Safe Hydrogen Bunkering Compressed gaseous hydrogen (CGH2) storage and bunkering represent a viable alternative marine fuel with the potential to be entirely fossil-free. However, the adoption of CGH2 introduces unique challenges and risks that require rigorous assessment to ensure its safe and efficient use. CGH2 is favored for its sustainability potential and comparatively lower economic demands relative to liquid hydrogen. Nevertheless, its physical and chemical properties necessitate enhanced safety measures. CGH2 exhibits a broader flammability range, lower minimum ignition energy, and faster combustion rates compared to conventional fuels such as methane. Additionally, its storage under high pressures exceeding 250 bar implies that leaks may lead to hazardous phenomena, including jet flames or deflagrations (explosions). This report emphasizes the safety of personnel, including crew members, terminal workers, and passengers, while investigating the hazards associated with CGH2 bunkering. To this end, existing literature and regulations pertaining to LNG and hydrogen have been reviewed, stakeholder interviews have been conducted for a Visby case study, and a Hazard Identification (HAZID) analysis has been performed. Key hazards identified include loss of containment due to leaks, pipe, or tank ruptures. To effectively manage the risks of CGH2 bunkering, preventive and mitigative strategies must address multiple dimensions. These include operational limits, technical and physical measures, placement and design considerations, hazardous zones, safety distances, and maintenance protocols. Equally important are human factors such as access control, the establishment of clear safety protocols, well-defined roles and responsibilities, and procedural routines. The individual risk measure is used to ensure that no crew, terminal worker, or passenger is exposed to unacceptable risks. Input values for the individual risk calculation, such as limit values, failure frequencies, and consequences have been reviewed. For calculating the individual risk, uncertainty regarding modelling, input parameters and operational practices needs to be carefully managed. The high frequency of CGH2-bunkering drives the risk due to an increase in the number of transfer operations and the time for the system in operation.

This research project investigates the feasibility and potential benefits of implementing virtual guide wires as a safety enhancement measure for Swedish national waters, inspired by the Finnish Virtual Wire system developed by Finferries. The study focuses on cable ferry operations and functionalities, highlighting the variations in cable ferry and guide wire designs that are often influenced by specific route requirements.

A novel concept of a virtual wire system is proposed, mirroring the safety features of cable-driven ferries, guide wire ferries, and the Finnish virtual wire system, while incorporating an advanced safety features from automation system designed for self-driving ferries. Traditional guide wires, while aiding the own ships navigation, present challenges for others, such as obstructing maritime traffic, disturbing bottom sediments, limited use in ice conditions, and is restricted to routes with straight paths.

The project aims to enhance the safety and operational efficiency of both guide wire ferries and ferries. A significant driver for this research is the industry's difficulty in hiring qualified ferry operators, a trend expected to intensify in the future.

The Finnish virtual wire system, which is a digital navigation aid that provides real-time positional and directional information, was investigated. It utilizes GNSS data with RTK correction for accuracy and offers visual and audible feedback similar to a traditional guide wire. Cabel driven ferries operate very predictable and on a very limited geographical area. Advance automation system including auto docking, departure and position keeping along with traffic collision avoidance aid. A combination of listed functionalities are brought into the novel concept of a virtual wire system is proposed.

To assess the virtual wire's system, various risk assessment methods were challenging as the system influence the whole ferry operation and systems onboard and ashore. Following risk assessment methods was explored including RBAT, HAZID, Mitigation Analysis, D-FMEA, Fault Tree - Event Tree - Bow Tie Diagram, and What-if Analysis.

The project concludes that while virtual wire systems hold promise, comprehensive real-life testing and evaluation in the Swedish context are necessary. Factors such as operator training, system maintenance, regulatory framework, infrastructure integration, and public perception must be carefully considered for successful implementation.

Forskningsstudien har undersökt möjligheterna och fördelar med införande av virtuella vajrar som ett säkerhetshöjande koncept för svensk inrikes sjöfart, inspirerad av det finska virtuella vajersystemet utvecklat av Finferries. Studien fokuserar på linfärjor med styrvajer, och belyser skillnaderna olika typer av linfärjor som ofta påverkas av specifika ruttkrav. Ett nytt koncept av ett virtuellt vajersystem föreslås, som speglar säkerhetsfunktionerna hos kabeldrivna färjor, linfärjor och det finska virtuella vajersystemet, samtidigt som det använder avancerade säkerhetsfunktioner från automationssystem designade för självgående färjor. Traditionella styrlinor, medan de hjälper den egna fartygets navigering, medför utmaningar, såsom att hinder för passerande sjötrafik, rör upp bottensediment, begränsad användning i isförhållanden och är inskränkta till rutter med raka vägar. Projektet syftade till att förbättra säkerheten och driftseffektiviteten för både linfärjor och färjor. En stor drivkraft för denna studie är svårigheten att anställa kvalificerade färjepersonal, en trend som förväntas förvärras framöver. Det finska virtuella vajersystemet som varit inspirationen för studien är ett digitalt navigationshjälpmedel som tillhandahåller realtidspositionerings- och riktningsinformation. Det använder GNSS-data med RTK-korrigering för noggrann positionering och erbjuder audiovisuell feedback liknande en traditionell linfärjeled. Vajerdrivna färjor opererar mycket förutsägbart och på ett mycket begränsat geografiskt område. Avancerade automationssystem inkluderar automatisk dockning, avgång och positionshållning tillsammans med beslutsstöd för att hantera trafiksituationer. En kombination av listade funktioner införs i det nya konceptet av ett virtuellt vajersystem. För att bedöma riskerna med ett nytt system har en kombination av olika riskbedömningsmetoder så som RBAT, HAZID, Mitigation Analysis, D-FMEA, Fault Tree - Event Tree - Bow Tie Diagram och What-if Analysis nyttjats. Utöver riskanalyser har RISE policylabb studerat de legala aspekterna och frågor lyfts med relevanta aktörer på workshops. Praktiska försök i Sverige och Finland med olika sensorer och tekniska lösningar har resulterat i ett förslag på koncept som behåller det enkla och rättframma med en traditionell linfärja, men med digitala stöd istället för fysisk vajer. Tillsammans med Zeabuz genomfördes en lyckad demonstration av konceptet på Riddarfjärden med färjan Estelle. Virtuella vajrar i större skala har potential att öka effektiviteten, minska energiåtgången, underlätta rekrytering och kan sänka tröskeln i from av investeringar i infrastruktur för nya färjelinjer på platser som inte tidigare varit aktuella för linfärjor. Projektet drar slutsatsen att även om virtuella systemsystem har potential, är omfattande tester och utvärdering i svensk kontext nödvändiga. Faktorer som operatörsutbildning, systemunderhåll, regelverk, infrastrukturintegration och allmänhetens uppfattning måste övervägas om implementeringen skall bli framgångsrik.

Lately, concerns regarding fires in electric vehicles in enclosed spaces such as in road tunnels and parking garages have been raised and there are indications that parking of electric vehicles may be prohibited in some spaces. For the success of electromobility and the transition from fossil to renewable fuels, it is important to understand the risks and consequences of fires in electric vehicles and to provide technical solutions if necessary, so as not to hinder the widespread adoption of electric vehicles.

In this work, a literature review on fires in vehicles has been conducted. The focus was on fires in enclosed spaces involving electric vehicles. A comprehensive risk assessment of electric vehicle fires was performed using systematic hazard identification. In addition, a workshop with representatives from three Swedish fire and rescue services was carried out to evaluate the emergency rescue sheets/response guides.

The main conclusions are; That statistics regarding vehicle fires need to be improved, as of today the root causes of fires are missing in the data, which could potentially result in non-fact based regulations; The data studied in this work does not imply that fires in electric vehicles are more common than fires in internal combustion engine vehicles; Fires in electric vehicles and internal combustion engine vehicles are similar in regards to the fire intensity and peak heat release rates. 

The most effective risk reductions measures on vehicle level, to decrease the number of fires in EVs, could not be defined based on that relevant data on the root causes of fires in EVs are currently not publicly accessible. The most effective risk reduction measures, to limit fire spread, on infrastructure level were the use of fire sprinkler systems, fire detection systems (early detection) and increased distance between parked vehicles.

Battery Energy Storage Systems (BESS) is a vital part of electrification of the shipping industry. However, there are potential risks that must be considered for BESS installation. The article presents HAZID as an earlystage hazard identification method for installation of harbour BESS. The HAZID identified critical factors such as proximity to the marine environment and safe distances between BESS containers

If we appreciate thesociological complexities andinterconnectedness of our21st-century society, we willrealise that the immediatechallenges of businesscontinuity can be resolvedby practising diversity andinclusion. The solutions lie among us; what we need is the intent.

Abstract

Purpose – Twenty-first century crises reaffirm the need of faster mobilization of resources during crises.Without interorganizational collaboration and resource mobilization, organizing efficient response is notpossible. Resource mobilization is an essential aspect of response. It ensures a faster and better response.Collaboration between teams of emergency responders may include commonly known boundary spanningactivities such as resource sharing, information sharing and communication. The purpose of this paper is tocontribute our knowledge of how to organize a better crisis response through collaboration. More precisely,what strategies work as drivers for emergency responder teams during collaboration in crisis scenarios.

Design/methodology/approach – Through design of experiments, using tabletop exercises and onlinesurveys, this study investigates the drivers of collaboration during a crisis scenario. Participants of this studyare decision makers and emergency responders from various public actors in crisis management from Sweden.

Findings – Collaboration is essential to manage cross-functional services in normal times, as well as meet thegrowing needs during crises. In absence of collaboration, boundary spanning activities such as sharingresources or information to provide any kind of service will not be possible. For teams to survive in fastchangingenvironment, they must be able to adapt to the changing demands accordingly. This paperdemonstrates which factors are drivers for emergency responders to mobilize resources, especially duringcrises. It captures the tension between individual and collective goals in crisis response and highlights thedrivers that affect decision-making during crises.

Originality/value – The novelty of the paper lies in its methodology using tabletop exercises, design ofexperiments as part of Six Sigma toolbox and online surveys in combination with weightage of agreements anddisagreements and free text answers. Although scientific research so far has demonstrated the need forcollaboration during crises, however, which factors act as drivers for emergency responders to collaborate, islacking scientific evidence. Incentives for collaboration have not been studied enough. These can tell us whichstrategies can improve collaboration during crises. This research paper is a scientific contribution in thatdirection.

Vessel Traffic Service Operators (VTSOs) employ their experience and problem-solving skills in order to uphold safety in the controlled traffic area. Human Factors studies focus on the conditions of that work – whether technologies, organizations and interfaces to other stakeholders are adapted to VTS operator activities and needs. For the VTS, the purpose of Sea Traffic Management (STM) services is to allow digital communication and information sharing between the VTS Centre and ships in the controlled area, with an emphasis on simple creation and sharing of ship routes. The aim of this evaluation has been to uncover Human Factors hazards associated with the introduction of STM services developed in STM BALT SAFE WP4, directed towards route creation, sharing and associated safety functions. Analyses have concentrated on three levels of interaction within the sea traffic system: 1. The VTS operator and her immediate working environment (usability and ergonomics of VTS systems and tools affected by STM implementation). 2. The organization of VTS collaboration with other actors in the port and its surroundings. 3. Interaction in the greater context of ship traffic (including both STM and non-STM ships). The evaluation was performed using qualitative methods in a process consisting of three main stages – A first analysis using heuristics from the domain of Human Reliability Analysis, an interview study with sea traffic system stakeholders, and a VTS simulator study. Results indicate that maritime administrations should employ a consistent design process that caters for local VTS Centre characteristics and the needs of their operators. As work with STM continues, technical development should be augmented with an iterative development of VTS system user experience and usability. Aspects of STM that are already known to require a human factors validation are, but not limited to: • That the new information provided to operators through the STM services is presented in a way that does not introduce confusion or obscure information (e.g. cluttering of routes, poor visibility of ships/routes/geographical features). • That alarms and/or alerts are relevant, useful and communicated effectively. Irrelevant alarms or alerts can disturb the work of the VTSO, and even if only relevant alerts are provided, the sum of all alerts can still produce a poor working environment (e.g. with regard to noise). • That STM services are coupled with sufficient support for notetaking and/or marking. With a larger bulk of information available to the operator (e.g. around possible future hazards) comes a larger need to support the operator attention and memory. • That the implementation of STM functions accounts for information management over several work shifts. • That predictive tools (e.g. prediction of future ship movements and associated conflicts) factor in prediction uncertainty, so that the operator is given a truthful representation of possible traffic development. • That there are means of communication suitable for use with the STM functions. Even though chat functionality was excluded from the STM BALT SAFE scope, some informants hold that other means of communication than VHF might be necessary if the ship is to send its route before reaching the VTS area. • That dynamics in VTS-ship interaction may be affected as new forms of communication develop. For example, even if the purpose of the VTS Centre is only to “inform” ships about traffic conditions, creating and sharing routes via STM services might be regarded as something more than a friendly suggestion. This invokes a discussion around VTS authority and responsibility in the event of an incident that needs to be continued. Evaluation data suggests that the use of STM functionality is not appropriate for all operative conditions, and that implementation must be calibrated against the practical needs of local VTS operators. Here, a balance must be struck between allowing for local adaption of STM services and offering a uniform STM interface towards vessels moving between different control areas. A final aspect of adaptation is the relation between VTS technical functionality and how these functionalities are put to practical use. Seeing that STM services could expand the operator time horizon and allow them to work more proactively, technical development should be combined with a review of local VTS procedures, making sure that the VTS operational approach (e.g. procedures for ship interaction or the functional level of VTS implementation) matches all the capabilities afforded by STM.

This chapter looks at the challenges of disaster governance in India. It highlights the problems of engaging the Armed Forces as the responder to disasters given the prevalent sociological dynamics within the communities. The Armed Forces in India have successfully responded to several catastrophes such as the Gujarat earthquake, the Indian Ocean tsunami, the Kashmir earthquake and the mudslides in Himachal that severely hit India. The findings from the interviews analyse the reasons behind the growing involvement of the Armed Forces in disaster response and recovery in India. They also capture the challenges of involving the Armed Forces from a critical perspective. The sophisticated logistical processes, techniques and equipment owned by the Armed Forces have been utilised in immediate response and relief operations to large-scale disasters in several countries, including India, to support the otherwise overwhelmed State-owned response mechanisms. The level of women's involvement in the growing presence of the Armed Forces in disaster response and recovery is negligible.

Our modern society is exposed to multiple hazards and risks. To manage these successfully, it is important to have a good overview of the risks that potentially affect our society and how they are perceived and valued. This pilot study investigated possible ways of mapping and analysing risks that Swedish society and its inhabitants are exposed to and aware of. The aim was to capture complementary perspectives on accidents and crises, and to provide a point of departure for future planning and data collection strategies. To achieve this, previous studies are mapped and critically assessed and an example of a method of analysis is presented. The following questions have guided the work: 1) What methods are currently available to describe risks at a broader societal level? 2) What are the limitations, advantages and disadvantages of these existing methods? 3) Which of these methods are of relevance to Sweden? Summarizing previous studies, the report includes examples of methods, structures and data visualizations for mapping risks nationally or in larger regions. The report analyses 11 types of existing study or report as a source of inspiration and to scope existing gaps for potential improvement. The report makes recommendations for national level risk mapping in a Swedish context, supported by an empirical example.