><h1 class="ds2-5-heading-sans-serif-sm">Björn Forsman</h1><div class="affiliations-container fake-truncate js-profile-affiliations"><div><a class="u-tcGrayDarker" href="https://chalmers.academia.edu/">Chalmers University of Technology</a>, <a class="u-tcGrayDarker" href="https://chalmers.academia.edu/Departments/Mechanical_Engineering/Documents">Mechanical Engineering</a>, <span class="u-tcGrayDarker">Alumnus</span></div></div></div></div><div class="sidebar-cta-container"><button class="ds2-5-button hidden profile-cta-button grow js-profile-follow-button" data-broccoli-component="user-info.follow-button" data-click-track="profile-user-info-follow-button" data-follow-user-fname="Björn" data-follow-user-id="25545285" data-follow-user-source="profile_button" data-has-google="false"><span class="material-symbols-outlined" style="font-size: 20px" translate="no">add</span>Follow</button><button class="ds2-5-button hidden profile-cta-button grow 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data-dom-id="Pill-react-component-f9504f80-5da1-42e6-ae3a-a159c7456488"></div> <div id="Pill-react-component-f9504f80-5da1-42e6-ae3a-a159c7456488"></div> </a><a data-click-track="profile-user-info-expand-research-interests" data-has-card-for-ri-list="25545285" href="https://www.academia.edu/Documents/in/Maritime_Transportation_and_Supply_Chain_Risk_Analysis"><div class="js-react-on-rails-component" style="display:none" data-component-name="Pill" data-props="{"color":"gray","children":["Maritime Transportation and Supply Chain Risk Analysis"]}" data-trace="false" data-dom-id="Pill-react-component-d5206fed-0207-442b-8976-da408135804b"></div> <div id="Pill-react-component-d5206fed-0207-442b-8976-da408135804b"></div> </a><a data-click-track="profile-user-info-expand-research-interests" data-has-card-for-ri-list="25545285" href="https://www.academia.edu/Documents/in/System_Dynamics_Modeling"><div class="js-react-on-rails-component" style="display:none" data-component-name="Pill" data-props="{"color":"gray","children":["System Dynamics Modeling"]}" data-trace="false" data-dom-id="Pill-react-component-f5f1bd8a-0e8e-4c50-81e4-45bc05c3baa8"></div> <div id="Pill-react-component-f5f1bd8a-0e8e-4c50-81e4-45bc05c3baa8"></div> </a><a data-click-track="profile-user-info-expand-research-interests" data-has-card-for-ri-list="25545285" href="https://www.academia.edu/Documents/in/Cost_modelling"><div class="js-react-on-rails-component" style="display:none" data-component-name="Pill" data-props="{"color":"gray","children":["Cost modelling"]}" data-trace="false" data-dom-id="Pill-react-component-65cbc902-1e67-4a16-a22a-abddbadd2c01"></div> <div id="Pill-react-component-65cbc902-1e67-4a16-a22a-abddbadd2c01"></div> </a><a data-click-track="profile-user-info-expand-research-interests" data-has-card-for-ri-list="25545285" href="https://www.academia.edu/Documents/in/Manufacturing"><div class="js-react-on-rails-component" style="display:none" data-component-name="Pill" data-props="{"color":"gray","children":["Manufacturing"]}" data-trace="false" data-dom-id="Pill-react-component-1cc13793-44e6-4a72-b5cb-ed82a206f785"></div> <div id="Pill-react-component-1cc13793-44e6-4a72-b5cb-ed82a206f785"></div> </a></div></div></div></div><div class="right-panel-container"><div class="user-content-wrapper"><div class="uploads-container" id="social-redesign-work-container"><div class="upload-header"><h2 class="ds2-5-heading-sans-serif-xs">Uploads</h2></div><div class="documents-container backbone-social-profile-documents" style="width: 100%;"><div class="u-taCenter"></div><div class="profile--tab_content_container js-tab-pane tab-pane active" id="all"><div class="profile--tab_heading_container js-section-heading" data-section="Papers" id="Papers"><h3 class="profile--tab_heading_container">Papers by Björn Forsman</h3></div><div class="js-work-strip profile--work_container" data-work-id="115178268"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178268/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland"><img alt="Research paper thumbnail of Sjötrafikbelastning på Salvorev, norr om Gotland" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178268/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland">Sjötrafikbelastning på Salvorev, norr om Gotland</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de progn...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178268"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178268"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178268; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178268]").text(description); $(".js-view-count[data-work-id=115178268]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178268; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178268']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178268, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178268]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178268,"title":"Sjötrafikbelastning på Salvorev, norr om Gotland","translated_title":"","metadata":{"abstract":"AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare","publication_date":{"day":null,"month":null,"year":2017,"errors":{}}},"translated_abstract":"AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178265"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178265/A_risk_model_for_the_operation_of_container_vessels"><img alt="Research paper thumbnail of A risk model for the operation of container vessels" class="work-thumbnail" src="https://attachments.academia-assets.com/111662542/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178265/A_risk_model_for_the_operation_of_container_vessels">A risk model for the operation of container vessels</a></div><div class="wp-workCard_item"><span>WMU journal of maritime affairs</span><span>, Apr 1, 2008</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="f04e9408f93a51d327f24347a31f5bc0" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":111662542,"asset_id":115178265,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/111662542/download_file?st=MTczMjc1OTk5Myw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178265"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178265"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178265; 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In order to actively manage these risks, they must be identified, analyzed, modeled, and quantified. This requires a systematical analysis of design and operation of container vessels. Within the EU-funded research project SAFEDOR, a Formal Safety Assessment has been applied to establish the current safety level of generic container ships and to identify potential cost-effective risk control options. This paper describes a structured approach to develop the underlying high-level risk model. It is structured as risk contribution tree consisting of a series of fault trees and event trees for the major accident categories. Statistical analysis of casualty data is used to estimate the probability of occurrence. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178264"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178264/Sj%C3%B6fartsanalyser_i_havsplaneringen_Konsekvenser_av_m%C3%B6jlig_omdirigering_av_fartygstrafik_kring_tre_planerade_vindbruksomr%C3%A5den_S%C3%B6dra_Sk%C3%A5ne_L%C3%A5nggrund_utanf%C3%B6r_Norrk%C3%B6ping_Oxel%C3%B6sund_och_Campsgrund_i_G%C3%A4vlebukten"><img alt="Research paper thumbnail of Sjöfartsanalyser i havsplaneringen : Konsekvenser av möjlig omdirigering av fartygstrafik kring tre planerade vindbruksområden: Södra Skåne, Långgrund utanför Norrköping/Oxelösund och Campsgrund i Gävlebukten" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178264/Sj%C3%B6fartsanalyser_i_havsplaneringen_Konsekvenser_av_m%C3%B6jlig_omdirigering_av_fartygstrafik_kring_tre_planerade_vindbruksomr%C3%A5den_S%C3%B6dra_Sk%C3%A5ne_L%C3%A5nggrund_utanf%C3%B6r_Norrk%C3%B6ping_Oxel%C3%B6sund_och_Campsgrund_i_G%C3%A4vlebukten">Sjöfartsanalyser i havsplaneringen : Konsekvenser av möjlig omdirigering av fartygstrafik kring tre planerade vindbruksområden: Södra Skåne, Långgrund utanför Norrköping/Oxelösund och Campsgrund i Gävlebukten</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">I sitt uppdrag att ta fram havsplaner identifierar Havs- och vattenmyndigheten (HaV) bl.a. ytor f...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">I sitt uppdrag att ta fram havsplaner identifierar Havs- och vattenmyndigheten (HaV) bl.a. ytor för; användningsområde sjöfart. I vissa fall måste dessa anpassas till andra identifierade användningsområden, såsom exempelvis energiproduktion och planerade vindbruksprojekt. På uppdrag av HaV har SSPA analyserat möjliga omdirigeringsalternativ för sjöfarten kring tre olika planerade vindbruksområden genom att jämföra dagens sjötrafik och konsekvenserna av olika omdirigeringsalternativ vad avser bränsleförbrukning och -kostnader, tidsåtgång, avgasemissioner samt olycksrisker. AIS-registreringar från 2016 och kompletterande fartygsdata används för att beräkna fartygens framdrivningsmotstånd, effektbehov samt bränsleförbrukning. Inverkan av vattendjupet på framdrivningsmotståndet beaktas särskilt och detaljerade djupdata hämtas från EMODnet. Bedömning av om och hur omdirigeringarna påverkar grundstötnings- och kollisionsrisker görs med ledning av resultat framtagna med beräkningsprogram...</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178264"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178264"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178264; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178264]").text(description); $(".js-view-count[data-work-id=115178264]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178264; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178264']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178264, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178264]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178264,"title":"Sjöfartsanalyser i havsplaneringen : Konsekvenser av möjlig omdirigering av fartygstrafik kring tre planerade vindbruksområden: Södra Skåne, Långgrund utanför Norrköping/Oxelösund och Campsgrund i Gävlebukten","translated_title":"","metadata":{"abstract":"I sitt uppdrag att ta fram havsplaner identifierar Havs- och vattenmyndigheten (HaV) bl.a. ytor för; användningsområde sjöfart. I vissa fall måste dessa anpassas till andra identifierade användningsområden, såsom exempelvis energiproduktion och planerade vindbruksprojekt. På uppdrag av HaV har SSPA analyserat möjliga omdirigeringsalternativ för sjöfarten kring tre olika planerade vindbruksområden genom att jämföra dagens sjötrafik och konsekvenserna av olika omdirigeringsalternativ vad avser bränsleförbrukning och -kostnader, tidsåtgång, avgasemissioner samt olycksrisker. AIS-registreringar från 2016 och kompletterande fartygsdata används för att beräkna fartygens framdrivningsmotstånd, effektbehov samt bränsleförbrukning. Inverkan av vattendjupet på framdrivningsmotståndet beaktas särskilt och detaljerade djupdata hämtas från EMODnet. Bedömning av om och hur omdirigeringarna påverkar grundstötnings- och kollisionsrisker görs med ledning av resultat framtagna med beräkningsprogram...","publisher":"Göteborg","publication_date":{"day":null,"month":null,"year":2017,"errors":{}}},"translated_abstract":"I sitt uppdrag att ta fram havsplaner identifierar Havs- och vattenmyndigheten (HaV) bl.a. ytor för; användningsområde sjöfart. I vissa fall måste dessa anpassas till andra identifierade användningsområden, såsom exempelvis energiproduktion och planerade vindbruksprojekt. På uppdrag av HaV har SSPA analyserat möjliga omdirigeringsalternativ för sjöfarten kring tre olika planerade vindbruksområden genom att jämföra dagens sjötrafik och konsekvenserna av olika omdirigeringsalternativ vad avser bränsleförbrukning och -kostnader, tidsåtgång, avgasemissioner samt olycksrisker. AIS-registreringar från 2016 och kompletterande fartygsdata används för att beräkna fartygens framdrivningsmotstånd, effektbehov samt bränsleförbrukning. Inverkan av vattendjupet på framdrivningsmotståndet beaktas särskilt och detaljerade djupdata hämtas från EMODnet. Bedömning av om och hur omdirigeringarna påverkar grundstötnings- och kollisionsrisker görs med ledning av resultat framtagna med beräkningsprogram...","internal_url":"https://www.academia.edu/115178264/Sj%C3%B6fartsanalyser_i_havsplaneringen_Konsekvenser_av_m%C3%B6jlig_omdirigering_av_fartygstrafik_kring_tre_planerade_vindbruksomr%C3%A5den_S%C3%B6dra_Sk%C3%A5ne_L%C3%A5nggrund_utanf%C3%B6r_Norrk%C3%B6ping_Oxel%C3%B6sund_och_Campsgrund_i_G%C3%A4vlebukten","translated_internal_url":"","created_at":"2024-02-20T09:41:53.447-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":25545285,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Sjöfartsanalyser_i_havsplaneringen_Konsekvenser_av_möjlig_omdirigering_av_fartygstrafik_kring_tre_planerade_vindbruksområden_Södra_Skåne_Långgrund_utanför_Norrköping_Oxelösund_och_Campsgrund_i_Gävlebukten","translated_slug":"","page_count":null,"language":"sv","content_type":"Work","owner":{"id":25545285,"first_name":"Björn","middle_initials":null,"last_name":"Forsman","page_name":"BjörnForsman","domain_name":"chalmers","created_at":"2015-01-30T04:53:47.142-08:00","display_name":"Björn Forsman","url":"https://chalmers.academia.edu/Bj%C3%B6rnForsman"},"attachments":[],"research_interests":[{"id":58054,"name":"Environmental Sciences","url":"https://www.academia.edu/Documents/in/Environmental_Sciences"},{"id":606173,"name":"Skåne","url":"https://www.academia.edu/Documents/in/Skane"}],"urls":[{"id":39642189,"url":"http://urn.kb.se/resolve?urn=urn:nbn:se:havochvatten:diva-162"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178263"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178263/Omdirigeringsanalys_av_sj%C3%B6fart_kring_Hoburgs_bank_och_Midsj%C3%B6bankarna_Underlag_inom_svensk_havsplanering"><img alt="Research paper thumbnail of Omdirigeringsanalys av sjöfart kring Hoburgs bank och Midsjöbankarna : Underlag inom svensk havsplanering" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178263/Omdirigeringsanalys_av_sj%C3%B6fart_kring_Hoburgs_bank_och_Midsj%C3%B6bankarna_Underlag_inom_svensk_havsplanering">Omdirigeringsanalys av sjöfart kring Hoburgs bank och Midsjöbankarna : Underlag inom svensk havsplanering</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">SSPA har anlitats för att ta fram underlag för Havs- och vattenmyndighetens havsplaneringsuppdrag...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">SSPA har anlitats för att ta fram underlag för Havs- och vattenmyndighetens havsplaneringsuppdrag, genom att utreda konsekvenser av möjliga omdirigeringsalternativ för fartygstrafiken kring de känsliga Midsjöbankarna och Hoburgs bank. Rapporten syftar till att ge myndigheten ett välgrundat underlag för att utforma och motivera eventuella förslag till omdirigering av fartygstrafik. En detaljerad analys av dagens sjötrafik, baserad på AIS-data från hela 2015, har genomförts och jämförs med scenarion där motsvarande sjötrafik omdirigerats till alternativa leder för att minska miljöbelastningen på bankarna. Konsekvensberäkningarna för de två huvudalternativen; djupvattenleden söder om Hoburgs bank respektive leden väster om Gotland, analyseras var för sig genom att all omdirigerad trafik förutsätts passera endera leden. Inverkan av grunt vatten kan ge betydande motståndsökning och det är därför viktigt att skillnaderna mellan lederna beaktas så att grundvatteneffekternas inverka...</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178263"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178263"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178263; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178263]").text(description); $(".js-view-count[data-work-id=115178263]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178263; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178263']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178263, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178263]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178263,"title":"Omdirigeringsanalys av sjöfart kring Hoburgs bank och Midsjöbankarna : Underlag inom svensk havsplanering","translated_title":"","metadata":{"abstract":"SSPA har anlitats för att ta fram underlag för Havs- och vattenmyndighetens havsplaneringsuppdrag, genom att utreda konsekvenser av möjliga omdirigeringsalternativ för fartygstrafiken kring de känsliga Midsjöbankarna och Hoburgs bank. Rapporten syftar till att ge myndigheten ett välgrundat underlag för att utforma och motivera eventuella förslag till omdirigering av fartygstrafik. En detaljerad analys av dagens sjötrafik, baserad på AIS-data från hela 2015, har genomförts och jämförs med scenarion där motsvarande sjötrafik omdirigerats till alternativa leder för att minska miljöbelastningen på bankarna. Konsekvensberäkningarna för de två huvudalternativen; djupvattenleden söder om Hoburgs bank respektive leden väster om Gotland, analyseras var för sig genom att all omdirigerad trafik förutsätts passera endera leden. Inverkan av grunt vatten kan ge betydande motståndsökning och det är därför viktigt att skillnaderna mellan lederna beaktas så att grundvatteneffekternas inverka...","publisher":"Göteborg","publication_date":{"day":null,"month":null,"year":2017,"errors":{}}},"translated_abstract":"SSPA har anlitats för att ta fram underlag för Havs- och vattenmyndighetens havsplaneringsuppdrag, genom att utreda konsekvenser av möjliga omdirigeringsalternativ för fartygstrafiken kring de känsliga Midsjöbankarna och Hoburgs bank. Rapporten syftar till att ge myndigheten ett välgrundat underlag för att utforma och motivera eventuella förslag till omdirigering av fartygstrafik. En detaljerad analys av dagens sjötrafik, baserad på AIS-data från hela 2015, har genomförts och jämförs med scenarion där motsvarande sjötrafik omdirigerats till alternativa leder för att minska miljöbelastningen på bankarna. Konsekvensberäkningarna för de två huvudalternativen; djupvattenleden söder om Hoburgs bank respektive leden väster om Gotland, analyseras var för sig genom att all omdirigerad trafik förutsätts passera endera leden. Inverkan av grunt vatten kan ge betydande motståndsökning och det är därför viktigt att skillnaderna mellan lederna beaktas så att grundvatteneffekternas inverka...","internal_url":"https://www.academia.edu/115178263/Omdirigeringsanalys_av_sj%C3%B6fart_kring_Hoburgs_bank_och_Midsj%C3%B6bankarna_Underlag_inom_svensk_havsplanering","translated_internal_url":"","created_at":"2024-02-20T09:41:52.942-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":25545285,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Omdirigeringsanalys_av_sjöfart_kring_Hoburgs_bank_och_Midsjöbankarna_Underlag_inom_svensk_havsplanering","translated_slug":"","page_count":null,"language":"sv","content_type":"Work","owner":{"id":25545285,"first_name":"Björn","middle_initials":null,"last_name":"Forsman","page_name":"BjörnForsman","domain_name":"chalmers","created_at":"2015-01-30T04:53:47.142-08:00","display_name":"Björn Forsman","url":"https://chalmers.academia.edu/Bj%C3%B6rnForsman"},"attachments":[],"research_interests":[],"urls":[{"id":39642188,"url":"http://urn.kb.se/resolve?urn=urn:nbn:se:havochvatten:diva-135"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178262"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178262/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland"><img alt="Research paper thumbnail of Sjötrafikbelastning på Salvorev, norr om Gotland" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178262/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland">Sjötrafikbelastning på Salvorev, norr om Gotland</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de progn...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178262"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178262"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178262; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178262]").text(description); $(".js-view-count[data-work-id=115178262]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178262; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178262']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178262, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178262]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178262,"title":"Sjötrafikbelastning på Salvorev, norr om Gotland","translated_title":"","metadata":{"abstract":"AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare","publication_date":{"day":null,"month":null,"year":2017,"errors":{}}},"translated_abstract":"AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare","internal_url":"https://www.academia.edu/115178262/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland","translated_internal_url":"","created_at":"2024-02-20T09:41:52.615-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":25545285,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Sjötrafikbelastning_på_Salvorev_norr_om_Gotland","translated_slug":"","page_count":null,"language":"sv","content_type":"Work","owner":{"id":25545285,"first_name":"Björn","middle_initials":null,"last_name":"Forsman","page_name":"BjörnForsman","domain_name":"chalmers","created_at":"2015-01-30T04:53:47.142-08:00","display_name":"Björn Forsman","url":"https://chalmers.academia.edu/Bj%C3%B6rnForsman"},"attachments":[],"research_interests":[{"id":58054,"name":"Environmental Sciences","url":"https://www.academia.edu/Documents/in/Environmental_Sciences"},{"id":545130,"name":"Natura","url":"https://www.academia.edu/Documents/in/Natura"}],"urls":[]}, dispatcherData: dispatcherData }); 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178256"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178256/Icemaster_A_Toolbox_for_Planning_of_Arctic_Offshore_Operations"><img alt="Research paper thumbnail of Icemaster – A Toolbox for Planning of Arctic Offshore Operations" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178256/Icemaster_A_Toolbox_for_Planning_of_Arctic_Offshore_Operations">Icemaster – A Toolbox for Planning of Arctic Offshore Operations</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">SSPA Sweden AB has developed a decision support tool for Arctic offshore operations in close coop...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">SSPA Sweden AB has developed a decision support tool for Arctic offshore operations in close cooperation with the ship owner Transatlantic. With their icebreaking offshore supply vessels, Transatlantic has experience in both offshore operations and ice breaking for the Swedish Maritime Administration, which gives them a unique competence for Arctic offshore tasks. Founded on these experiences SSPA has created a toolbox based on Bayesian networks to provide the decision maker with the required competence to plan, dimension and organise offshore operations. The demands on the model given by Transatlantic for this tool were to include an accurate planning possibility, it should be handy and flexible, successively extendable, based scientifically and it should reflect the operators experience and even experience transfer. The developed tool is based on so called Bayesian Networks. With the help of the graphical directed arrows it is possible to describe complex links and relations betwe...</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178256"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178256"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178256; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178256]").text(description); $(".js-view-count[data-work-id=115178256]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178256; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178256']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178256, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178256]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178256,"title":"Icemaster – A Toolbox for Planning of Arctic Offshore Operations","translated_title":"","metadata":{"abstract":"SSPA Sweden AB has developed a decision support tool for Arctic offshore operations in close cooperation with the ship owner Transatlantic. With their icebreaking offshore supply vessels, Transatlantic has experience in both offshore operations and ice breaking for the Swedish Maritime Administration, which gives them a unique competence for Arctic offshore tasks. Founded on these experiences SSPA has created a toolbox based on Bayesian networks to provide the decision maker with the required competence to plan, dimension and organise offshore operations. The demands on the model given by Transatlantic for this tool were to include an accurate planning possibility, it should be handy and flexible, successively extendable, based scientifically and it should reflect the operators experience and even experience transfer. The developed tool is based on so called Bayesian Networks. 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The demands on the model given by Transatlantic for this tool were to include an accurate planning possibility, it should be handy and flexible, successively extendable, based scientifically and it should reflect the operators experience and even experience transfer. The developed tool is based on so called Bayesian Networks. With the help of the graphical directed arrows it is possible to describe complex links and relations betwe...","internal_url":"https://www.academia.edu/115178256/Icemaster_A_Toolbox_for_Planning_of_Arctic_Offshore_Operations","translated_internal_url":"","created_at":"2024-02-20T09:41:51.318-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":25545285,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Icemaster_A_Toolbox_for_Planning_of_Arctic_Offshore_Operations","translated_slug":"","page_count":null,"language":"en","content_type":"Work","owner":{"id":25545285,"first_name":"Björn","middle_initials":null,"last_name":"Forsman","page_name":"BjörnForsman","domain_name":"chalmers","created_at":"2015-01-30T04:53:47.142-08:00","display_name":"Björn Forsman","url":"https://chalmers.academia.edu/Bj%C3%B6rnForsman"},"attachments":[],"research_interests":[{"id":48,"name":"Engineering","url":"https://www.academia.edu/Documents/in/Engineering"},{"id":68049,"name":"Arctic","url":"https://www.academia.edu/Documents/in/Arctic"},{"id":1760994,"name":"Submarine Pipeline","url":"https://www.academia.edu/Documents/in/Submarine_Pipeline"},{"id":2699636,"name":"Toolbox","url":"https://www.academia.edu/Documents/in/Toolbox"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178255"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178255/Ice_Management_in_Scandinavian_Ports"><img alt="Research paper thumbnail of Ice Management in Scandinavian Ports" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178255/Ice_Management_in_Scandinavian_Ports">Ice Management in Scandinavian Ports</a></div><div class="wp-workCard_item"><span>Volume 3: Pipeline and Riser Technology; Ocean Space Utilization</span><span>, 2008</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Scandinavian ports, especially the ports in the northern Baltic Sea, face a regular challenge eve...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Scandinavian ports, especially the ports in the northern Baltic Sea, face a regular challenge every year — ice. In an INTERREG-project led by the Lulea University of Technology, SSPA Sweden AB conducted a study to gain insight into the problems related to winter traffic in Swedish ports. This research is intended to lead to the identification of technical solutions to ease winter navigation in the ports. The state icebreakers have been making navigation possible all year round since the nineteen seventies by assisting ships sailing in ice-covered waters. In Sweden, the local port owner is responsible for breaking channels and assisting arriving and departing vessels. All port owners along the east coast of Sweden have been interviewed to get an overview of the local ice conditions and their impact on the traffic. Specific emphasis was put on the collection and analysis of different ice-reducing measures currently used in the ports. These include mechanical (e.g., ice breaking) and thermal (e.g., waste water discharge) measures. The distribution and range of applications and most importantly the experiences gained from the different measures have been described and summarised. The efficiency of the different measures has been investigated and compared to predictions of theoretical calculations. In the analyses of the ice-reducing measures, the effects of different measures have been studied, a cost-benefit assessment for different ice-reducing measures has been included and the environmental impact studied. Most of the ports base their ice management only on the utilization of an icebreaking tug boat even though other measures could play a decisive roll in ice handling. High pressure on quay structures occurs as a consequence of the berthing of ships in ice-covered ports. This pressure represents a regular source of damage. Manoeuvring and reversing in ice can further lead to damages of the propeller and rudder of the ice-going vessels. In addition other problems like icing on ships and equipment was looked at. Repairs and other extra costs due to winter navigation for the port and — indirectly — the ship owners can be seen as a commercial disadvantage. Identification of costs caused by the winter conditions was therefore an important part of our analysis. The results of the research have been compared with a similar study performed in Finland and a further literature study was conducted to recommend efficient improvements for the port owners.© 2008 ASME</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178255"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178255"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178255; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178255]").text(description); $(".js-view-count[data-work-id=115178255]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178255; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178255']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178255, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178255]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178255,"title":"Ice Management in Scandinavian Ports","translated_title":"","metadata":{"abstract":"Scandinavian ports, especially the ports in the northern Baltic Sea, face a regular challenge every year — ice. In an INTERREG-project led by the Lulea University of Technology, SSPA Sweden AB conducted a study to gain insight into the problems related to winter traffic in Swedish ports. This research is intended to lead to the identification of technical solutions to ease winter navigation in the ports. The state icebreakers have been making navigation possible all year round since the nineteen seventies by assisting ships sailing in ice-covered waters. In Sweden, the local port owner is responsible for breaking channels and assisting arriving and departing vessels. All port owners along the east coast of Sweden have been interviewed to get an overview of the local ice conditions and their impact on the traffic. Specific emphasis was put on the collection and analysis of different ice-reducing measures currently used in the ports. These include mechanical (e.g., ice breaking) and thermal (e.g., waste water discharge) measures. The distribution and range of applications and most importantly the experiences gained from the different measures have been described and summarised. The efficiency of the different measures has been investigated and compared to predictions of theoretical calculations. In the analyses of the ice-reducing measures, the effects of different measures have been studied, a cost-benefit assessment for different ice-reducing measures has been included and the environmental impact studied. Most of the ports base their ice management only on the utilization of an icebreaking tug boat even though other measures could play a decisive roll in ice handling. High pressure on quay structures occurs as a consequence of the berthing of ships in ice-covered ports. This pressure represents a regular source of damage. Manoeuvring and reversing in ice can further lead to damages of the propeller and rudder of the ice-going vessels. 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This research is intended to lead to the identification of technical solutions to ease winter navigation in the ports. The state icebreakers have been making navigation possible all year round since the nineteen seventies by assisting ships sailing in ice-covered waters. In Sweden, the local port owner is responsible for breaking channels and assisting arriving and departing vessels. All port owners along the east coast of Sweden have been interviewed to get an overview of the local ice conditions and their impact on the traffic. Specific emphasis was put on the collection and analysis of different ice-reducing measures currently used in the ports. These include mechanical (e.g., ice breaking) and thermal (e.g., waste water discharge) measures. The distribution and range of applications and most importantly the experiences gained from the different measures have been described and summarised. 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With their icebreaking offshore supply vessels, Transatlantic has experience in both offshore operations and ice breaking for the Swedish Maritime Administration, which gives them a unique competence for Arctic offshore tasks. Founded on these experiences SSPA has created a toolbox based on Bayesian networks to provide the decision maker with the required competence to plan, dimension and organise offshore operations. The demands on the model given by Transatlantic for this tool were to include an accurate planning possibility, it should be handy and flexible, successively extendable, based scientifically and it should reflect the operators experience and even experience transfer. The developed tool is based on so called Bayesian Networks. With the help of the graphical directed arrows it is possible to describe complex links and relations betwe...</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178253"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178253"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178253; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178253]").text(description); $(".js-view-count[data-work-id=115178253]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178253; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178253']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178253, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178253]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178253,"title":"Decision Support for Offshore Operations in Remote Arctic Areas TOSC: An Optimization Toolbox Based on Bayesian Networks","translated_title":"","metadata":{"abstract":"SSPA Sweden AB has developed a decision support tool for Arctic offshore operations in close cooperation with the ship owner Transatlantic. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178183"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178183/The_interaction_of_large_and_high_speed_vessels_with_the_environment_in_archipelagos_Final_report_SSPA_Research_Report_No_122"><img alt="Research paper thumbnail of The interaction of large and high-speed vessels with the environment in archipelagos - Final report.” SSPA Research Report No 122" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178183/The_interaction_of_large_and_high_speed_vessels_with_the_environment_in_archipelagos_Final_report_SSPA_Research_Report_No_122">The interaction of large and high-speed vessels with the environment in archipelagos - Final report.” SSPA Research Report No 122</a></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178183"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178183"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178183; 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="108273881"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/108273881/Estimation_of_ship_bridge_collision_probability_by_use_of_Monte_Carlo_simulations"><img alt="Research paper thumbnail of Estimation of ship bridge collision probability by use of Monte Carlo simulations" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/108273881/Estimation_of_ship_bridge_collision_probability_by_use_of_Monte_Carlo_simulations">Estimation of ship bridge collision probability by use of Monte Carlo simulations</a></div><div class="wp-workCard_item"><span>IABSE Congress, Stockholm 2016: Challenges in Design and Construction of an Innovative and Sustainable Built Environment</span><span>, 2016</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">This paper suggests a new method for risk assessment in maritime environment. The method is devel...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">This paper suggests a new method for risk assessment in maritime environment. The method is developed in close collaboration between SSPA and the Norwegian Public Road Administration for application to the planned fixed crossing of the Bjørnafjord in Norway. The method is based on principles from big data analysis and inspired by the Monte Carlo simulation technique. The basic idea is to simulate millions of representative vessel movements with stochastic failures in four degrees of freedom aiming to get a geometric distribution of the collision locations and probabilities.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="108273881"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="108273881"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 108273881; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=108273881]").text(description); $(".js-view-count[data-work-id=108273881]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 108273881; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='108273881']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 108273881, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=108273881]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":108273881,"title":"Estimation of ship bridge collision probability by use of Monte Carlo simulations","translated_title":"","metadata":{"abstract":"This paper suggests a new method for risk assessment in maritime environment. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="10388205"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/10388205/A_risk_model_for_the_operation_of_container_vessels"><img alt="Research paper thumbnail of A risk model for the operation of container vessels" class="work-thumbnail" src="https://attachments.academia-assets.com/47417182/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/10388205/A_risk_model_for_the_operation_of_container_vessels">A risk model for the operation of container vessels</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Commercial shipping of containerized goods involves certain risks for human safety and environmen...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Commercial shipping of containerized goods involves certain risks for human safety and environment. In order to actively manage these risks, they must be identified, analyzed, modeled, and quantified. This requires a systematical analysis of design and operation of container vessels. Within the EU-funded research project SAFEDOR, a Formal Safety Assessment has been applied to establish the current safety level of generic container ships and to identify potential cost-effective risk control options. This paper describes a structured approach to develop the underlying high-level risk model. It is structured as risk contribution tree consisting of a series of fault trees and event trees for the major accident categories. Statistical analysis of casualty data is used to estimate the probability of occurrence. Finally, the summation overall individual risk contributions yields the current risk pro file for the operation of container vessels is presented as FN-curve.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="4d29e5b21286a8b9ab15bd8111cbd10d" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":47417182,"asset_id":10388205,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/47417182/download_file?st=MTczMjc1OTk5Myw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="10388205"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="10388205"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 10388205; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=10388205]").text(description); $(".js-view-count[data-work-id=10388205]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 10388205; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='10388205']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 10388205, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "4d29e5b21286a8b9ab15bd8111cbd10d" } } $('.js-work-strip[data-work-id=10388205]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":10388205,"title":"A risk model for the operation of container vessels","translated_title":"","metadata":{"abstract":"Commercial shipping of containerized goods involves certain risks for human safety and environment. 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Finally, the summation overall individual risk contributions yields the current risk pro file for the operation of container vessels is presented as FN-curve.","publication_date":{"day":null,"month":null,"year":2008,"errors":{}}},"translated_abstract":"Commercial shipping of containerized goods involves certain risks for human safety and environment. In order to actively manage these risks, they must be identified, analyzed, modeled, and quantified. This requires a systematical analysis of design and operation of container vessels. Within the EU-funded research project SAFEDOR, a Formal Safety Assessment has been applied to establish the current safety level of generic container ships and to identify potential cost-effective risk control options. This paper describes a structured approach to develop the underlying high-level risk model. It is structured as risk contribution tree consisting of a series of fault trees and event trees for the major accident categories. Statistical analysis of casualty data is used to estimate the probability of occurrence. Finally, the summation overall individual risk contributions yields the current risk pro file for the operation of container vessels is presented as FN-curve.","internal_url":"https://www.academia.edu/10388205/A_risk_model_for_the_operation_of_container_vessels","translated_internal_url":"","created_at":"2015-01-30T04:54:48.645-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":25545285,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":47417182,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/47417182/thumbnails/1.jpg","file_name":"A12_20langbecker_20et_20al.pdf","download_url":"https://www.academia.edu/attachments/47417182/download_file?st=MTczMjc1OTk5Myw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"A_risk_model_for_the_operation_of_contai.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/47417182/A12_20langbecker_20et_20al-libre.pdf?1469154055=\u0026response-content-disposition=attachment%3B+filename%3DA_risk_model_for_the_operation_of_contai.pdf\u0026Expires=1732763593\u0026Signature=DpP3IjghaICeoxPvjWUj2EN69Ij0WelsogOBwn-rsrAf7DgKjH-~~5K~DtH49mzGbdV~WVxh8Weauq7RUXP0-XpiBnQ~8Nyyn8RV9-S~vNeKj-8GIMRvLHErbxa3aspDz~fgsESdBwVWkNCZRm7sobrjUdwbmok9SXT1Alm-BxclAWHMv1c2dqfxr0pFWyADMGp-gOf0jcElF-amCSK0ahAmjnuV-GeFM-exMx-fHEwT6zoqhoXPsG1259c~LGbHGo~wEpi1b10Sjz8SDXyG44z6QvnGPpV-GivmXphVNgFtJ0xe2MLr4TiW0mgoEobZUrB0xdswja0Ki~zbnlq6XA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"A_risk_model_for_the_operation_of_container_vessels","translated_slug":"","page_count":9,"language":"en","content_type":"Work","owner":{"id":25545285,"first_name":"Björn","middle_initials":null,"last_name":"Forsman","page_name":"BjörnForsman","domain_name":"chalmers","created_at":"2015-01-30T04:53:47.142-08:00","display_name":"Björn Forsman","url":"https://chalmers.academia.edu/Bj%C3%B6rnForsman"},"attachments":[{"id":47417182,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/47417182/thumbnails/1.jpg","file_name":"A12_20langbecker_20et_20al.pdf","download_url":"https://www.academia.edu/attachments/47417182/download_file?st=MTczMjc1OTk5Myw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"A_risk_model_for_the_operation_of_contai.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/47417182/A12_20langbecker_20et_20al-libre.pdf?1469154055=\u0026response-content-disposition=attachment%3B+filename%3DA_risk_model_for_the_operation_of_contai.pdf\u0026Expires=1732763593\u0026Signature=DpP3IjghaICeoxPvjWUj2EN69Ij0WelsogOBwn-rsrAf7DgKjH-~~5K~DtH49mzGbdV~WVxh8Weauq7RUXP0-XpiBnQ~8Nyyn8RV9-S~vNeKj-8GIMRvLHErbxa3aspDz~fgsESdBwVWkNCZRm7sobrjUdwbmok9SXT1Alm-BxclAWHMv1c2dqfxr0pFWyADMGp-gOf0jcElF-amCSK0ahAmjnuV-GeFM-exMx-fHEwT6zoqhoXPsG1259c~LGbHGo~wEpi1b10Sjz8SDXyG44z6QvnGPpV-GivmXphVNgFtJ0xe2MLr4TiW0mgoEobZUrB0xdswja0Ki~zbnlq6XA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":5187,"name":"Statistical Analysis","url":"https://www.academia.edu/Documents/in/Statistical_Analysis"},{"id":165565,"name":"Cost effectiveness","url":"https://www.academia.edu/Documents/in/Cost_effectiveness"},{"id":522622,"name":"Fault Tree Analysis","url":"https://www.academia.edu/Documents/in/Fault_Tree_Analysis"}],"urls":[{"id":4262395,"url":"http://www.springerlink.com/content/b25145704612133q"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="10388203"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/10388203/Airborne_Detection_of_Winter_Oil_Spills_A_Presentation_of_the_Swedish_Coast_Guards_Build_Up_of_Response_Resources_and_Operational_Manuals"><img alt="Research paper thumbnail of Airborne Detection of Winter Oil Spills—A Presentation of the Swedish Coast Guard's Build-Up of Response Resources and Operational Manuals" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/10388203/Airborne_Detection_of_Winter_Oil_Spills_A_Presentation_of_the_Swedish_Coast_Guards_Build_Up_of_Response_Resources_and_Operational_Manuals">Airborne Detection of Winter Oil Spills—A Presentation of the Swedish Coast Guard's Build-Up of Response Resources and Operational Manuals</a></div><div class="wp-workCard_item"><span>International Oil Spill Conference Proceedings</span><span>, 1991</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="10388203"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="10388203"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 10388203; 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> </div><div class="profile--tab_content_container js-tab-pane tab-pane" data-section-id="2486443" id="papers"><div class="js-work-strip profile--work_container" data-work-id="115178268"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178268/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland"><img alt="Research paper thumbnail of Sjötrafikbelastning på Salvorev, norr om Gotland" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178268/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland">Sjötrafikbelastning på Salvorev, norr om Gotland</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de progn...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178268"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178268"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178268; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178268]").text(description); $(".js-view-count[data-work-id=115178268]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178268; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178268']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178268, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178268]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178268,"title":"Sjötrafikbelastning på Salvorev, norr om Gotland","translated_title":"","metadata":{"abstract":"AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare","publication_date":{"day":null,"month":null,"year":2017,"errors":{}}},"translated_abstract":"AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178265"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178265/A_risk_model_for_the_operation_of_container_vessels"><img alt="Research paper thumbnail of A risk model for the operation of container vessels" class="work-thumbnail" src="https://attachments.academia-assets.com/111662542/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178265/A_risk_model_for_the_operation_of_container_vessels">A risk model for the operation of container vessels</a></div><div class="wp-workCard_item"><span>WMU journal of maritime affairs</span><span>, Apr 1, 2008</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="f04e9408f93a51d327f24347a31f5bc0" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":111662542,"asset_id":115178265,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/111662542/download_file?st=MTczMjc1OTk5Myw4LjIyMi4yMDguMTQ2&st=MTczMjc1OTk5Myw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178265"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178265"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178265; 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In order to actively manage these risks, they must be identified, analyzed, modeled, and quantified. This requires a systematical analysis of design and operation of container vessels. Within the EU-funded research project SAFEDOR, a Formal Safety Assessment has been applied to establish the current safety level of generic container ships and to identify potential cost-effective risk control options. This paper describes a structured approach to develop the underlying high-level risk model. It is structured as risk contribution tree consisting of a series of fault trees and event trees for the major accident categories. Statistical analysis of casualty data is used to estimate the probability of occurrence. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178264"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178264/Sj%C3%B6fartsanalyser_i_havsplaneringen_Konsekvenser_av_m%C3%B6jlig_omdirigering_av_fartygstrafik_kring_tre_planerade_vindbruksomr%C3%A5den_S%C3%B6dra_Sk%C3%A5ne_L%C3%A5nggrund_utanf%C3%B6r_Norrk%C3%B6ping_Oxel%C3%B6sund_och_Campsgrund_i_G%C3%A4vlebukten"><img alt="Research paper thumbnail of Sjöfartsanalyser i havsplaneringen : Konsekvenser av möjlig omdirigering av fartygstrafik kring tre planerade vindbruksområden: Södra Skåne, Långgrund utanför Norrköping/Oxelösund och Campsgrund i Gävlebukten" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178264/Sj%C3%B6fartsanalyser_i_havsplaneringen_Konsekvenser_av_m%C3%B6jlig_omdirigering_av_fartygstrafik_kring_tre_planerade_vindbruksomr%C3%A5den_S%C3%B6dra_Sk%C3%A5ne_L%C3%A5nggrund_utanf%C3%B6r_Norrk%C3%B6ping_Oxel%C3%B6sund_och_Campsgrund_i_G%C3%A4vlebukten">Sjöfartsanalyser i havsplaneringen : Konsekvenser av möjlig omdirigering av fartygstrafik kring tre planerade vindbruksområden: Södra Skåne, Långgrund utanför Norrköping/Oxelösund och Campsgrund i Gävlebukten</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">I sitt uppdrag att ta fram havsplaner identifierar Havs- och vattenmyndigheten (HaV) bl.a. ytor f...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">I sitt uppdrag att ta fram havsplaner identifierar Havs- och vattenmyndigheten (HaV) bl.a. ytor för; användningsområde sjöfart. I vissa fall måste dessa anpassas till andra identifierade användningsområden, såsom exempelvis energiproduktion och planerade vindbruksprojekt. På uppdrag av HaV har SSPA analyserat möjliga omdirigeringsalternativ för sjöfarten kring tre olika planerade vindbruksområden genom att jämföra dagens sjötrafik och konsekvenserna av olika omdirigeringsalternativ vad avser bränsleförbrukning och -kostnader, tidsåtgång, avgasemissioner samt olycksrisker. AIS-registreringar från 2016 och kompletterande fartygsdata används för att beräkna fartygens framdrivningsmotstånd, effektbehov samt bränsleförbrukning. Inverkan av vattendjupet på framdrivningsmotståndet beaktas särskilt och detaljerade djupdata hämtas från EMODnet. Bedömning av om och hur omdirigeringarna påverkar grundstötnings- och kollisionsrisker görs med ledning av resultat framtagna med beräkningsprogram...</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178264"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178264"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178264; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178264]").text(description); $(".js-view-count[data-work-id=115178264]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178264; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178264']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178264, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178264]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178264,"title":"Sjöfartsanalyser i havsplaneringen : Konsekvenser av möjlig omdirigering av fartygstrafik kring tre planerade vindbruksområden: Södra Skåne, Långgrund utanför Norrköping/Oxelösund och Campsgrund i Gävlebukten","translated_title":"","metadata":{"abstract":"I sitt uppdrag att ta fram havsplaner identifierar Havs- och vattenmyndigheten (HaV) bl.a. ytor för; användningsområde sjöfart. I vissa fall måste dessa anpassas till andra identifierade användningsområden, såsom exempelvis energiproduktion och planerade vindbruksprojekt. På uppdrag av HaV har SSPA analyserat möjliga omdirigeringsalternativ för sjöfarten kring tre olika planerade vindbruksområden genom att jämföra dagens sjötrafik och konsekvenserna av olika omdirigeringsalternativ vad avser bränsleförbrukning och -kostnader, tidsåtgång, avgasemissioner samt olycksrisker. AIS-registreringar från 2016 och kompletterande fartygsdata används för att beräkna fartygens framdrivningsmotstånd, effektbehov samt bränsleförbrukning. Inverkan av vattendjupet på framdrivningsmotståndet beaktas särskilt och detaljerade djupdata hämtas från EMODnet. Bedömning av om och hur omdirigeringarna påverkar grundstötnings- och kollisionsrisker görs med ledning av resultat framtagna med beräkningsprogram...","publisher":"Göteborg","publication_date":{"day":null,"month":null,"year":2017,"errors":{}}},"translated_abstract":"I sitt uppdrag att ta fram havsplaner identifierar Havs- och vattenmyndigheten (HaV) bl.a. ytor för; användningsområde sjöfart. I vissa fall måste dessa anpassas till andra identifierade användningsområden, såsom exempelvis energiproduktion och planerade vindbruksprojekt. På uppdrag av HaV har SSPA analyserat möjliga omdirigeringsalternativ för sjöfarten kring tre olika planerade vindbruksområden genom att jämföra dagens sjötrafik och konsekvenserna av olika omdirigeringsalternativ vad avser bränsleförbrukning och -kostnader, tidsåtgång, avgasemissioner samt olycksrisker. AIS-registreringar från 2016 och kompletterande fartygsdata används för att beräkna fartygens framdrivningsmotstånd, effektbehov samt bränsleförbrukning. Inverkan av vattendjupet på framdrivningsmotståndet beaktas särskilt och detaljerade djupdata hämtas från EMODnet. Bedömning av om och hur omdirigeringarna påverkar grundstötnings- och kollisionsrisker görs med ledning av resultat framtagna med beräkningsprogram...","internal_url":"https://www.academia.edu/115178264/Sj%C3%B6fartsanalyser_i_havsplaneringen_Konsekvenser_av_m%C3%B6jlig_omdirigering_av_fartygstrafik_kring_tre_planerade_vindbruksomr%C3%A5den_S%C3%B6dra_Sk%C3%A5ne_L%C3%A5nggrund_utanf%C3%B6r_Norrk%C3%B6ping_Oxel%C3%B6sund_och_Campsgrund_i_G%C3%A4vlebukten","translated_internal_url":"","created_at":"2024-02-20T09:41:53.447-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":25545285,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Sjöfartsanalyser_i_havsplaneringen_Konsekvenser_av_möjlig_omdirigering_av_fartygstrafik_kring_tre_planerade_vindbruksområden_Södra_Skåne_Långgrund_utanför_Norrköping_Oxelösund_och_Campsgrund_i_Gävlebukten","translated_slug":"","page_count":null,"language":"sv","content_type":"Work","owner":{"id":25545285,"first_name":"Björn","middle_initials":null,"last_name":"Forsman","page_name":"BjörnForsman","domain_name":"chalmers","created_at":"2015-01-30T04:53:47.142-08:00","display_name":"Björn Forsman","url":"https://chalmers.academia.edu/Bj%C3%B6rnForsman"},"attachments":[],"research_interests":[{"id":58054,"name":"Environmental Sciences","url":"https://www.academia.edu/Documents/in/Environmental_Sciences"},{"id":606173,"name":"Skåne","url":"https://www.academia.edu/Documents/in/Skane"}],"urls":[{"id":39642189,"url":"http://urn.kb.se/resolve?urn=urn:nbn:se:havochvatten:diva-162"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178263"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178263/Omdirigeringsanalys_av_sj%C3%B6fart_kring_Hoburgs_bank_och_Midsj%C3%B6bankarna_Underlag_inom_svensk_havsplanering"><img alt="Research paper thumbnail of Omdirigeringsanalys av sjöfart kring Hoburgs bank och Midsjöbankarna : Underlag inom svensk havsplanering" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178263/Omdirigeringsanalys_av_sj%C3%B6fart_kring_Hoburgs_bank_och_Midsj%C3%B6bankarna_Underlag_inom_svensk_havsplanering">Omdirigeringsanalys av sjöfart kring Hoburgs bank och Midsjöbankarna : Underlag inom svensk havsplanering</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">SSPA har anlitats för att ta fram underlag för Havs- och vattenmyndighetens havsplaneringsuppdrag...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">SSPA har anlitats för att ta fram underlag för Havs- och vattenmyndighetens havsplaneringsuppdrag, genom att utreda konsekvenser av möjliga omdirigeringsalternativ för fartygstrafiken kring de känsliga Midsjöbankarna och Hoburgs bank. Rapporten syftar till att ge myndigheten ett välgrundat underlag för att utforma och motivera eventuella förslag till omdirigering av fartygstrafik. En detaljerad analys av dagens sjötrafik, baserad på AIS-data från hela 2015, har genomförts och jämförs med scenarion där motsvarande sjötrafik omdirigerats till alternativa leder för att minska miljöbelastningen på bankarna. Konsekvensberäkningarna för de två huvudalternativen; djupvattenleden söder om Hoburgs bank respektive leden väster om Gotland, analyseras var för sig genom att all omdirigerad trafik förutsätts passera endera leden. Inverkan av grunt vatten kan ge betydande motståndsökning och det är därför viktigt att skillnaderna mellan lederna beaktas så att grundvatteneffekternas inverka...</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178263"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178263"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178263; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178263]").text(description); $(".js-view-count[data-work-id=115178263]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178263; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178263']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178263, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178263]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178263,"title":"Omdirigeringsanalys av sjöfart kring Hoburgs bank och Midsjöbankarna : Underlag inom svensk havsplanering","translated_title":"","metadata":{"abstract":"SSPA har anlitats för att ta fram underlag för Havs- och vattenmyndighetens havsplaneringsuppdrag, genom att utreda konsekvenser av möjliga omdirigeringsalternativ för fartygstrafiken kring de känsliga Midsjöbankarna och Hoburgs bank. Rapporten syftar till att ge myndigheten ett välgrundat underlag för att utforma och motivera eventuella förslag till omdirigering av fartygstrafik. En detaljerad analys av dagens sjötrafik, baserad på AIS-data från hela 2015, har genomförts och jämförs med scenarion där motsvarande sjötrafik omdirigerats till alternativa leder för att minska miljöbelastningen på bankarna. Konsekvensberäkningarna för de två huvudalternativen; djupvattenleden söder om Hoburgs bank respektive leden väster om Gotland, analyseras var för sig genom att all omdirigerad trafik förutsätts passera endera leden. Inverkan av grunt vatten kan ge betydande motståndsökning och det är därför viktigt att skillnaderna mellan lederna beaktas så att grundvatteneffekternas inverka...","publisher":"Göteborg","publication_date":{"day":null,"month":null,"year":2017,"errors":{}}},"translated_abstract":"SSPA har anlitats för att ta fram underlag för Havs- och vattenmyndighetens havsplaneringsuppdrag, genom att utreda konsekvenser av möjliga omdirigeringsalternativ för fartygstrafiken kring de känsliga Midsjöbankarna och Hoburgs bank. Rapporten syftar till att ge myndigheten ett välgrundat underlag för att utforma och motivera eventuella förslag till omdirigering av fartygstrafik. En detaljerad analys av dagens sjötrafik, baserad på AIS-data från hela 2015, har genomförts och jämförs med scenarion där motsvarande sjötrafik omdirigerats till alternativa leder för att minska miljöbelastningen på bankarna. Konsekvensberäkningarna för de två huvudalternativen; djupvattenleden söder om Hoburgs bank respektive leden väster om Gotland, analyseras var för sig genom att all omdirigerad trafik förutsätts passera endera leden. Inverkan av grunt vatten kan ge betydande motståndsökning och det är därför viktigt att skillnaderna mellan lederna beaktas så att grundvatteneffekternas inverka...","internal_url":"https://www.academia.edu/115178263/Omdirigeringsanalys_av_sj%C3%B6fart_kring_Hoburgs_bank_och_Midsj%C3%B6bankarna_Underlag_inom_svensk_havsplanering","translated_internal_url":"","created_at":"2024-02-20T09:41:52.942-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":25545285,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Omdirigeringsanalys_av_sjöfart_kring_Hoburgs_bank_och_Midsjöbankarna_Underlag_inom_svensk_havsplanering","translated_slug":"","page_count":null,"language":"sv","content_type":"Work","owner":{"id":25545285,"first_name":"Björn","middle_initials":null,"last_name":"Forsman","page_name":"BjörnForsman","domain_name":"chalmers","created_at":"2015-01-30T04:53:47.142-08:00","display_name":"Björn Forsman","url":"https://chalmers.academia.edu/Bj%C3%B6rnForsman"},"attachments":[],"research_interests":[],"urls":[{"id":39642188,"url":"http://urn.kb.se/resolve?urn=urn:nbn:se:havochvatten:diva-135"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178262"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178262/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland"><img alt="Research paper thumbnail of Sjötrafikbelastning på Salvorev, norr om Gotland" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178262/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland">Sjötrafikbelastning på Salvorev, norr om Gotland</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de progn...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178262"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178262"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178262; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178262]").text(description); $(".js-view-count[data-work-id=115178262]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178262; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178262']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178262, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178262]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178262,"title":"Sjötrafikbelastning på Salvorev, norr om Gotland","translated_title":"","metadata":{"abstract":"AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare","publication_date":{"day":null,"month":null,"year":2017,"errors":{}}},"translated_abstract":"AquaBiota Water Research och SSPA har, genomfört en utredning som syftar till att utreda de prognosticerade trafikförändringarna i Salvorevsområdet, samt sjöfartens konsekvenser för naturvärdena vid Salvorev, norr om Gotland. Utredningen avser specifikt de förändringar som förväntas då rutten mellan Hoburgs bank och Gotland inte längre används. Utredningen innefattar en beskrivning av nuvarande fartygstrafik i området samt en bedömning av hur sjöfarten över Salvorev skulle öka om fartyg framöver omdirigeras från rutten vid Hoburgs bank till leden väster om Gotland. Därtill görs en kvalitativ konsekvensbedömning med iakttagande av hur sjöfartens trafikmönster påverkar Natura 2000-områden, skyddsvärda habitat samt för området viktiga arter som alfågel och gråsäl. Resultaten visar att dagens sjötrafik vid Salvorev utgörs av ca 2 100 årliga passager, vilka domineras av passager inom den dubbelriktade farledskorridoren Two-way Route Salvorev, vilken även korsas av linjetrafik mellan Nynäshamn och Ventspils, Lettland. Det finns indikationer på att nuvarande trafik kan påverka naturvärdena i området negativt, men det är svårt att fastslå i vilken omfattning. Den förhöjda risken för oljeutsläpp i området illustrerar en ökad riskbild för känsliga naturvärden såsom övervintringsområden för alfågel, fartygspassager kan störa sjöfågel, och undervattensbuller kan till exempel ge negativa effekter på ung fisk. Vid en omdirigering kan stora delar av den fartygstrafik som i dagsläget trafikerar rutten sydost om Gotland komma att adderas till den redan existerande trafiken vid Salvorev. Detta innebär en mycket omfattande ökning i antalet passager (16 000 årliga passager), en ökning av antalet fartyg med större djupgående, samt en möjlig ökning av fartygens medelhastighet i området. Sannolikheten för grundstötnings- och kollisionsolyckor antas öka med ökad passagefrekvens och ökad trafik med lastade oljetankfartyg medför risker för stora utsläpp med allvarliga miljökonsekvenser. Detta utgör också den huvudsakligt ökade risken för naturvärdena i området, då flertalet arter och biotoper bedöms som sårbara för oljeutsläpp. Särskilt för sjöfågel, som även kan komma att påverkas negativt av störningar uppkomna av det ökade antalet fartygspassager, bedöms detta utgöra en betydligt ökad risk för områdets naturvärden i jämförelse med dagens trafikläge. Vattendjupet är ungefär samma vid passagen förbi Salvorev som mellan Gotland och Hoburgs bank, men den anvisade dubbelriktade farledszonen är bara omkring hälften så bred som passagen vid Hoburg. Den förtätade trafikbild som kan uppstå vid Salvorev kompliceras även av det idag diagonalt korsande stråket med trafik mellan Nynäshamn och Ventspils. Om de beskrivna omdirigeringsåtgärderna ska genomföras, rekommenderas därför att sjösäkerhetsmässiga frågor om bredden på farledszonen vid Salvorev och eventuella behov av förändrade routing-åtgärder utredas närmare","internal_url":"https://www.academia.edu/115178262/Sj%C3%B6trafikbelastning_p%C3%A5_Salvorev_norr_om_Gotland","translated_internal_url":"","created_at":"2024-02-20T09:41:52.615-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":25545285,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Sjötrafikbelastning_på_Salvorev_norr_om_Gotland","translated_slug":"","page_count":null,"language":"sv","content_type":"Work","owner":{"id":25545285,"first_name":"Björn","middle_initials":null,"last_name":"Forsman","page_name":"BjörnForsman","domain_name":"chalmers","created_at":"2015-01-30T04:53:47.142-08:00","display_name":"Björn Forsman","url":"https://chalmers.academia.edu/Bj%C3%B6rnForsman"},"attachments":[],"research_interests":[{"id":58054,"name":"Environmental Sciences","url":"https://www.academia.edu/Documents/in/Environmental_Sciences"},{"id":545130,"name":"Natura","url":"https://www.academia.edu/Documents/in/Natura"}],"urls":[]}, dispatcherData: dispatcherData }); 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178256"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178256/Icemaster_A_Toolbox_for_Planning_of_Arctic_Offshore_Operations"><img alt="Research paper thumbnail of Icemaster – A Toolbox for Planning of Arctic Offshore Operations" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178256/Icemaster_A_Toolbox_for_Planning_of_Arctic_Offshore_Operations">Icemaster – A Toolbox for Planning of Arctic Offshore Operations</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">SSPA Sweden AB has developed a decision support tool for Arctic offshore operations in close coop...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">SSPA Sweden AB has developed a decision support tool for Arctic offshore operations in close cooperation with the ship owner Transatlantic. With their icebreaking offshore supply vessels, Transatlantic has experience in both offshore operations and ice breaking for the Swedish Maritime Administration, which gives them a unique competence for Arctic offshore tasks. Founded on these experiences SSPA has created a toolbox based on Bayesian networks to provide the decision maker with the required competence to plan, dimension and organise offshore operations. The demands on the model given by Transatlantic for this tool were to include an accurate planning possibility, it should be handy and flexible, successively extendable, based scientifically and it should reflect the operators experience and even experience transfer. The developed tool is based on so called Bayesian Networks. With the help of the graphical directed arrows it is possible to describe complex links and relations betwe...</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178256"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178256"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178256; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178256]").text(description); $(".js-view-count[data-work-id=115178256]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178256; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178256']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178256, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178256]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178256,"title":"Icemaster – A Toolbox for Planning of Arctic Offshore Operations","translated_title":"","metadata":{"abstract":"SSPA Sweden AB has developed a decision support tool for Arctic offshore operations in close cooperation with the ship owner Transatlantic. With their icebreaking offshore supply vessels, Transatlantic has experience in both offshore operations and ice breaking for the Swedish Maritime Administration, which gives them a unique competence for Arctic offshore tasks. Founded on these experiences SSPA has created a toolbox based on Bayesian networks to provide the decision maker with the required competence to plan, dimension and organise offshore operations. The demands on the model given by Transatlantic for this tool were to include an accurate planning possibility, it should be handy and flexible, successively extendable, based scientifically and it should reflect the operators experience and even experience transfer. The developed tool is based on so called Bayesian Networks. 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The demands on the model given by Transatlantic for this tool were to include an accurate planning possibility, it should be handy and flexible, successively extendable, based scientifically and it should reflect the operators experience and even experience transfer. The developed tool is based on so called Bayesian Networks. 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In an INTERREG-project led by the Lulea University of Technology, SSPA Sweden AB conducted a study to gain insight into the problems related to winter traffic in Swedish ports. This research is intended to lead to the identification of technical solutions to ease winter navigation in the ports. The state icebreakers have been making navigation possible all year round since the nineteen seventies by assisting ships sailing in ice-covered waters. In Sweden, the local port owner is responsible for breaking channels and assisting arriving and departing vessels. All port owners along the east coast of Sweden have been interviewed to get an overview of the local ice conditions and their impact on the traffic. Specific emphasis was put on the collection and analysis of different ice-reducing measures currently used in the ports. These include mechanical (e.g., ice breaking) and thermal (e.g., waste water discharge) measures. The distribution and range of applications and most importantly the experiences gained from the different measures have been described and summarised. The efficiency of the different measures has been investigated and compared to predictions of theoretical calculations. In the analyses of the ice-reducing measures, the effects of different measures have been studied, a cost-benefit assessment for different ice-reducing measures has been included and the environmental impact studied. Most of the ports base their ice management only on the utilization of an icebreaking tug boat even though other measures could play a decisive roll in ice handling. High pressure on quay structures occurs as a consequence of the berthing of ships in ice-covered ports. This pressure represents a regular source of damage. Manoeuvring and reversing in ice can further lead to damages of the propeller and rudder of the ice-going vessels. In addition other problems like icing on ships and equipment was looked at. Repairs and other extra costs due to winter navigation for the port and — indirectly — the ship owners can be seen as a commercial disadvantage. Identification of costs caused by the winter conditions was therefore an important part of our analysis. The results of the research have been compared with a similar study performed in Finland and a further literature study was conducted to recommend efficient improvements for the port owners.© 2008 ASME</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178255"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178255"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178255; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178255]").text(description); $(".js-view-count[data-work-id=115178255]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178255; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178255']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178255, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178255]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178255,"title":"Ice Management in Scandinavian Ports","translated_title":"","metadata":{"abstract":"Scandinavian ports, especially the ports in the northern Baltic Sea, face a regular challenge every year — ice. In an INTERREG-project led by the Lulea University of Technology, SSPA Sweden AB conducted a study to gain insight into the problems related to winter traffic in Swedish ports. This research is intended to lead to the identification of technical solutions to ease winter navigation in the ports. The state icebreakers have been making navigation possible all year round since the nineteen seventies by assisting ships sailing in ice-covered waters. In Sweden, the local port owner is responsible for breaking channels and assisting arriving and departing vessels. All port owners along the east coast of Sweden have been interviewed to get an overview of the local ice conditions and their impact on the traffic. Specific emphasis was put on the collection and analysis of different ice-reducing measures currently used in the ports. These include mechanical (e.g., ice breaking) and thermal (e.g., waste water discharge) measures. The distribution and range of applications and most importantly the experiences gained from the different measures have been described and summarised. The efficiency of the different measures has been investigated and compared to predictions of theoretical calculations. In the analyses of the ice-reducing measures, the effects of different measures have been studied, a cost-benefit assessment for different ice-reducing measures has been included and the environmental impact studied. Most of the ports base their ice management only on the utilization of an icebreaking tug boat even though other measures could play a decisive roll in ice handling. High pressure on quay structures occurs as a consequence of the berthing of ships in ice-covered ports. This pressure represents a regular source of damage. Manoeuvring and reversing in ice can further lead to damages of the propeller and rudder of the ice-going vessels. 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This research is intended to lead to the identification of technical solutions to ease winter navigation in the ports. The state icebreakers have been making navigation possible all year round since the nineteen seventies by assisting ships sailing in ice-covered waters. In Sweden, the local port owner is responsible for breaking channels and assisting arriving and departing vessels. All port owners along the east coast of Sweden have been interviewed to get an overview of the local ice conditions and their impact on the traffic. Specific emphasis was put on the collection and analysis of different ice-reducing measures currently used in the ports. These include mechanical (e.g., ice breaking) and thermal (e.g., waste water discharge) measures. The distribution and range of applications and most importantly the experiences gained from the different measures have been described and summarised. 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With their icebreaking offshore supply vessels, Transatlantic has experience in both offshore operations and ice breaking for the Swedish Maritime Administration, which gives them a unique competence for Arctic offshore tasks. Founded on these experiences SSPA has created a toolbox based on Bayesian networks to provide the decision maker with the required competence to plan, dimension and organise offshore operations. The demands on the model given by Transatlantic for this tool were to include an accurate planning possibility, it should be handy and flexible, successively extendable, based scientifically and it should reflect the operators experience and even experience transfer. The developed tool is based on so called Bayesian Networks. With the help of the graphical directed arrows it is possible to describe complex links and relations betwe...</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178253"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178253"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178253; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=115178253]").text(description); $(".js-view-count[data-work-id=115178253]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 115178253; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='115178253']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 115178253, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=115178253]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":115178253,"title":"Decision Support for Offshore Operations in Remote Arctic Areas TOSC: An Optimization Toolbox Based on Bayesian Networks","translated_title":"","metadata":{"abstract":"SSPA Sweden AB has developed a decision support tool for Arctic offshore operations in close cooperation with the ship owner Transatlantic. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="115178183"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/115178183/The_interaction_of_large_and_high_speed_vessels_with_the_environment_in_archipelagos_Final_report_SSPA_Research_Report_No_122"><img alt="Research paper thumbnail of The interaction of large and high-speed vessels with the environment in archipelagos - Final report.” SSPA Research Report No 122" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/115178183/The_interaction_of_large_and_high_speed_vessels_with_the_environment_in_archipelagos_Final_report_SSPA_Research_Report_No_122">The interaction of large and high-speed vessels with the environment in archipelagos - Final report.” SSPA Research Report No 122</a></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="115178183"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="115178183"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 115178183; 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="108273881"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/108273881/Estimation_of_ship_bridge_collision_probability_by_use_of_Monte_Carlo_simulations"><img alt="Research paper thumbnail of Estimation of ship bridge collision probability by use of Monte Carlo simulations" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/108273881/Estimation_of_ship_bridge_collision_probability_by_use_of_Monte_Carlo_simulations">Estimation of ship bridge collision probability by use of Monte Carlo simulations</a></div><div class="wp-workCard_item"><span>IABSE Congress, Stockholm 2016: Challenges in Design and Construction of an Innovative and Sustainable Built Environment</span><span>, 2016</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">This paper suggests a new method for risk assessment in maritime environment. The method is devel...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">This paper suggests a new method for risk assessment in maritime environment. The method is developed in close collaboration between SSPA and the Norwegian Public Road Administration for application to the planned fixed crossing of the Bjørnafjord in Norway. The method is based on principles from big data analysis and inspired by the Monte Carlo simulation technique. The basic idea is to simulate millions of representative vessel movements with stochastic failures in four degrees of freedom aiming to get a geometric distribution of the collision locations and probabilities.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="108273881"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="108273881"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 108273881; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=108273881]").text(description); $(".js-view-count[data-work-id=108273881]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 108273881; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='108273881']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 108273881, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=108273881]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":108273881,"title":"Estimation of ship bridge collision probability by use of Monte Carlo simulations","translated_title":"","metadata":{"abstract":"This paper suggests a new method for risk assessment in maritime environment. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="10388205"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/10388205/A_risk_model_for_the_operation_of_container_vessels"><img alt="Research paper thumbnail of A risk model for the operation of container vessels" class="work-thumbnail" src="https://attachments.academia-assets.com/47417182/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/10388205/A_risk_model_for_the_operation_of_container_vessels">A risk model for the operation of container vessels</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Commercial shipping of containerized goods involves certain risks for human safety and environmen...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Commercial shipping of containerized goods involves certain risks for human safety and environment. In order to actively manage these risks, they must be identified, analyzed, modeled, and quantified. This requires a systematical analysis of design and operation of container vessels. Within the EU-funded research project SAFEDOR, a Formal Safety Assessment has been applied to establish the current safety level of generic container ships and to identify potential cost-effective risk control options. This paper describes a structured approach to develop the underlying high-level risk model. It is structured as risk contribution tree consisting of a series of fault trees and event trees for the major accident categories. Statistical analysis of casualty data is used to estimate the probability of occurrence. Finally, the summation overall individual risk contributions yields the current risk pro file for the operation of container vessels is presented as FN-curve.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="4d29e5b21286a8b9ab15bd8111cbd10d" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":47417182,"asset_id":10388205,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/47417182/download_file?st=MTczMjc1OTk5Myw4LjIyMi4yMDguMTQ2&st=MTczMjc1OTk5Myw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="10388205"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="10388205"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 10388205; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=10388205]").text(description); $(".js-view-count[data-work-id=10388205]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 10388205; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='10388205']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 10388205, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "4d29e5b21286a8b9ab15bd8111cbd10d" } } $('.js-work-strip[data-work-id=10388205]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":10388205,"title":"A risk model for the operation of container vessels","translated_title":"","metadata":{"abstract":"Commercial shipping of containerized goods involves certain risks for human safety and environment. 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Finally, the summation overall individual risk contributions yields the current risk pro file for the operation of container vessels is presented as FN-curve.","publication_date":{"day":null,"month":null,"year":2008,"errors":{}}},"translated_abstract":"Commercial shipping of containerized goods involves certain risks for human safety and environment. In order to actively manage these risks, they must be identified, analyzed, modeled, and quantified. This requires a systematical analysis of design and operation of container vessels. Within the EU-funded research project SAFEDOR, a Formal Safety Assessment has been applied to establish the current safety level of generic container ships and to identify potential cost-effective risk control options. This paper describes a structured approach to develop the underlying high-level risk model. It is structured as risk contribution tree consisting of a series of fault trees and event trees for the major accident categories. Statistical analysis of casualty data is used to estimate the probability of occurrence. 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