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Christian Finnsg\xe5Rd
SSPA Sweden AB, Research, Box 24001, 400 22 Göteborg, Sweden

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Preprint content
Published: 16 July 2021
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ACS Style

Laura Marimon Giovannetti; Fredrik Olsson; Martin Alexandersson; Sofia Werner; Christian Finnsg\xe5Rd. The Effects of Hydrodynamic Forces on Maneuvrability Coefficients for Wind-Assisted Ships. 2021, 1 .

AMA Style

Laura Marimon Giovannetti, Fredrik Olsson, Martin Alexandersson, Sofia Werner, Christian Finnsg\xe5Rd. The Effects of Hydrodynamic Forces on Maneuvrability Coefficients for Wind-Assisted Ships. . 2021; ():1.

Chicago/Turabian Style

Laura Marimon Giovannetti; Fredrik Olsson; Martin Alexandersson; Sofia Werner; Christian Finnsg\xe5Rd. 2021. "The Effects of Hydrodynamic Forces on Maneuvrability Coefficients for Wind-Assisted Ships." , no. : 1.

Conference paper
Published: 01 January 2020 in Proceedings
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Because of the long history of the Finn Dinghy sailing class, the difference between a gold medal and a mediocre result often comes down to personal mistakes of the sailor, or to who has the most optimised equipment. Regarding the latter, the Finn class rules permit certain design variations of the hull, mast, sail and rudder. In the current contribution, we describe a method for developing a customised rudder system aimed at optimal performance during the Tokyo 2020 Olympics. Based on hydrodynamic analysis of existing rudder designs, an improved rudder geometry was developed. Based on the concept geometry, the rudder and tiller were structurally designed and manufactured to achieve high stiffness and sufficient strength, while respecting the minimum mass requirements as specified by the rules.

ACS Style

Michael Stadler; Brina Blinzler; Adam Persson; Christian Finnsgård; Max Salminen; Martin Fagerström. A Customised Finn Dinghy Rudder for Optimal Olympic Performance. Proceedings 2020, 49, 1 .

AMA Style

Michael Stadler, Brina Blinzler, Adam Persson, Christian Finnsgård, Max Salminen, Martin Fagerström. A Customised Finn Dinghy Rudder for Optimal Olympic Performance. Proceedings. 2020; 49 (1):1.

Chicago/Turabian Style

Michael Stadler; Brina Blinzler; Adam Persson; Christian Finnsgård; Max Salminen; Martin Fagerström. 2020. "A Customised Finn Dinghy Rudder for Optimal Olympic Performance." Proceedings 49, no. 1: 1.

Conference paper
Published: 01 January 2020 in Proceedings
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The purpose of this paper is to design an improved centerboard for the Olympic 470 sailing dinghy sailing upwind. The design is improved by introducing a composite design that makes the centerboard twist to windward when sailing upwind, thereby reducing the angle of attack of the hull. The results show that a beneficial twist up to 1.5° is possible to achieve without compromising the centerboard strength. According to our estimates, by utilizing the improved design it is possible to obtain a gain of up to 9 s per race in a world cup race.

ACS Style

David Ekström; Max Forkman; Martin Fagerström; Adam Persson; Lars Larsson; Christian Finnsgård. Optimization of the Internal Structure and Shape of a 470 Dinghy Centerboard. Proceedings 2020, 49, 1 .

AMA Style

David Ekström, Max Forkman, Martin Fagerström, Adam Persson, Lars Larsson, Christian Finnsgård. Optimization of the Internal Structure and Shape of a 470 Dinghy Centerboard. Proceedings. 2020; 49 (1):1.

Chicago/Turabian Style

David Ekström; Max Forkman; Martin Fagerström; Adam Persson; Lars Larsson; Christian Finnsgård. 2020. "Optimization of the Internal Structure and Shape of a 470 Dinghy Centerboard." Proceedings 49, no. 1: 1.

Journal article
Published: 19 October 2019 in Transport Policy
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Trans-ocean liner shipping companies adopt slow steaming during periods when the market is characterised by low demand, high fuel prices, low freight rates and overcapacity. The most recent instance in which this occurred was the period following the 2008/2009 global financial crises, and the speeds have not yet rebounded to the pre-crisis levels. Most of the existing research regarding slow steaming takes environmental, economic and maritime engineering perspectives, meaning that the phenomenon is studied from the viewpoint of ship owners. The purpose of this paper is to explore the effects of slow steaming from the shipper's perspective.

ACS Style

Christian Finnsgård; Joakim Kalantari; Violeta Roso; Johan Woxenius. The Shipper's perspective on slow steaming - Study of Six Swedish companies. Transport Policy 2019, 86, 44 -49.

AMA Style

Christian Finnsgård, Joakim Kalantari, Violeta Roso, Johan Woxenius. The Shipper's perspective on slow steaming - Study of Six Swedish companies. Transport Policy. 2019; 86 ():44-49.

Chicago/Turabian Style

Christian Finnsgård; Joakim Kalantari; Violeta Roso; Johan Woxenius. 2019. "The Shipper's perspective on slow steaming - Study of Six Swedish companies." Transport Policy 86, no. : 44-49.

Journal article
Published: 08 March 2019 in Sustainability
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Many geographically peripheral member states of the EU are critically dependent on short sea Roll-on/Roll-off (RoRo) and mixed freight–passenger (RoPax) shipping services for intra-European trade. The implementation of the Sulfur Emission Control Area (SECA) regulation was expected to raise the operating cost for RoRo and RoPax shipping, and slow steaming was proposed as an immediate solution to save the increased cost. Previous research has investigated the issue of slow steaming and SECA using a quantitative approach. However, the reaction of the RoRo and RoPax shipping firms toward slow steaming as a mitigating factor in the face of expected additional SECA compliance costs using qualitative methodology has not been explored yet. In addition, the knowledge regarding the impact of slow steaming on the competitiveness of short sea RoRo and RoPax with respect to service quality is limited. This article has addressed these issues through the analysis of multiple cases focusing on RoRo and RoPax firms operating in the North and Baltic Seas. Overall, our findings suggest that the 0.1% SECA regulation of 2015 requiring the use of higher-priced MGO has not caused slow steaming in the RoRo and RoPax segments to a large extent. The increased bunker prices are partially transferred to the customers via increased Bunker Adjustment Factor and partly borne by the shipowners. We have found that out of 11 case firms in our study only one RoRo and one RoPax firm have reduced vessel speeds to compensate for the additional SECA compliance costs. We conclude that for RoPax and RoRo segment bunker prices, rigorous competition and, most important, different service quality requirements have significantly restricted the potential implementation of slow steaming.

ACS Style

Zeeshan Raza; Johan Woxenius; Christian Finnsgård. Slow Steaming as Part of SECA Compliance Strategies among RoRo and RoPax Shipping Companies. Sustainability 2019, 11, 1435 .

AMA Style

Zeeshan Raza, Johan Woxenius, Christian Finnsgård. Slow Steaming as Part of SECA Compliance Strategies among RoRo and RoPax Shipping Companies. Sustainability. 2019; 11 (5):1435.

Chicago/Turabian Style

Zeeshan Raza; Johan Woxenius; Christian Finnsgård. 2019. "Slow Steaming as Part of SECA Compliance Strategies among RoRo and RoPax Shipping Companies." Sustainability 11, no. 5: 1435.

Journal article
Published: 23 May 2018 in Journal of Shipping and Trade
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When container shipping lines experience over-capacity and high fuel costs, they typically respond by decreasing sailing speeds and, consequently, increasing transport time. Most of the literature on this phenomenon, often referred to as slow-steaming, takes the perspective of the shipping lines addressing technical, operational and financial effects, or a society perspective focusing on lower emissions and energy use. Few studies investigate the effects on the demand side of the market for container liner shipping. Hence, the aim of this study is to elaborate on the logistics consequences of slow-steaming, particularly the strategies that Swedish shippers purchasing deep sea container transport services employ to mitigate the effects of slow-steaming. Workshops and semi-structured interviews revealed that shippers felt they had little or no impact on sailing schedules and were more or less subject to container shipping lines’ decisions. The effects of slow-steaming were obviously most severe for firms with complex supply chains, where intermediate products are sent back and forth between production stages on different continents. The shippers developed a set of strategies to cope with the low punctuality of containerised shipping, and these were categorised in the domains of transfer-the-problem, transport, sourcing and distribution, logistics and manufacturing, and product design. All firms applied changes in the transport domain, although the lack of service segmentation limited the effects of the strategy. Most measures were applied by two firms, whereas only one firm changed the product design.

ACS Style

Christian Finnsgård; Joakim Kalantari; Zeeshan Raza; Violeta Roso; Johan Woxenius. Swedish shippers’ strategies for coping with slow-steaming in deep sea container shipping. Journal of Shipping and Trade 2018, 3, 8 .

AMA Style

Christian Finnsgård, Joakim Kalantari, Zeeshan Raza, Violeta Roso, Johan Woxenius. Swedish shippers’ strategies for coping with slow-steaming in deep sea container shipping. Journal of Shipping and Trade. 2018; 3 (1):8.

Chicago/Turabian Style

Christian Finnsgård; Joakim Kalantari; Zeeshan Raza; Violeta Roso; Johan Woxenius. 2018. "Swedish shippers’ strategies for coping with slow-steaming in deep sea container shipping." Journal of Shipping and Trade 3, no. 1: 8.

Proceedings
Published: 01 January 2018 in Proceedings
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In April 2017, a foiling Optimist dingy designed entirely by students, was successfully tested under standard sailing conditions in the waters outside Gothenburg. In order to achieve take of wind speeds as low as 6 m/s, a stiff and lightweight design of the dinghy and its foiling components was necessary. There have been few successful attempts to make an Optimist foil in a stable manner, as such there were no standards or recommendations available for the design. Therefore, a simulation driven structural design methodology for hydrofoils, centreboards, centreboard-to-hull connections, and necessary hull reinforcements using sandwich structures was adopted. The proposed design was then manufactured, allowing for a significantly stiffer hull and a 20% decrease in weight over a conventional Optimist. Excluding the rig and sail, the final weight came to 27 kg.

ACS Style

Carolyn Oddy; Elias Blomstrand; Daniel Johansson; Niklas Karlsson; Niklas Olofsson; Petra Steen; Martin Fagerström; Leif E. Asp; John McVeagh; Matz Brown; Christian Finnsgård. Composite Design for a Foiling Optimist Dinghy. Proceedings 2018, 2, 252 .

AMA Style

Carolyn Oddy, Elias Blomstrand, Daniel Johansson, Niklas Karlsson, Niklas Olofsson, Petra Steen, Martin Fagerström, Leif E. Asp, John McVeagh, Matz Brown, Christian Finnsgård. Composite Design for a Foiling Optimist Dinghy. Proceedings. 2018; 2 (6):252.

Chicago/Turabian Style

Carolyn Oddy; Elias Blomstrand; Daniel Johansson; Niklas Karlsson; Niklas Olofsson; Petra Steen; Martin Fagerström; Leif E. Asp; John McVeagh; Matz Brown; Christian Finnsgård. 2018. "Composite Design for a Foiling Optimist Dinghy." Proceedings 2, no. 6: 252.