Norrköping, Sweden
Norrköping, Sweden

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Hell B.,University of Stockholm | Broman B.,Swedish Meteorological and Hydrological Institute | Jakobsson L.,Swedish Maritime Administration | Jakobsson M.,University of Stockholm | And 2 more authors.
Ambio | Year: 2012

Bathymetry, the underwater topography, is a fundamental property of oceans, seas, and lakes. As such it is important for a wide range of applications, like physical oceanography, marine geology, geophysics and biology or the administration of marine resources. The exact requirements users may have regarding bathymetric data are, however, unclear. Here, the results of a questionnaire survey and a literature review are presented, concerning the use of Baltic Sea bathymetric data in research and for societal needs. It is demonstrated that there is a great need for detailed bathymetric data. Despite the abundance of high-quality bathymetric data that are produced for safety of navigation purposes, the digital bathymetric models publicly available to date cannot satisfy this need. Our study shows that DBMs based on data collected for safety of navigation could substantially improve the base data for administrative decision making as well as the possibilities for marine research in the Baltic Sea. © 2011 Royal Swedish Academy of Sciences.

Agency: Cordis | Branch: H2020 | Program: IA | Phase: MG-4.2-2014 | Award Amount: 11.46M | Year: 2015

The trend in navigational accidents no longer appears to decrease. In a Formal Safety Assessment (IMO NAV59-6, Annex 1) 5.544 navigational and 7.275 other accidents resulted in the loss of 6.264 lives (2001-2010). The coincide of EU policies on safer and more efficient waterborne operations and in particular the e-maritime initiative with IMOs strategy for e-navigation opens a unique window of opportunity to influence the maritime sector and make substantial impact. Funding of EfficienSea 2 will enable the consortium to exploit this window of opportunity, supporting EU policies and marine traffic management through services to: 1. Improve navigational safety and efficiency 2. Improve Arctic navigation and emergency response 3. Decrease administrative burdens 4. Improve environmental monitoring & enforcement Lasting impact will be ensured by five enabling actions: 1. Development of the Maritime Cloud a communication framework for both e-maritime and e-navigation - enabling efficient sharing of information between all maritime stakeholders 2. Maturing emerging communication technologies, improving ships connectivity 3. Proactive facilitation of standardisation to maximize adoption and impact 4. Showcasing solutions in two very different geographic areas. Web-based initial implementation of the services will be done in the Arctic and the Baltic 5. Ensure an ambitious upgrade of international maritime safety regimes through a strong participation in regulatory bodies including EU and IMO EfficienSea 2 has gathered a unique level of competence in a consortium of 32 partners from 10 countries representing authorities, academia, international organisations as well as equipment manufacturers combining all the right capacities for effectively achieving these ambitious objectives.

Beldowski J.,Polish Academy of Sciences | Klusek Z.,Polish Academy of Sciences | Szubska M.,Polish Academy of Sciences | Turja R.,Finnish Environment Institute | And 32 more authors.
Deep-Sea Research Part II: Topical Studies in Oceanography | Year: 2015

Chemical Munitions Search & Assessment (CHEMSEA) project has performed studies on chemical weapon (CW) detection, sediment pollution and spreading as well as biological effects of chemical warfare agents (CWAs) dumped in the Baltic Sea. Results suggest that munitions containing CWAs are more scattered on the seafloor than suspected, and previously undocumented dumpsite was discovered in Gdansk Deep. Pollution of sediments with CWA degradation products was local and close to the detected objects; however the pollution range was larger than predicted with theoretical models. Bottom currents observed in the dumpsites were strong enough for sediment re-suspension, and contributed to the transport of polluted sediments. Diversity and density of the faunal communities were poor at the dumping sites in comparison to the reference area, although the direct effects of CWA on benthos organisms were difficult to determine due to hypoxic or even anoxic conditions near the bottom. Equally, the low oxygen might have affected the biological effects assessed in cod and caged blue mussels. Nonetheless, both species showed significantly elevated molecular and cellular level responses at contaminated sites compared to reference sites. © 2015 Elsevier Ltd.

Agency: Cordis | Branch: FP7 | Program: CSA-CA | Phase: SST.2010.6-3. | Award Amount: 2.28M | Year: 2011

An ERA-NET on maritime technologies (MARTEC) began with 12 ministries and funding organisations from 9 European countries in 2006. There was little or no contact prior to its establishment. MARTEC quickly formed a strong network and has launched calls in 2008, 2009 with a further one planned for 2010. So far applications for proposals have involved participants from 8 countries, and projects funded total about 10 million Euros. Given the success of the first phase, 17 ministries and funding organisations from 15 countries are now involved in MARTEC. Although we now have experience of working across national borders, the programme management and project handling are still quite different. We need to iron out discrepancies, which can be achieved through the development of common procedures. To deepen and broaden co-operation in the field of maritime research, we need to develop more flexible procedures. There has been real advantage of working together so we need to pave the way for the establishment of long lasting systems. MARTEC II will move from a basic understanding of each others procedures and priorities to real information exchange based on trust and actively looking to work with partners across national borders. MARTEC II will: Broaden the geographical scope through the inclusion of new countries. Intensify cooperation by launching calls and joint programmes. Strengthen the dissemination of waterborne research results throughout Europe. The structuring of maritime research will be better coordinated through a programme database and research mapping. There will be information exchange and stronger cooperation between MARTEC and WATERBORNETP, other ERA-NETs (e.g. TRANSPORT II) as well as other initiatives, which is essential for future activities. MARTEC will also establish future structures for a sustainable network.

Agency: Cordis | Branch: FP7 | Program: CP-FP | Phase: SST.2008.4.1.1. | Award Amount: 3.83M | Year: 2009

The present projectaims to develope an efficient ice compression and ice dynamics forecasting system which is precisely aimed in increasing the safety of winter navigation in dynamic ice conditions. This system is particularly efficient in case of large, AFRAMAX size or larger, oil tankers navigating in the Baltic, Okhotsk Sea and also in the western Russian Arctic. These tankers include a large parallel midbody and a hull form that is not especially suitable for ice breaking. A hull rupture of these tankers in compressive ice would lead to catastrophic consequences in the Baltic. Further, the Baltic icebreaking system including the ice services are now responding to the increased tanker traffic to and from the Russian terminals in the eastern Baltic. Similar change is likely to occur in the Okhotsk Sea, Russian western Arctic and possibly also in the White Sea. In developing ice service products applicable in these new sea areas, the present project contributes towards topics safety of ice navigation. Finally, it has been the observation of the Finnish and Swedish icebreaker services that the crews of the ice strengthened vessels do not have the necessary experience for winter navigation. The Baltic Icebreaker Management (BIM, see is making every effort to increase the awareness for winter operations and ice conditions also awareness about the ice service products. A timely, easily comprehended, standardized and homogenized operational advice and ice navigation in a form of ice charts and ice forecasts will reduce the risk of human error in interpreting ice conditions and selecting a route through ice. Project also aims to understand the effect of ship structures onto risk of compressive ice damages. This knowledge will used then to redesign some part of the structure so to achieve the best possible damage resistance with reduction in structural weight.

PubMed | Swedish Maritime Administration, Karolinska Institutet, Helicopter Emergency Medical Services and Swedish Lifesaving Society
Type: | Journal: Resuscitation | Year: 2017

Drowning leading to out-of-hospital cardiac arrest (OHCA) and death is a major public health concern. Submersion with duration of less than 10min is associated with favorable neurological outcome and nearby bystanders play a considerable role in rescue and resuscitation. Drones can provide a visual overview of an accident scene, their potential as lifesaving tools in drowning has not been evaluated.The aim of this simulation study was to evaluate the efficiency of a drone for providing earlier location of a submerged possible drowning victim in comparison with standard procedure.This randomized simulation study used a submerged manikin placed in a shallow (<2m) 100100-m area at Tylsand beach, Sweden. A search party of 14 surf-lifeguards (control) was compared to a drone transmitting video to a tablet (intervention). Time from start to contact with the manikin was the primary endpoint.Twenty searches were performed in total, 10 for each group. The median time from start to contact with the manikin was 4:34min (IQR 2:56-7:48) for the search party (control) and 0:47min (IQR 0:38-0:58) for the drone-system (intervention) respectively (p<0.001). The median time saved by using the drone was 3:38min (IQR 2:02-6:38).A drone transmitting live video to a tablet is feasible, time saving in comparison to traditional search parties and may be used for providing earlier location of submerged victims at a beach. Drone search can possibly contribute to earlier onset of CPR in drowning victims.

Norin D.,Cadastral and Land Registration Authority | Sunna J.,Cadastral and Land Registration Authority | Lundell R.,Cadastral and Land Registration Authority | Hedling G.,Cadastral and Land Registration Authority | Olsson U.,Swedish Maritime Administration
25th International Technical Meeting of the Satellite Division of the Institute of Navigation 2012, ION GNSS 2012 | Year: 2012

SWEPOS Network RTK Service is widely used in Sweden and it is working in virtual reference station mode. It has up to present not been in question to implement network RTK messages in the service. However, test measurements with the technique and discussions based on its possible advantages have taken place. One advantage would be that it is suitable for uninterrupted continuous navigation of boats, ships or other vehicles, since the technique with virtual reference station solutions introduces recalculation of the fictitious reference station. During 2012, network RTK test measurements based on network RTK messages have been performed both in field and on board a ship. The field measurements were performed on points with known positions and receivers from Leica, Topcon and Trimble were used. The standard uncertainty in the measurements with network RTK messages was about 10 mm horizontally and a little bit less than twice as high vertically in both broadcast and automatic modes. The measurements on board a ship were carried out on board the hydrographic survey vessel Jacob Hägg from the Swedish Maritime Administration. The ship made a route of approximately 130 kilometres, which lasted for approximately seven hours. The test measurements performed with network RTK messages both in the field and on board a ship generally worked fine. Based on the measurements, it can be stated that the results from broadcast mode and automatic mode are highly correlated.

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